Having been a pilot for 39 years, this would have been my last flight with this instructor. With his attitude, the only type of flying he should be doing is a passenger on the airlines. The best instructors I've had for my bi-annual flight reviews and instrument competency checks are the soft spoken ones. And it's really something when you have a bi-annual flight review and you have 2 or 3 times more time in your log book than the instructor has. But the new guys seem to be the most soft spoken ones around. I'm glad this guy wasn't my primary instructor.
I was thinking the same thing. Shit I am just crossing 20 hours with my instructor and I can say for sure if he had this attitude I would have been out. Bummer sometimes people have no choice in instructors. Glad I got lucky with my dude.
My first time flying the Arrow a few days ago for the commercial rating, I was in information overload and when coming back to the pattern on my home base, I was saying the wrong runways numbers and in one of my radio calls I said Warrior, no Archer, no Arrow 40T... Lol. My flight school has all 3 types of Pipers.
I think your flare is coming too late and as a result pulling the nose too abruptly the descent rate becomes slow momentarily and aircraft looses speed and in turn descent rate increase and drops to the ground. To fix this you should start the flare bit sooner also power should be coming to idle , gradually pull the nose up as the plane descends slowly and gets into the ground effect gently add more back pressure and hold until the mains touch the ground eyes should be looking towards end of the runway. Good luck!
I’ve got a few hundred hours in an Arrow, 1:23 is just how it goes sometimes! Can’t always get a perfect landing, and the Arrow can be a bit fickle to land gracefully every time
The CFI allowing no hand on the throttle during the take off roll and bad radio phraseology; it’s all a little too casual for my taste. Flying should be done with style and grace. For the same money, I’d be trying to find a CFI who was a stickler for little details. Those are the guys you learn the most from.
I first checked out in an Arrow III in 1982 and have been a CFI since 1984, if your feelings are hurt by this CFI's personality, you shouldn't be in the cockpit. Get yourself an ultralight and stay away from anything with a turbine engine. The student is either very rusty or very early in his transition to complex/high performance singles. There's alot more the CFI could be saying (scan your VSI base through final, use your rudder more aggressively when you change power settings and displace ailerons, for example), but I'm guessing he's not because the student is already working near the max of his capabilities. The CFI is exactly correct to "get on" the student about his pattern procedure and engine and energy management and there's nothing offensive about the way he's doing it.
+Gabriel Nogueira Utterly incorrect, use ailerons to keep airplane on centerline. Opposite rudder should be used to keep wings level and to point nose at Rwy
+Gerry Ortiz Hi, I learned another way (Crabbing). I believe the technique you're describing should work. Can you can tell if this technique is better for low wing or high wing? This technique seems to be Sideslip, which increased the drag.
Gerry, What you use and how much of ailerons/rudder you use depend on a lot of things. The rudder is not used to keep "wings level". It is used when decrabbing in crosswind conditions and staying coordinated. If you're on the rudder on final you're countering that with aileron and that would ensure you're not going to be landing "wings level". I think maybe you've watched too many "how to become a pilot" videos on youtube....
Good job student! I will say however that the CFI needs to set good habits. First off use rudder to keep a level flight attitude not ailerons. That'll keep you from swinging yoke and rocking the wings. Also, verbally paint a detailed picture of your location to other pilots to better avoid collisions in the pattern. Be consistent and call "right/left crosswind" and "right/left downwind" as wells as right/left base. If I'm entering the pattern I don't want to assume anything. I want to know your exact location and I want you to look out for me just as I am looking for you. It's not enough to have a mental picture of the other traffic but also match what you hear with what you see for every aircraft in the pattern and entering the pattern. Be thorough and follow your checklist. Backup your mental checklist flow with a quick glance of the ACTUAL CHECKLIST. Don't ever ride in a plane with a pilot who doesn't use their checklist. Climb checklist would of reminded you to Gear Up and 25/25.
Indirectly yes, basically you're 'yawing' your way around the pattern, without disturbing level flight about the longitudinal axis. I had a flight instructor that had me fly patterns without ever touching the control yoke until time to flair. It really provides a much more comfortable ride for passengers.
Dan Stomber I am a pilot dumbass it's a trick that experienced pilots use to keep the plane level on final or whenever the plane is getting bumped around instead of continually fighting with the yoke left and right to keep the plane level. small corrections on final
Gerry Ortiz is correct. In an Arrow the rudder is fairly heavy compared to trainers so it's not used as much or effectively by novices. But properly using it, as GO stated, it does function to help keep you level and stabilized. Thanks Gerry.
Gerry Ortiz I'm also a CFI and I totally agree with this. On final using your rudders will make you stop swinging. It's basically like stalling you use your rudders to keep the plane level and you keep the ailerons on neutral.
I dont know what is the rant about the instructor. He seems fine. The landing was not golden, but ok. Happens. Plane is fine, passengers are fine... Regarding communication... I dont think that this is still a student pilot. it is basically an instruction to that plane. actually the guy is doing fine. so the communcation seems fine. Happy Landings to you all :-)
The instructor appears to think he is Top Gun, but he overshoots the runway Base/Final and then throws the aircraft flat into the runway on landing. Hope he was cheap, because his attitude is pretty shit.
I disagree with some of these comments. They way I see it is the pilot in the video is pretty much always behind the airplane and the CFI is not going to tolerate poor performance. As a CFI myself, I was serious, fair, and firm because lives of the pilot, passengers and possibly people below depend on flying skills of the PIC.
I in fact had an instructor very similar to this once. I landed, taxied to the flight line, shut down and told him to get the hell out of my airplane. This clown has no business being in the right seat of an airplane. I have flown to SPD a fair amount.
I do not know how that guy is an instructor. A good instructor teaches and builds confidence in his students. Also, he lost all credibility with that landing.
David Reid, he may be a private pilot getting checked off on the arrow. I wouldn't say he is struggling. This might be his first day landing this plane.
FAA's definition of a complex airplane is an aircraft with retractable gear, flaps, and a controllable pitch propeller. So yes, this plane is considered "complex."
Having been a pilot for 39 years, this would have been my last flight with this instructor. With his attitude, the only type of flying he should be doing is a passenger on the airlines. The best instructors I've had for my bi-annual flight reviews and instrument competency checks are the soft spoken ones. And it's really something when you have a bi-annual flight review and you have 2 or 3 times more time in your log book than the instructor has. But the new guys seem to be the most soft spoken ones around. I'm glad this guy wasn't my primary instructor.
I was thinking the same thing. Shit I am just crossing 20 hours with my instructor and I can say for sure if he had this attitude I would have been out. Bummer sometimes people have no choice in instructors. Glad I got lucky with my dude.
My first time flying the Arrow a few days ago for the commercial rating, I was in information overload and when coming back to the pattern on my home base, I was saying the wrong runways numbers and in one of my radio calls I said Warrior, no Archer, no Arrow 40T... Lol. My flight school has all 3 types of Pipers.
thank you for sharing! Im still getting used to Arrow IV landings for Commercial. Hard for me to get used to from c-152
I think your flare is coming too late and as a result pulling the nose too abruptly the descent rate becomes slow momentarily and aircraft looses speed and in turn descent rate increase and drops to the ground. To fix this you should start the flare bit sooner also power should be coming to idle , gradually pull the nose up as the plane descends slowly and gets into the ground effect gently add more back pressure and hold until the mains touch the ground eyes should be looking towards end of the runway. Good luck!
I’ve got a few hundred hours in an Arrow, 1:23 is just how it goes sometimes! Can’t always get a perfect landing, and the Arrow can be a bit fickle to land gracefully every time
The CFI allowing no hand on the throttle during the take off roll and bad radio phraseology; it’s all a little too casual for my taste. Flying should be done with style and grace. For the same money, I’d be trying to find a CFI who was a stickler for little details. Those are the guys you learn the most from.
I first checked out in an Arrow III in 1982 and have been a CFI since 1984, if your feelings are hurt by this CFI's personality, you shouldn't be in the cockpit. Get yourself an ultralight and stay away from anything with a turbine engine. The student is either very rusty or very early in his transition to complex/high performance singles. There's alot more the CFI could be saying (scan your VSI base through final, use your rudder more aggressively when you change power settings and displace ailerons, for example), but I'm guessing he's not because the student is already working near the max of his capabilities. The CFI is exactly correct to "get on" the student about his pattern procedure and engine and energy management and there's nothing offensive about the way he's doing it.
Keep flying, with friends, solo, ..anytime you can.👍
Get a new Instructor!
Needs to work much more the rudder to maintain the alignment.
On landing use the ailerons only to keep the airplane level.
+Gabriel Nogueira Utterly incorrect, use ailerons to keep airplane on centerline. Opposite rudder should be used to keep wings level and to point nose at Rwy
+Gerry Ortiz Hi, I learned another way (Crabbing).
I believe the technique you're describing should work. Can you can tell if this technique is better for low wing or high wing?
This technique seems to be Sideslip, which increased the drag.
Gerry, What you use and how much of ailerons/rudder you use depend on a lot of things. The rudder is not used to keep "wings level". It is used when decrabbing in crosswind conditions and staying coordinated. If you're on the rudder on final you're countering that with aileron and that would ensure you're not going to be landing "wings level". I think maybe you've watched too many "how to become a pilot" videos on youtube....
the instructor's landing was the hardest
Good job student! I will say however that the CFI needs to set good habits. First off use rudder to keep a level flight attitude not ailerons. That'll keep you from swinging yoke and rocking the wings. Also, verbally paint a detailed picture of your location to other pilots to better avoid collisions in the pattern. Be consistent and call "right/left crosswind" and "right/left downwind" as wells as right/left base. If I'm entering the pattern I don't want to assume anything. I want to know your exact location and I want you to look out for me just as I am looking for you. It's not enough to have a mental picture of the other traffic but also match what you hear with what you see for every aircraft in the pattern and entering the pattern. Be thorough and follow your checklist. Backup your mental checklist flow with a quick glance of the ACTUAL CHECKLIST. Don't ever ride in a plane with a pilot who doesn't use their checklist. Climb checklist would of reminded you to Gear Up and 25/25.
Rudder for level flight!? I take it you're not a pilot and have no understanding of what components control what on an aircraft??
Indirectly yes, basically you're 'yawing' your way around the pattern, without disturbing level flight about the longitudinal axis. I had a flight instructor that had me fly patterns without ever touching the control yoke until time to flair. It really provides a much more comfortable ride for passengers.
Dan Stomber I am a pilot dumbass it's a trick that experienced pilots use to keep the plane level on final or whenever the plane is getting bumped around instead of continually fighting with the yoke left and right to keep the plane level. small corrections on final
Gerry Ortiz is correct. In an Arrow the rudder is fairly heavy compared to trainers so it's not used as much or effectively by novices. But properly using it, as GO stated, it does function to help keep you level and stabilized. Thanks Gerry.
Gerry Ortiz I'm also a CFI and I totally agree with this. On final using your rudders will make you stop swinging. It's basically like stalling you use your rudders to keep the plane level and you keep the ailerons on neutral.
I dont know what is the rant about the instructor. He seems fine. The landing was not golden, but ok. Happens. Plane is fine, passengers are fine...
Regarding communication... I dont think that this is still a student pilot. it is basically an instruction to that plane. actually the guy is doing fine. so the communcation seems fine.
Happy Landings to you all :-)
The instructor appears to think he is Top Gun, but he overshoots the runway Base/Final and then throws the aircraft flat into the runway on landing. Hope he was cheap, because his attitude is pretty shit.
th-cam.com/video/4ByQQ9tl_9s/w-d-xo.html
More piper arrow landings
I disagree with some of these comments. They way I see it is the pilot in the video is pretty much always behind the airplane and the CFI is not going to tolerate poor performance. As a CFI myself, I was serious, fair, and firm because lives of the pilot, passengers and possibly people below depend on flying skills of the PIC.
th-cam.com/video/4ByQQ9tl_9s/w-d-xo.html
More piper arrow landings
The CFI's communication skills are quite poor though. That and his own airmanship isn't exactly first rate. Not cut out to be a CFI I'm afraid.
The difference is being assertive while teaching and praising. Not being a prick and lowering self esteem
Nicee!!
Without PAPI this are a lot harder hehehe but not impossible.
Not really, once you get the site picture down and choose the right aiming point, it is a piece of cake.
I in fact had an instructor very similar to this once. I landed, taxied to the flight line, shut down and told him to get the hell out of my airplane. This clown has no business being in the right seat of an airplane. I have flown to SPD a fair amount.
Hard Landing... Might have slower a bit...
I do not know how that guy is an instructor. A good instructor teaches and builds confidence in his students. Also, he lost all credibility with that landing.
Maybe he needs a Snickers🤣
Whoops should have read CFI
Why is this student flying a complex airplane? He's still learning to land the airplane!...and struggling!
Andy Blake , SEP?
David Reid, he may be a private pilot getting checked off on the arrow. I wouldn't say he is struggling. This might be his first day landing this plane.
Mike Howington single engined prop
Complex airplane? LMAO that airplane is about as simple as it gets.
FAA's definition of a complex airplane is an aircraft with retractable gear, flaps, and a controllable pitch propeller. So yes, this plane is considered "complex."
instructor sucks at communication.