@@sherwoody7580 "In Berenbaum's article, she mentions a 1961 study by J.L. Gressit in which an insect trap was placed on a Super-Constellation airplane. That plane flew 116,684 miles sampling the air, catching whatever was up there, and, Berenbaum says, "the trap managed to capture a single termite at 19,000 feet." That's the record."
My instructor has been teaching for 50 years and never had a student fail a checkride. When you get into the flare he says, "Okay, now don't land. Don't land, don't land" until you grease it on. Great technique. You shouldn't be thinking about landing, you should be thinking about not landing. Cool to see you taking that approach as well, it works!
I still remember the landing I had to perform for my private pilot check ride. The examiner had me flying above the runway a good 2-3000' AGL. As we passed the mid-point, he said, "Put the aircraft in a slip and land it." Yoke hard left, rudder hard right and down we went. About 100 feet or so above the runway I kicked out of it, pulled back on the yoke to get the nose up and stuck the landing. It helped that the runway was a 13,000 footer formerly used by B-52s at a SAC base that the Air Force closed the year before and turned over to the city. Thinking back on it, that's about the only thing I remember from that flight. So much for all the touch and gos I shot preparing for the exam. I have to admit that I had a great instructor. I'd ask him one of those "What if" questions, and he say, "I don't know, let's go find out." And we did.
👍👍 At the end my CP examiner said.... "You van do all the snappy manuvers.. NOW you need to learn to fly like you have 40 people in the back." Best advice I have gotten in 60 yrs.
Wow. You could have landed an aircraft carrier in 13,000 ft. I'm learning on short asphalt in the middle of a city, surrounded by shopping centers and a river. The fence is 100 foot from the runway. Glide slope is 5%, and the river approach is between tall trees about 300 foot apart. They tell me if I master that place, I'm solid everywhere. We do touch and go/pattern work at different airports because it's too risky at home base with new students. They have a series of chekrides before they let you solo onto that asphalt.
The big thing for me was speed (in a 172). I already had a rotor private cert and did a fixed-wing add-on with a CFII who takes guys to type ratings in CJ2-3s so he had been around. He had me coming over the fence at 75 knots and I kept bouncing landings. Pretty much starting to fly again. I finally realized he had created a lot of frustration by working me for hours of rental and CFI fees and after an in-cockpit altercation told him I would never get in an airplane with him again. Switched to another school and got an instructor who was almost 80 years old. He had gotten his CFII the year before I was born - and I'm old! We go out for the first time and on our first approach I asked about speed and if we should be over the fence at 75 knots. He says "oh no, that is way to fast. 65 maybe 70 knots or you will have too much energy and bounce the landing." He was absolutely correct and I greased that first landing with CFII number 2 and never looked back. Wasted a LOT of time with that first instructor.
BRAVO. Too many students have similar experiences. MOST every student who quit AND pilot I have ever talked to told me they almost quit because of the landing thud their instructor always did. If an instructor cant grease it on every time, find one who does.👍
@@hotrodray6802 greasing it in as good as long as you're not doing it at the very end of the runway 😁 better to land the plane firmly with runway to spare then hold off and burn 100 ft and end up in the grass
@@jackfrostcm108 I trained at KSDL on a 9,000 foot runway that has a long no-land zone between the fence and the runway so perhaps that was an adjustment made by my good instructor.
Sure could have used this a few years ago for my private training. It would have saved me about $2k in remedial training with a different instructor narrowing down why my landings were so inconsistent.
In my 52 yrs of light plane CP, I have found that 90% of high time pilots fly like they are herding cats. Many instructors are the blind leading the blind. My two pet peeves are rough touchdowns and pilot induced ocillations in turbulence. Thanks for your well developed instructional videos. 😎🔔
I'm a fairly new pilot, about 160 hours. I have trained with I think 7 CFIs, all of them quite good. But this is the best breakdown and explanation of landings I have heard. I will definitely be putting this advice to work next time I go out. Thank you for making these videos.
I have been watching everything on flying trying to learn as much as I can before I take classes. This is by far the most informative video on U Tube on landings. Thank You.
Excellent illustration and lesson... This was one of the things that my instructor drilled into my head... first and foremost, establish a stable approach. Be on your airspeed on final and locate that aiming point. Then "fly" the airplane to that aiming point and, like you said, once it goes under you, reduce power and begin the flare and let the airspeed bleed off. The stall horn should come on just before touchdown. In our Tiger, airspeed is 80 on one mile final with 30 degrees flap (that's our minimum maneuvering speed), 75 on short final with full flap, 70 across the fence and 65 when the wheels touch down. Of course, things change a bit when you're landing in gusty conditions and crosswinds, but that's for another lesson, eh?. Again, nice job.
Great tip on when to begin the round-out. I never heard that before. My instructor taught me to keep the decent until you feel like something must be done about it. At first I had a tendency to round out too high and that just makes for way too much to that has to be done in a hurry to correct. That's for the videos.
I'm a private pilot from Argentina and I find all your videos so interesting and useful. Thanks for the information you share! Especially in these particularly quiet days.
I was able to land perfectly after 6 landings on a big runway 150 ft wide x 5710 (KNYL), I was not able to master a perfect cross-wind landing on the 60 wide x 2800 ft long (44A) on the same day , maintain a center line with gusty wind feel harder on the small runway compared to the big runway, we need practice for all the possible combinations, even a simulated flat tire landing, I had no rush to complete my training and the solo at 20 hours wasn't a goal, my approach was spent more time flying with the instructor never in a calm and cold day, in the desert as soon as the sunrise, we are in the roller coaster, a appreciate the knowledge in your videos.
Hey Jason!! Just took my family recently to our first flight. Had a very respectful amount of crosswind, but thanks to your excellent videos, the landing was smooth as could be for my precious cargo, and they got off the plane begging for the next flight. Thanks so much for the videos you put out, greatly appreciated!
Great stuff! I had my 172 landings nailed, and then I threw two people in the back seat and it changed how the plane responded on the roundout, not my greatest landing. I suggested to my CFI fly the airplane with seats full with a student before the checkride or they take their first pax up to let them account for the difference.
@@TheCruizer21 Yeah I started off tandem tailwheel, the M-O was always power off, so switching to tin cans I had a hard time remembering that keeping some power on is ok.
One hurdle to get over is going from rote applications of pitch and power. Those rules of thumb will get you close to the right spot, but read your instruments and correlate that to your sight picture. Use whatever inputs are necessary to create the sight picture and aerodynamic forces that you want. That must be filtered through the aircraft limitations, and for nonprofessional pilots, your personal minimums and comfort levels. It’s a tricky step to get through, but in different conditions, different things are done. Command the airplane, do pilot stuff. The difference between “this is what I’ve done in the past” to “this is what I want the airplane doing right now” is a different perspective, but moving to a deeper understanding of how to manipulate the airplane in different conditions to create the desired outcome is the goal.
I took lessons with my GF and another friend in the back, and in another flight with my mom. Obviously the CFI next to me. As long as I wasn't afraid of my ego being hurt by them hearing me get corrected, he didn't mind it. I'm hard to offend, so it didn't bother me at all having them hear my instructor criticizing me.
@@sherwoody7580 I know this is an old comment but I had to say, it is a superb comment! Nailed it. I had to changed instructors when I struggled with landing - he just wanted 'the numbers', ie set airspeed, same thing every time and if I didn't have it exactly like that he made me go around, so did hardly any touch and go's. I changed to a guy with 40 years experience who undid the mess I was in and slowly I learned to feel what was happening and to make the correct inputs to place the aeroplane where I wanted it, at the right speed. It took ages, anyone else would have given up on me, but he promised to get me solo. After I solo'd the rest of training was huge fun. I never lost the landing skills, even when tired or in tricky conditions. Yes, I got my licence, thanks to great instructing.
So, you said something very interesting, “...this isn’t a big jet...”. Having flown everything from J-3s to MD-11s, I think trying to land a 172 with the wing stalling at touchdown, works, but is unnecessary. I wouldn’t fly a Cirrus that way. You fly a Cirrus more like a jet than a 172. My point is that the full stall landing is for 3-pointing a taildragger, not necessary for a tricycle gear airplane. I’m not advocating Vso plus 20 at touchdown but I don’t see anything in the ACS that talks about the stall horn blaring as the wheels touch as a mark of a good landing.
Ditto experience. Ditto your concepts. Flying them on at 2-4 faster than stall is 👍👍 My first CP checkride eons ago, the guy said to me, "You can do all the snappy manouvers. Now you have to learn to fly like you have 40 people in the back." Smooth is impressive.👍
I was told by a 757/767 captain that "you can land a small airplane like a big airplane, but you cannot land a big airplane like a small airplane". Ever since then, I land a lot faster
Jason, just by the way you break the process of landing into its 5 sub-components, I know I'm speaking to an expert. A similar situation occurs in the world of shooting, where to be a good shot, you need to know and apply the 4 marksmanship principles. Jason, therefore, has to be one of the best. I love his use of a model plane to support his explanation. Really professional!
1:48 - I figured that out half way through my INSTRUMENT training and finally started nailing landings. I'm probably the only guy ever who got BETTER at landing during instrument training :)
This video helped me so much... I have about 40+ hours in a Grumman Traveler but have now started transitioning to a C172 due to the Grumman being involved in a hard landing due to an emergency... I had my first flight in a Cessna this afternoon and I used your pointers from the Jacobson flare and i was shocked with how my landings were right away... with your help and my CFI this transition is going to be a breeze... Thank you for all your amazing content 🤟🙌
Great advice! It was guys like you who set the foundation for my career. I'm now a retired Delta captain muckety-muck but I enjoyed your video. I had a leg up when I entered USAF pilot training owing to my GA experience. I liked that you mentioned the lack of flare in a large transport- you shoot for a round out with very little vertical speed and land or else risk a tail strike. Aimpoint and centerline discipline is also a big deal with high performance airplanes. Keep up the good work!
Great video, I'm having issues with landing right now. Just having a problem with understanding my distance from the tire to ground. Slap & bounce is what is in my log book 😧
Jason,....Excellent video!!! Learned to fly in an L2 Taylorcraft, (tail-dragger, no flaps). Biggest thing I took from that was learning to operate in the “nose-up” environment. With no flaps to employ, dissipating all of the lift was a real challenge....I also learned, during my training, that, “If you can do it, I can do it”!!! Just show me how....Best feeling in the world was being over the numbers, just high enough and just fast enough to “nail” the landing....Like I said, excellent video....Glad I subscribed.....
Divide leaning into 5 parts: 1. Approach- maintain constant speed and rateo of descent. Identify aiming point( the point at which everything appears to emminate from). 2. The round out: round out when some point 100 ft in front of aiming point disappears below cowling. 3. Flair: tease energy out of wings by stalling at when just above the ground with a slight increase in angle of attack. 4. Touch down: Keep the longitudinal axis of your airplane ( nose to tail ) aligned with the center line of the runway. Even if you stall the plane a foot or two above the run way the plane will be just fine if you are aligned with the center line and above because the spring steels can handle it. 5. The rollout: fly the plane all the way to the tie downs. Allow the kinetic energy of the plane to dissipate on its own by holding light back pressure on the elevator so the nose softly touches down. Respond to ATC when clear of the runway and at a full stop.
This is awesome! Just a quick question. In regards to the round out phase do you start to bring the nose of the aircraft up when the stripe before your aiming point disappears below the cowling or the stripe after disappears below the cowling? Thanks for the info!
I really appreciated this video lesson and your use of visual aids and video to complement your audio/lecture. I like the idea of breaking the landing down into 5 phases. Will try this next time (and every time).
I'm too old now but when I was young I never got to solo as I didn't understand final landing. Didn't know whether to pull back the yoke all the way as I was over the runway or where and what to look for. I am 70 now have color problems. Not sure I could pass a physical. If I could buy a plan I wouldn't have enough money for lessons again. Back then I ran out of money.
Grab a flight sim mate. Can pick up a yoke, throttle and pedals for 500 or so the pick up the new flight simulator 2020. Best way to get in the air with no risk!
Not sure I actually "de-rotate" when flying jets (larger jets), def not holding it off either...its more a matter of i don't pull up as much? ....The site picture looking "flat" as compared to 172s...
I'm working to get my PPL right now. First day my CFI and I did traffic patterns, I had okay landings, then absolutely bounced my last one and we had to do a go-around. How bad should I feel about that lmao? Is that a common thing that beginners do?
Hello guys, I'm just writing this comment because I think this is the perfect place to get answers to my questions I'm still in the 11th grade of highschool (17yo), my dream is to be a pilot but I don't think any flight academy will think about accepting me because of my height (150~151cm) Is height really a problem for this job or it's just what people say? U can answer if you was sure of the answers.
Thanks "The Finer Point" I have been practicing my landing on a regular flight simulation at a school. Its really good. I was wondering what that sound was because I seen it done with a student and a C.F.I. I wanted to try it too. He said the same thing you said about this is the correct way to land a plane. I have been going to simulated for 2 months and it has helped me a lot in my flight training. I do a month subscription for $299.00 per month anytime I want to go. I do 5 hours a flying a week. Always the best!! thank you
Career CFIs have limited experience and knowledge learned from very experienced pilots, so they tend to over-complicate, make things up and misuse terminology such as “flare”, “round out” and “hold off”. Go to another youtube channel and the CFI says that there is no “flare” just a “transition”.
What does 'granular' mean? I will trade you some tips: Don't use 'kind of', 'sort of', 'you want to', 'you need to', 'what' if you are not asking a question as in 'what you wanna do now is you wanna'. Don't say 'we' when you mean 'you'. In other words, use direct language without flowers or soft nebulous phrases. It will pay off. Ask yourself the difference to a student between "sort of use more rudder' versus 'use more rudder'.
Once upon a time I strongly considered taking lessons. However liver disease has ensured that I'm so buried in debt that I can barely afford to pay attention at this point.🤣Still interesting stuff to watch though.
So picking a point could lead to the stair 🤔 I think the point should be altitude. Not a point ☝️👉👍 because altitude should be constantly changing thus not giving the elusion of no change.. 🤔
I'm just a flight simmer. So in a small plane such as a 172, does everyone always use full flaps on landing? At least in msfs, it really doesn't seem like full flaps is necessary on a 172. So what's it like in a real plane?
i've gone through 2 cfi's so far. on my 3rd. i feel like they are asking me to work on things before i am ready. i don't even know where the controls are, they are telling me to set this or that and at the same time be at a certain angle etc...for example, he's telling me to turn down the throttle to a certain amount. then flaps etc...at the same time keep a constant speed. whereas it takes him 3 seconds to set all these controls, it takes me 10-15 secs and then he yells at me for losing concentration on where the nose is. i dont see this in any videos so i am not sure if i just have shitty teachers or am a shitty student.
Nobody should be yelling. If they arent giving specific things for you to work on, one at a time until a shred of improvement occurs... then find a new CFI. Sometimes you gotta struggle til after the checkride then kick that CFI to the curb. Sometimes you get the privilege to switch mid-rating. Learn to bend with the punches. Be your best instructor. The internet is full of knowledge. Learn it. Read David Goggins, try to be your own cheerleader. Trust me, I spent 6000$ in 30 days trying to learn to land before soloing. I truly could not move forward in my syllabus until I did 3 landings unassisted. Longest and most expensive month of my life! I flew with chief CFIs and check instructors to get new points of view and ultimately switched instructors. Almost gave up. Glad I didn't. That was 2 years ago and I'm now a commercial pilot. There's another instructor out there for you-- im sure of it. Some tips for you in your crucial point of training: Tackle the "closest gator to the canoe." I detest when instructors try to play Perfectionist Pete when you're less than 20 hours and learning to land. Something that really worked for me was having my CFI take flight controls, and having me take rudder, and landing that way (I'd give him rudder back when we were 20-30 feet before touching down for obvious safety reasons). Then we'd switch. I'd get controls and he'd get rudder. Then he'd give everything to me right before touchdown so I was forced to match his rudder pressure at the very last moment. And it would help me remember to keep in my wind drift correction! It helped to chunk things down into separate parts. You can also divide all flight controls to CFI and power/RPM to student. That's another good way to understand some target stepdown altitudes and airspeed goals on downwind/base and base to final. ALSO flying low approaches! It really helped when we did low passes over the runway so I could understand the sight picture of what "getting really close to the runway" looks like. The goal is to stay trapped in ground effect. Feel what's happening. So much of flying is "seat of the pants." The really good CFIs help build this Sixth Sense in you. When in doubt: ask CFI to demonstrate and NARRATE his every thought/reasoning/observations. That is the secret. Don't be afraid to pull this one. I still ask for a demonstration/narration when things aren't flowing seamlessly. Good luck!! keep at it.
@@eve8977 yea I found a much better one now. She's my 3rd. She's young so I think she knows more about how those with no knowledge learn. Older instructors have the curse of knowledge and it is harder for them to put themselves in students shoes. The other thing is that I am also doing ground school..I couldn't find any advice on which order I should do things. Should I start flight training at the same time as ground school or should I do ground school and then flight training. I was told by ground school instructor to do both at same time..I regret it. It is becoming too much info. If I didn't work FT already then I could see doing both but I am having to have my cfi go over ground school stuff because the other instructor goes to fast, the class is online and the ground school instructor isn't very good..he just reads out of book.
I don't think that the best thing is to do a stall on the runway, and I know from my own experience the best landings, whether in my Pitts or the A320, are the ones where you remove the rate of descent and relax the control column.
Nice video. I especially like your tip about flying the plane all the way to the tie downs. That’s something I really learned in my taildragger training. Because there it is absolutely necessary to avoid spinnt the plane on the ground.
Perhaps Rob has a mental block because he's imagining he should be aiming at the beginning of the runway to land at the front of the runway rather than slightly beyond the front
These are just excellent videos! I just wanted to add one tip that could help some students struggling with those last few seconds of the landing. Try to not worry so much about executing a "flare" and think of it as more of just holding the low and level flight path you have after you roundout. The plane will naturally flare a bit on its own if you hold that and just let it settle onto the runway. I had total frustration with landings until I stopped thinking "flare" and started thinking of just holding it level. Give it a shot!
This is an excellent video. Never really gave this much thought as exactly when to when to round out. This is good stuff for pilots of any skill level. Thanks!
super helpful! Hopefully, I can finally perfect those landings and not balloon after watching this- such a struggle right now in this learning process.
Wow! I wish I could find a CFI like you in my area. One thing I've learned as a PPL, just having the certification of "CFI", DOES NOT MAKE YOU AN INSTRUCTOR!!!
Look, I love your videos, but your titles are kind of, well, clickbaity. I mean, you title your videos with the implication that you're going to share with us some revolutionary new way of doing things, but then it just turns out to be literally what every other CFI on the planet teaches. There's nothing new here. You're not making any breakthroughs, you're just tricking people into thinking that you are.
@@TheFinerPoints my landings got much better, but I know longer fly due to my age and medical problems, flying acrobatics in a Aerobat was my best way of relaxing
I cannot remember exactly what my instructor taught me on landing. This was 45 years ago. My first solo was 12 hours and licensed at 52 hrs. and on the topic of landing I know I can't remember making a wrong turn at Albuquerque, so to speak. I do recall a spot on the windshield for approach. But, it does make a lot of sense, to fly it down. Fly by the seat of your pants. I also recall the threshold as a target to set-up the touch down. Over the runway, flying the bleeding landing speed and a control drop...the tire-tread gain is up to have less wear. This of course was taught for the flight-training business own gain of course and anyone who is a preserver and not an a abuser would want to comply simply because you were conditioned by previous good teachers to make things last longer. Whatever I was told it worked fine for all my landings. But, I have to admit that being a heavy equipment operator was an climbing asset. Once your off the ground...eventually; it is show time. And, for everyone who has soloed you would have that intrepid-scare. What was I thinking. That only lasts for a few seconds once you are in the air and in full control of even the controller who cleared you for take-off. You are free as a bird but that rush is crushed because if you don't comply your grounded for many years. For all those who fly for pleasure and for all those who fly for business...have a pleasant flight. and remeber...the centre line is there for a reason.
Why was his being "too slow" a problem? As a tailwheel PPL i was always taught that the least amount of energy you can (safely) carry to the flare, the better. Transitioning to a 172 has been funky, and im wondering what the rest of your thoughts on his being "slow" would have been.
Missed a very important element-flying Vref ie adjusting landing speed for reduced weight. Most GA airplanes are less than max weight at landing but nevertheless use the POH speed which in most instances is stated for max cert weight. As a result one often sees porpoising, multiple bounces, and or ballooning. Ever seen a transport category aircraft land?- Note its nose pitched up even well prior to crossing the fence-these guys have to nail their landing speed -otherwise they may have an overrun. Compare that with your Cessna in the video with its nose pointed at the runway-a hint that u are carrying too much energy. A study by NASA back in the 70s pointed out the predilection of even experienced GA pilots to land too fast. A science journal reported the same thing about 5 years back.
Landing a plane with a G1000 onboard? Yeah, that plane will practically land itself, the ILS diamond will tell you where to be in relation to the runway, and will lock you to the runway as well. Glass gauges save lives!
Hi Jason, Top marks for differentiating between light aircraft and medium or heavy technique in saying “don’t de-rotate, this is not a big jet”. I really think more instructors should do this when appropriate. When introducing a concept to someone inexperienced it’s obviously fine to start out with broad statements and refine them as pilots progress - relaxing elevator pressure to reduce AOA will never get you in trouble in any aeroplane - stopping roll with rudder is also fine in most GA types. But if you go on to fly swept wing aeroplanes then the correct technique is to use the ailerons/spoilers to level the wings as the outboard sections should still be flying. Like a lot of things “it depends…” As an example I was flying with a great friend of mine one day, he was also my First Officer and flying the sector. There was a strong crosswind, he briefed that he was going to “hold it on the runway a bit longer and lift off quickly”. Sounds fine except this was a heavy jet… My reaction was kinda the opposite of yours - that technique is not appropriate for all aeroplane categories. My advice is to watch your channel and read your POH/FCOM/FCTM and do what it says 😁 I have introduced my Dad to your channel too, keep up the good work 🤘🏽
I don't think that the best landings are those of making a stall on the runway, the best ones and from my own experience, be it in my Pitts plane or in an A320, are those in which you decrease the rate of descent, and relax your control column, following this, they can land right up to an airplane, conventional or tail skid, and or a tricycle
I hear your point but many a Lancair pilot would testify to the importance of working to accomplish both things at once. I mean - people tend to carry a little extra speed, then a little more, and it gets dicey on the rollout
Thank you for this very helpful video! One question though: at 6:24 when you say "you're slow on the flare here" he's at 60 KIAS...I'm confused as to why that's slow.
Look all the way down the runway? This is what the FAA thinks could happen: "If the pilot focuses too far ahead, accuracy in judging the closeness of the ground is lost and the consequent reaction is too slow, since there does not appear to be a necessity for action. This sometimes results in the airplane flying into the ground nose first." You would be using your vision inconsistently - i.e. looking a mile or more ahead on long runways, a fraction of that distance on short runways. Seems like that would pretty much guarantee inconsistent and maybe dangerous results.
Jason, Patreon member here, been watching your videos for several months as I train for my PPL at 61 years old, I have spent 20 hours with my CFI on landings & almost there, I feel she is not giving me enough info to nail the landings, is that too long before my first solo? I’m at 64 hours and no solo, getting frustrated!!, your comments please....
I watched you video, but I'm sorry to say sir, but you missed one point, that will make, or achieve the perfact landing. I had a issue with driving the Cherokee 140 on the runway, after touchdown. My instructor taught me how to make the perfect landing. Are you dying to know how its done?
The one point in my windscreen that never moves is typically a bug.
Mark 😂
Hit a bug last week at 16k....no idea how he got there
Not gonna ruin your 172 likes
@@sherwoody7580 he wanted to try out IFR
@@sherwoody7580 "In Berenbaum's article, she mentions a 1961 study by J.L. Gressit in which an insect trap was placed on a Super-Constellation airplane. That plane flew 116,684 miles sampling the air, catching whatever was up there, and, Berenbaum says, "the trap managed to capture a single termite at 19,000 feet." That's the record."
My instructor has been teaching for 50 years and never had a student fail a checkride. When you get into the flare he says, "Okay, now don't land. Don't land, don't land" until you grease it on. Great technique. You shouldn't be thinking about landing, you should be thinking about not landing. Cool to see you taking that approach as well, it works!
Funny that is what my CFI said. "Don't land don't land" Work pretty good and I can get some good Greasers.
@@kimberlywentworth9160 100% Kimberly!
I've been saying. We're playing a game of "how long can we keep it off the ground"
Wow... impressive! If this instructor is still teaching, would you mind providing the contact info? Thanks.
My guy says the same thing
I feel as though I go through those same 5 points every time I try to kiss my wife
LOL, and what percentage of the time do you have to go around?
More times than not, I imagine. My problem has always been stabilizing the approach. Lol
Mite be time to find a new landing strip
@@gavinhanson9213 hahahha!!!!
Usually my pitch is to high
I still watch these vids as a CFII... and I hope my students are watching these when they’re on their own!
Currently a student doing my first landings this week spamming the video
Ditto!
Student here!
Student here, exactly what I am busy learning.
@@benatsea1 I’m a student too, I’m flying again today. Practice on a Piper warrior 3
I still remember the landing I had to perform for my private pilot check ride. The examiner had me flying above the runway a good 2-3000' AGL. As we passed the mid-point, he said, "Put the aircraft in a slip and land it." Yoke hard left, rudder hard right and down we went. About 100 feet or so above the runway I kicked out of it, pulled back on the yoke to get the nose up and stuck the landing. It helped that the runway was a 13,000 footer formerly used by B-52s at a SAC base that the Air Force closed the year before and turned over to the city. Thinking back on it, that's about the only thing I remember from that flight. So much for all the touch and gos I shot preparing for the exam.
I have to admit that I had a great instructor. I'd ask him one of those "What if" questions, and he say, "I don't know, let's go find out." And we did.
👍👍
At the end my CP examiner said....
"You van do all the snappy manuvers.. NOW you need to learn to fly like you have 40 people in the back."
Best advice I have gotten in 60 yrs.
"I don't know, let's go find out." - i like that!
Was it LNK?
Wow. You could have landed an aircraft carrier in 13,000 ft. I'm learning on short asphalt in the middle of a city, surrounded by shopping centers and a river. The fence is 100 foot from the runway. Glide slope is 5%, and the river approach is between tall trees about 300 foot apart. They tell me if I master that place, I'm solid everywhere. We do touch and go/pattern work at different airports because it's too risky at home base with new students. They have a series of chekrides before they let you solo onto that asphalt.
The big thing for me was speed (in a 172). I already had a rotor private cert and did a fixed-wing add-on with a CFII who takes guys to type ratings in CJ2-3s so he had been around. He had me coming over the fence at 75 knots and I kept bouncing landings. Pretty much starting to fly again. I finally realized he had created a lot of frustration by working me for hours of rental and CFI fees and after an in-cockpit altercation told him I would never get in an airplane with him again. Switched to another school and got an instructor who was almost 80 years old. He had gotten his CFII the year before I was born - and I'm old! We go out for the first time and on our first approach I asked about speed and if we should be over the fence at 75 knots. He says "oh no, that is way to fast. 65 maybe 70 knots or you will have too much energy and bounce the landing." He was absolutely correct and I greased that first landing with CFII number 2 and never looked back. Wasted a LOT of time with that first instructor.
BRAVO.
Too many students have similar experiences.
MOST every student who quit AND pilot I have ever talked to told me they almost quit because of the landing thud their instructor always did.
If an instructor cant grease it on every time, find one who does.👍
So simple. Easily missed. 65kts = 75mph. My instructor had me doing the same thing until the light came on.
@@hotrodray6802 greasing it in as good as long as you're not doing it at the very end of the runway 😁 better to land the plane firmly with runway to spare then hold off and burn 100 ft and end up in the grass
Shouldn't that be 60 KIAS as stated on the Cessna 172 check list?
@@jackfrostcm108 I trained at KSDL on a 9,000 foot runway that has a long no-land zone between the fence and the runway so perhaps that was an adjustment made by my good instructor.
Sure could have used this a few years ago for my private training. It would have saved me about $2k in remedial training with a different instructor narrowing down why my landings were so inconsistent.
In my 52 yrs of light plane CP, I have found that 90% of high time pilots fly like they are herding cats.
Many instructors are the blind leading the blind.
My two pet peeves are rough touchdowns and pilot induced ocillations in turbulence.
Thanks for your well developed instructional videos.
😎🔔
Correct. MOST modern instructors are incompetent, at best.
JMO of 50 yrs. CP
I'm a fairly new pilot, about 160 hours. I have trained with I think 7 CFIs, all of them quite good. But this is the best breakdown and explanation of landings I have heard. I will definitely be putting this advice to work next time I go out. Thank you for making these videos.
I have been watching everything on flying trying to learn as much as I can before I take classes. This is by far the most informative video on U Tube on landings. Thank You.
Excellent illustration and lesson... This was one of the things that my instructor drilled into my head... first and foremost, establish a stable approach. Be on your airspeed on final and locate that aiming point. Then "fly" the airplane to that aiming point and, like you said, once it goes under you, reduce power and begin the flare and let the airspeed bleed off. The stall horn should come on just before touchdown. In our Tiger, airspeed is 80 on one mile final with 30 degrees flap (that's our minimum maneuvering speed), 75 on short final with full flap, 70 across the fence and 65 when the wheels touch down. Of course, things change a bit when you're landing in gusty conditions and crosswinds, but that's for another lesson, eh?. Again, nice job.
don't pull all the power off before touch down, it'll stall prematurely, leave a 'trickle of power on until touch down!
Great tip on when to begin the round-out. I never heard that before. My instructor taught me to keep the decent until you feel like something must be done about it. At first I had a tendency to round out too high and that just makes for way too much to that has to be done in a hurry to correct. That's for the videos.
I'm a private pilot from Argentina and I find all your videos so interesting and useful. Thanks for the information you share! Especially in these particularly quiet days.
I was able to land perfectly after 6 landings on a big runway 150 ft wide x 5710 (KNYL), I was not able to master a perfect cross-wind landing on the 60 wide x 2800 ft long (44A) on the same day , maintain a center line with gusty wind feel harder on the small runway compared to the big runway, we need practice for all the possible combinations, even a simulated flat tire landing, I had no rush to complete my training and the solo at 20 hours wasn't a goal, my approach was spent more time flying with the instructor never in a calm and cold day, in the desert as soon as the sunrise, we are in the roller coaster, a appreciate the knowledge in your videos.
I remember my CFI: "Don't let it land... don't let it land... don't let it land," before the touchdown.
Ill bet you had 40* flap on the little Cessna.
Almost impossible to land smoothly consistently.
@@hotrodray6802 Yep! Full flaps and stall horn sounding on the old 172H!
Hey Jason!! Just took my family recently to our first flight. Had a very respectful amount of crosswind, but thanks to your excellent videos, the landing was smooth as could be for my precious cargo, and they got off the plane begging for the next flight. Thanks so much for the videos you put out, greatly appreciated!
Great stuff! I had my 172 landings nailed, and then I threw two people in the back seat and it changed how the plane responded on the roundout, not my greatest landing. I suggested to my CFI fly the airplane with seats full with a student before the checkride or they take their first pax up to let them account for the difference.
don't pull all the power off before touch down, it'll stall prematurely, leave a 'trickle of power on until touch down!
@@TheCruizer21 Yeah I started off tandem tailwheel, the M-O was always power off, so switching to tin cans I had a hard time remembering that keeping some power on is ok.
One hurdle to get over is going from rote applications of pitch and power. Those rules of thumb will get you close to the right spot, but read your instruments and correlate that to your sight picture. Use whatever inputs are necessary to create the sight picture and aerodynamic forces that you want.
That must be filtered through the aircraft limitations, and for nonprofessional pilots, your personal minimums and comfort levels.
It’s a tricky step to get through, but in different conditions, different things are done. Command the airplane, do pilot stuff.
The difference between “this is what I’ve done in the past” to “this is what I want the airplane doing right now” is a different perspective, but moving to a deeper understanding of how to manipulate the airplane in different conditions to create the desired outcome is the goal.
I took lessons with my GF and another friend in the back, and in another flight with my mom. Obviously the CFI next to me. As long as I wasn't afraid of my ego being hurt by them hearing me get corrected, he didn't mind it.
I'm hard to offend, so it didn't bother me at all having them hear my instructor criticizing me.
@@sherwoody7580 I know this is an old comment but I had to say, it is a superb comment! Nailed it. I had to changed instructors when I struggled with landing - he just wanted 'the numbers', ie set airspeed, same thing every time and if I didn't have it exactly like that he made me go around, so did hardly any touch and go's. I changed to a guy with 40 years experience who undid the mess I was in and slowly I learned to feel what was happening and to make the correct inputs to place the aeroplane where I wanted it, at the right speed. It took ages, anyone else would have given up on me, but he promised to get me solo. After I solo'd the rest of training was huge fun. I never lost the landing skills, even when tired or in tricky conditions. Yes, I got my licence, thanks to great instructing.
So, you said something very interesting, “...this isn’t a big jet...”. Having flown everything from J-3s to MD-11s, I think trying to land a 172 with the wing stalling at touchdown, works, but is unnecessary. I wouldn’t fly a Cirrus that way. You fly a Cirrus more like a jet than a 172. My point is that the full stall landing is for 3-pointing a taildragger, not necessary for a tricycle gear airplane. I’m not advocating Vso plus 20 at touchdown but I don’t see anything in the ACS that talks about the stall horn blaring as the wheels touch as a mark of a good landing.
Ditto experience.
Ditto your concepts.
Flying them on at 2-4 faster than stall is 👍👍
My first CP checkride eons ago, the guy said to me, "You can do all the snappy manouvers. Now you have to learn to fly like you have 40 people in the back."
Smooth is impressive.👍
BTW I was never told to pull the controls.
"Add back pressure, etc"
I learned to fly by feel, not movement.
I was told by a 757/767 captain that "you can land a small airplane like a big airplane, but you cannot land a big airplane like a small airplane". Ever since then, I land a lot faster
ChrisBow Piloto: Exactly right.
Jason, just by the way you break the process of landing into its 5 sub-components, I know I'm speaking to an expert. A similar situation occurs in the world of shooting, where to be a good shot, you need to know and apply the 4 marksmanship principles. Jason, therefore, has to be one of the best. I love his use of a model plane to support his explanation. Really professional!
Yeah that's not going to age well
1:48 - I figured that out half way through my INSTRUMENT training and finally started nailing landings. I'm probably the only guy ever who got BETTER at landing during instrument training :)
You may very well be 😳
First time I'v heard an explanation what an aiming point is.
It's where you're gonna be if nothing changes , needs a different description
Great points.
Need this for FS2020 for now...
Real plane when I can afford.
I give you the best tip ever... never get cocky behind a joystick. This guy has some good tips I admit.
"Don't fly the plane onto the centerline, fly your ass onto the centerline."
This video is epic. Super helpful. Thank you!
This video helped me so much... I have about 40+ hours in a Grumman Traveler but have now started transitioning to a C172 due to the Grumman being involved in a hard landing due to an emergency... I had my first flight in a Cessna this afternoon and I used your pointers from the Jacobson flare and i was shocked with how my landings were right away... with your help and my CFI this transition is going to be a breeze... Thank you for all your amazing content 🤟🙌
Great advice! It was guys like you who set the foundation for my career. I'm now a retired Delta captain muckety-muck but I enjoyed your video. I had a leg up when I entered USAF pilot training owing to my GA experience. I liked that you mentioned the lack of flare in a large transport- you shoot for a round out with very little vertical speed and land or else risk a tail strike. Aimpoint and centerline discipline is also a big deal with high performance airplanes. Keep up the good work!
This video should be mandatory viewing for every student pilot. Nicely done sir.
I am a CFI from nor cal, found your channel today and have been binge watching- great content !
I’m in NorCal, I’ve been looking for a different CFI.
Great video, I'm having issues with landing right now. Just having a problem with understanding my distance from the tire to ground. Slap & bounce is what is in my log book 😧
I always had this problem with when to roundout, and thanks to your video my landings have improved a lot.
Jason,....Excellent video!!! Learned to fly in an L2 Taylorcraft, (tail-dragger, no flaps). Biggest thing I took from that was learning to operate in the “nose-up” environment. With no flaps to employ, dissipating all of the lift was a real challenge....I also learned, during my training, that, “If you can do it, I can do it”!!! Just show me how....Best feeling in the world was being over the numbers, just high enough and just fast enough to “nail” the landing....Like I said, excellent video....Glad I subscribed.....
This is the best breakdown of landings. Huge thanks to you Jason
Divide leaning into 5 parts:
1. Approach- maintain constant speed and rateo of descent. Identify aiming point( the point at which everything appears to emminate from).
2. The round out: round out when some point 100 ft in front of aiming point disappears below cowling.
3. Flair: tease energy out of wings by stalling at when just above the ground with a slight increase in angle of attack.
4. Touch down: Keep the longitudinal axis of your airplane ( nose to tail ) aligned with the center line of the runway. Even if you stall the plane a foot or two above the run way the plane will be just fine if you are aligned with the center line and above because the spring steels can handle it.
5. The rollout: fly the plane all the way to the tie downs. Allow the kinetic energy of the plane to dissipate on its own by holding light back pressure on the elevator so the nose softly touches down. Respond to ATC when clear of the runway and at a full stop.
This is awesome! Just a quick question. In regards to the round out phase do you start to bring the nose of the aircraft up when the stripe before your aiming point disappears below the cowling or the stripe after disappears below the cowling? Thanks for the info!
I've been trying to get back into flying and would really really like to spend a week or so with you. :)
I really appreciated this video lesson and your use of visual aids and video to complement your audio/lecture. I like the idea of breaking the landing down into 5 phases. Will try this next time (and every time).
Took my first lesson yesterday. Looking forward to applying these tips. Thanks!
don't pull all the power off before touch down, it'll stall prematurely, leave a 'trickle of power on until touch down!
I love your content sir , great work🎉
Thanks! 🙌🏻
I'm too old now but when I was young I never got to solo as I didn't understand final landing. Didn't know whether to pull back the yoke all the way as I was over the runway or where and what to look for. I am 70 now have color problems. Not sure I could pass a physical. If I could buy a plan I wouldn't have enough money for lessons again. Back then I ran out of money.
Grab a flight sim mate. Can pick up a yoke, throttle and pedals for 500 or so the pick up the new flight simulator 2020. Best way to get in the air with no risk!
Some of My Instructor Were Officially Airmen, & LADIES too. Try flying over Edwards. & get Permission to Land @ Trona.
I Would Like to Target Practice, in the desert, 1 more time,& Launch Aerial Targets, They can't say Ground, even If, Its Besides You.
Not sure I actually "de-rotate" when flying jets (larger jets), def not holding it off either...its more a matter of i don't pull up as much? ....The site picture looking "flat" as compared to 172s...
I'm working to get my PPL right now. First day my CFI and I did traffic patterns, I had okay landings, then absolutely bounced my last one and we had to do a go-around. How bad should I feel about that lmao? Is that a common thing that beginners do?
Absolutely. Everyone does. Bouncing like a bunny down the runway is the student pilots lot. It'll get better.
@@catherineb738 It did get better! Today I was actually able to hold it above the runway and NOT smack into the ground three times.
Hello guys, I'm just writing this comment because I think this is the perfect place to get answers to my questions
I'm still in the 11th grade of highschool (17yo), my dream is to be a pilot but I don't think any flight academy will think about accepting me because of my height (150~151cm)
Is height really a problem for this job or it's just what people say?
U can answer if you was sure of the answers.
Excellent content as always!
Question: why do the power off approach? Wouldn’t that mean you need to be high with steeper glide path?
Thank you!
Thanks "The Finer Point" I have been practicing my landing on a regular flight simulation at a school. Its really good. I was wondering what that sound was because I seen it done with a student and a C.F.I. I wanted to try it too. He said the same thing you said about this is the correct way to land a plane. I have been going to simulated for 2 months and it has helped me a lot in my flight training. I do a month subscription for $299.00 per month anytime I want to go. I do 5 hours a flying a week. Always the best!! thank you
Career CFIs have limited experience and knowledge learned from very experienced pilots, so they tend to over-complicate, make things up and misuse terminology such as “flare”, “round out” and “hold off”. Go to another youtube channel and the CFI says that there is no “flare” just a “transition”.
Easy Then, Time is Behind, & Adjust Accordingly. Stay on Target, even ifs... it aint
What does 'granular' mean? I will trade you some tips: Don't use 'kind of', 'sort of', 'you want to', 'you need to', 'what' if you are not asking a question as in 'what you wanna do now is you wanna'. Don't say 'we' when you mean 'you'. In other words, use direct language without flowers or soft nebulous phrases. It will pay off. Ask yourself the difference to a student between "sort of use more rudder' versus 'use more rudder'.
Lag Time. & Don't miss me, .... farther, You Want to See, & I cannot show you.
Once upon a time I strongly considered taking lessons. However liver disease has ensured that I'm so buried in debt that I can barely afford to pay attention at this point.🤣Still interesting stuff to watch though.
So picking a point could lead to the stair 🤔 I think the point should be altitude. Not a point ☝️👉👍 because altitude should be constantly changing thus not giving the elusion of no change.. 🤔
I'm just a flight simmer. So in a small plane such as a 172, does everyone always use full flaps on landing? At least in msfs, it really doesn't seem like full flaps is necessary on a 172. So what's it like in a real plane?
i've gone through 2 cfi's so far. on my 3rd. i feel like they are asking me to work on things before i am ready. i don't even know where the controls are, they are telling me to set this or that and at the same time be at a certain angle etc...for example, he's telling me to turn down the throttle to a certain amount. then flaps etc...at the same time keep a constant speed. whereas it takes him 3 seconds to set all these controls, it takes me 10-15 secs and then he yells at me for losing concentration on where the nose is. i dont see this in any videos so i am not sure if i just have shitty teachers or am a shitty student.
Nobody should be yelling. If they arent giving specific things for you to work on, one at a time until a shred of improvement occurs... then find a new CFI. Sometimes you gotta struggle til after the checkride then kick that CFI to the curb. Sometimes you get the privilege to switch mid-rating. Learn to bend with the punches. Be your best instructor. The internet is full of knowledge. Learn it. Read David Goggins, try to be your own cheerleader. Trust me, I spent 6000$ in 30 days trying to learn to land before soloing. I truly could not move forward in my syllabus until I did 3 landings unassisted. Longest and most expensive month of my life! I flew with chief CFIs and check instructors to get new points of view and ultimately switched instructors. Almost gave up. Glad I didn't. That was 2 years ago and I'm now a commercial pilot. There's another instructor out there for you-- im sure of it.
Some tips for you in your crucial point of training: Tackle the "closest gator to the canoe." I detest when instructors try to play Perfectionist Pete when you're less than 20 hours and learning to land. Something that really worked for me was having my CFI take flight controls, and having me take rudder, and landing that way (I'd give him rudder back when we were 20-30 feet before touching down for obvious safety reasons). Then we'd switch. I'd get controls and he'd get rudder. Then he'd give everything to me right before touchdown so I was forced to match his rudder pressure at the very last moment. And it would help me remember to keep in my wind drift correction! It helped to chunk things down into separate parts. You can also divide all flight controls to CFI and power/RPM to student. That's another good way to understand some target stepdown altitudes and airspeed goals on downwind/base and base to final. ALSO flying low approaches! It really helped when we did low passes over the runway so I could understand the sight picture of what "getting really close to the runway" looks like. The goal is to stay trapped in ground effect. Feel what's happening. So much of flying is "seat of the pants." The really good CFIs help build this Sixth Sense in you. When in doubt: ask CFI to demonstrate and NARRATE his every thought/reasoning/observations. That is the secret. Don't be afraid to pull this one. I still ask for a demonstration/narration when things aren't flowing seamlessly. Good luck!! keep at it.
@@eve8977 yea I found a much better one now. She's my 3rd. She's young so I think she knows more about how those with no knowledge learn. Older instructors have the curse of knowledge and it is harder for them to put themselves in students shoes. The other thing is that I am also doing ground school..I couldn't find any advice on which order I should do things. Should I start flight training at the same time as ground school or should I do ground school and then flight training. I was told by ground school instructor to do both at same time..I regret it. It is becoming too much info. If I didn't work FT already then I could see doing both but I am having to have my cfi go over ground school stuff because the other instructor goes to fast, the class is online and the ground school instructor isn't very good..he just reads out of book.
I Actually Have a Pilots cert. ? YES, aim How you would like to get There.
Grease the Air. Outta Drops, 1,2,3 foots & have a Good Landing.
I don't think that the best thing is to do a stall on the runway, and I know from my own experience the best landings, whether in my Pitts or the A320, are the ones where you remove the rate of descent and relax the control column.
Here after installing MS FS 2020
Man I sure hope your my instructor someday!!
Remember a good landings one you could walk away from. A great landing is one they could reuse the airplane.
Will there soon be a leason on the POWER of the ailerons, and how their misuse comes about to, put plane off, or inverted on the runway ?
Great reminders/tips we can ALL use and be cognizant of again....
Nice video. I especially like your tip about flying the plane all the way to the tie downs. That’s something I really learned in my taildragger training. Because there it is absolutely necessary to avoid spinnt the plane on the ground.
Plus side load on the gear is punished severely
What a new video!! Never been so eager to learn!
Perhaps Rob has a mental block because he's imagining he should be aiming at the beginning of the runway to land at the front of the runway rather than slightly beyond the front
Jason in your intro you have a clip of you performing a walkaround, which video is it?
There are 3 secrets to making the perfect landing. Unfortunately, no one knows what they are.
Come in high and hot. Maximum slip until 30’ off the ground… pop out of the slip and grease it on…
My instructor(s) have said look at the end of the runway. No idea what that's doing.
These are just excellent videos! I just wanted to add one tip that could help some students struggling with those last few seconds of the landing. Try to not worry so much about executing a "flare" and think of it as more of just holding the low and level flight path you have after you roundout. The plane will naturally flare a bit on its own if you hold that and just let it settle onto the runway. I had total frustration with landings until I stopped thinking "flare" and started thinking of just holding it level. Give it a shot!
thanks!
How are you choosing this aiming point? I'm
a new student and I still can't find my aiming point.
In 20+ years of flying- I only had one perfect landing… 😎
I just turn off collision detection.
While concentrating on all of this, tower starts spewing instructions and questions. FAA needs to get them to stop.
This is an excellent video. Never really gave this much thought as exactly when to when to round out. This is good stuff for pilots of any skill level. Thanks!
I am really bad at flaring the plane. It started getting annoying after the seventh plane exploded on the runway.
Excellent tips and a breakdown into 5 stages.
My instructor sucked. He never taught me any of this.
super helpful! Hopefully, I can finally perfect those landings and not balloon after watching this- such a struggle right now in this learning process.
I haven’t seen a blacklabel logo in forever haha awesomeness
How to avoid ballooning of aircraft during flare??
Wow! I wish I could find a CFI like you in my area. One thing I've learned as a PPL, just having the certification of "CFI", DOES NOT MAKE YOU AN INSTRUCTOR!!!
ah, man I have to be the one to click "777" likes and mess it up.
LOL, I'll take it. After all, we're on our way to 787 :-)
Look, I love your videos, but your titles are kind of, well, clickbaity.
I mean, you title your videos with the implication that you're going to share with us some revolutionary new way of doing things, but then it just turns out to be literally what every other CFI on the planet teaches. There's nothing new here. You're not making any breakthroughs, you're just tricking people into thinking that you are.
Disagree totally!! I learn something different from every CFI I have ridden with, including Jason!, he gives a different perspective in several ways…
My landings were always controlled crashes according to my instructor I still got my PPL :-)
I suppose controlled crash is subjective ... but I hope you, like the rest of us, are still working on it!
@@TheFinerPoints my landings got much better, but I know longer fly due to my age and medical problems, flying acrobatics in a Aerobat was my best way of relaxing
I cannot remember exactly what my instructor taught me on landing. This was 45 years ago. My first solo was 12 hours and licensed at 52 hrs. and on the topic of landing I know I can't remember making a wrong turn at Albuquerque, so to speak.
I do recall a spot on the windshield for approach. But, it does make a lot of sense, to fly it down. Fly by the seat of your pants. I also recall the threshold as a target to set-up the touch down. Over the runway, flying the bleeding landing speed and a control drop...the tire-tread gain is up to have less wear. This of course was taught for the flight-training business own gain of course and anyone who is a preserver and not an a abuser would want to comply simply because you were conditioned by previous good teachers to make things last longer.
Whatever I was told it worked fine for all my landings. But, I have to admit that being a heavy equipment operator was an climbing asset. Once your off the ground...eventually; it is show time. And, for everyone who has soloed you would have that intrepid-scare. What was I thinking. That only lasts for a few seconds once you are in the air and in full control of even the controller who cleared you for take-off. You are free as a bird but that rush is crushed because if you don't comply your grounded for many years.
For all those who fly for pleasure and for all those who fly for business...have a pleasant flight. and remeber...the centre line is there for a reason.
There are three rules for making perfect landings every time. Unfortunately, nobody knows what they are.
😂😂
Thanku very helpful video ! My CFI suggested I watch your videos !
Why was his being "too slow" a problem? As a tailwheel PPL i was always taught that the least amount of energy you can (safely) carry to the flare, the better. Transitioning to a 172 has been funky, and im wondering what the rest of your thoughts on his being "slow" would have been.
Missed a very important element-flying Vref ie adjusting landing speed for reduced weight. Most GA airplanes are less than max weight at landing but nevertheless use the POH speed which in most instances is stated for max cert weight. As a result one often sees porpoising, multiple bounces, and or ballooning. Ever seen a transport category aircraft land?- Note its nose pitched up even well prior to crossing the fence-these guys have to nail their landing speed -otherwise they may have an overrun. Compare that with your Cessna in the video with its nose pointed at the runway-a hint that u are carrying too much energy. A study by NASA back in the 70s pointed out the predilection of even experienced GA pilots to land too fast. A science journal reported the same thing about 5 years back.
1800TT 1100 hours of instruction given here. Awesome lesson. 👨🏻✈️👏
Landing a plane with a G1000 onboard? Yeah, that plane will practically land itself, the ILS diamond will tell you where to be in relation to the runway, and will lock you to the runway as well. Glass gauges save lives!
Hi Jason,
Top marks for differentiating between light aircraft and medium or heavy technique in saying “don’t de-rotate, this is not a big jet”.
I really think more instructors should do this when appropriate. When introducing a concept to someone inexperienced it’s obviously fine to start out with broad statements and refine them as pilots progress - relaxing elevator pressure to reduce AOA will never get you in trouble in any aeroplane - stopping roll with rudder is also fine in most GA types. But if you go on to fly swept wing aeroplanes then the correct technique is to use the ailerons/spoilers to level the wings as the outboard sections should still be flying. Like a lot of things “it depends…”
As an example I was flying with a great friend of mine one day, he was also my First Officer and flying the sector. There was a strong crosswind, he briefed that he was going to “hold it on the runway a bit longer and lift off quickly”. Sounds fine except this was a heavy jet… My reaction was kinda the opposite of yours - that technique is not appropriate for all aeroplane categories. My advice is to watch your channel and read your POH/FCOM/FCTM and do what it says 😁
I have introduced my Dad to your channel too, keep up the good work 🤘🏽
its fun how we are all pilots or future pilots here
I don't think that the best landings are those of making a stall on the runway, the best ones and from my own experience, be it in my Pitts plane or in an A320, are those in which you decrease the rate of descent, and relax your control column, following this, they can land right up to an airplane, conventional or tail skid, and or a tricycle
I hear your point but many a Lancair pilot would testify to the importance of working to accomplish both things at once. I mean - people tend to carry a little extra speed, then a little more, and it gets dicey on the rollout
Thank you for this very helpful video! One question though: at 6:24 when you say "you're slow on the flare here" he's at 60 KIAS...I'm confused as to why that's slow.
Look all the way down the runway? This is what the FAA thinks could happen: "If the pilot focuses too far ahead, accuracy in judging the closeness of the ground is lost and the consequent reaction is too slow, since there does not appear to be a necessity for action. This sometimes results in the airplane flying into the ground nose first." You would be using your vision inconsistently - i.e. looking a mile or more ahead on long runways, a fraction of that distance on short runways. Seems like that would pretty much guarantee inconsistent and maybe dangerous results.
Really interesting and very professional . Thanks from Ecuador.
Jason, Patreon member here, been watching your videos for several months as I train for my PPL at 61 years old, I have spent 20 hours with my CFI on landings & almost there, I feel she is not giving me enough info to nail the landings, is that too long before my first solo? I’m at 64 hours and no solo, getting frustrated!!, your comments please....
I watched you video, but I'm sorry to say sir, but you missed one point, that will make, or achieve the perfact landing. I had a issue with driving the Cherokee 140 on the runway, after touchdown. My instructor taught me how to make the perfect landing. Are you dying to know how its done?