3:28 I was landing like this 11 hours into training adding more back pressure until it stalled and bounced. Then I started transitioning my eyes down the runway and holding it off, slightly nose up, flying it down the runway, letting the plane practically land itself. Really enjoy the external drone shots.
I have to be honest. I think the point you're making is spot on and you have an incredibly brilliant way of explaining it, but at the same time I think it's not a good choice of words to tell students you're not flaring, what you demonstrated was the correct way to flare.
I agree, the word “transitioning” is never ending. As a 24 year CFMEII that flies jets, light aircraft and warbirds, the OP’s wording is incorrect. You descend, round out and flare. The flare is not an over rotation, it’s a gentle increase of the AOA until the stall. If a flare is done correctly, you will not balloon. I’m sorry but the word “transitioning” has no meaning in this context.
Once more. You are absolutely right! „Flaring“ often leads to over rotation. Therefore it‘s quibbling to differentiate between flare and over rotation. Your technic is the best one and flaring is for big airplanes. As student I was told: flare! Now I am usimg you technic for my C182 and everything looks better. It is simply not important whether the nose wheel is 2 inches or 20 inches aboves the ground when the main wheels are touching the ground. But not „flaring“ leads to better control. Thank you.😊
I'm a student pilot and I recently figured this out. Just keep slowly bringing the yoke back to to keep the nose at the end of the runway. The less yoke the smoother the landing. When I was flaring at the end, I couldn't get a graceful landing.
exactly, it took time for me to find that out too. You are taught to over control and that screws up the landing. In reality, ground effect does most of the job and you have to do very little.
I'm a student pilot in Germany and today I flew to another airport for the first time. Flared to soon and balooned. Scheibe Falke SF25C touring motor glider with a main central gear, tailwheel and additional wheels below the wings. Should have watched your video before...😊 Great content! Thank you!
For the 54 years I've been involved, the procedure has been called a landing flare. The first landing demonstrated here was an over rotation. If a student hauled the yoke fully back to flare, then the presumed prior demonstration / briefing was inadequate. Rearranging noun's wont resolve an over rotation.
I think what he is trying to say is that bad landing start in the brain. I made the mistakes he was talking about many times in the beginning until i starting thinking about it differently
popee, when you say, "... was an over-rotation" do you actually mean, "...was an over-flare?" If not, then where exactly does the rotation stop and the flare begin? Or is it the other way around: flare first and then rotation?
Landing really clicked for me when my instructor made me do a no flap landing and said, “the goal is not to land it’s to get into ground effect” and all the floating I did with no flaps really helped me get the feel down.
Good point. You don't decide when to land, the plane does. You just have to offer the ground effect and power to idle. People who decide when the plane has to land end up with a broken front wheel. 🙃
You filled in the holes in my swiss cheese regarding my historical problem with landings. That is what I will do. That concept of flare has been my problem. Now slow flight to landing using the same references to the horizon at the end of the runway without pulling back. Thank you!
This is the method my CFI taught me. It works great across a wide range of conditions. I can come in with full flaps or no flaps and this method gives me a soft touch every time. I can also come in faster to bust through drafts and wind, it just floats a foot above the runway before the speed bleeds off.
This is absolutely true! The trick that helped me nail my landings is to set the airplane to cruise attitude, with a bit of back pressure, and hold it, keeping the airplane in the ground effect as long as possible. Flaring with nose high attitude like that almost always resulted in hard landings.
Semantics perhaps drive this delightful video. Well produced and well explained. Kudos. Respectfully, IMHO Flair is not a singular action, but a progressive series of control pressures (constantly changing) referencing flight surface/control effectiveness with your corresponding desired HAT. You enter a flair and it slowly progresses to touchdown. Chasing moving targets are never easy (when your inputs must constantly change due to diminishing airspeed, entering ground effect and control effectiveness changes. Learning this feel of continuous control pressures changes to create stability .....tough. As tough as it gets. Mastering the process, however, gets another shirt tail removed with ample smiles and high fives). Keep up the good work. Thanks for being a pilot and a pilot instructor. Best to you and yours.
Thank You!!!! This helped me immensely ..... my CFI did a ton of slow flight over the runway before but I still felt like i was making too many movements and pedaling a bike to land. This helped me just click on landings. Hoping to fly my little ol light sport back to FL before winter from up here in Oregon.
When I was in flight training 25 years ago, I did this very thing. It wasn't what I was taught, but it produced smoother landings though at a slightly higher speed. The key was making the transition late enough to get the airplane very close to the runway--two feet or less--so that when the plane sank to the runway it wasn't sinking fast. A little chirp from the tires and it was on the ground. I was taught to transition to level flight over the runway, and as the plane just began to sink, raise the nose juuuust enough to resist the sink while speed decayed. Do that a couple more times and you were on the ground gently. Trouble was it was hard for me to sense the incipient sink and I was not adept at raising the nose juuuust enough but not too much to keep it in level flight. My butt cheeks weren't very attuned to the vertical motions of the airplane so I was always guessing on the sink and making inconsistent, bumpy landings.
I've just begun my private pilot training and a couple weeks ago did my first few landings, and exactly as you illustrated in your first landing here with the "flare" I noticed that basically we stalled the aircraft during the glide along the runway, and it suddenly dropped. My thought was "that can't be the right technique!" And I thought that the best thing to do would be to transition into level flight along the run way and allow the plane to settle down slowly as it bleeds off speed. I also thought that pulling the nose up to the point where I couldn't see anything in front of me was counter to everything I have been hearing up until that point. Thanks for the great demonstration.I also want to acknowledge that I am proud that I am at the stage I am given how few hours I actually have flown. I'm not saying that I am any further along than the average or anything like that, but I have really been aggressive in my learning and studying, and in being as prepared as possible before I go up in the aircraft. I have actually found that the cfi's that I started with have been way to lackadaisical about my training in particular, and haven't seemed to taken much interest in having me advance as quickly as possible. I think this is a product of our society and creating "followers" and most people just follow the guidelines that they learned without bringing another and higher level of responsibility to the equation. I believe this might be the main reason that the average student pilot takes 65 to 75 hours of flight training to complete their Private Pilot Cert. I think that people must get discouraged or run out of money with what appears to me to be a long drawn out waste of time and an irresponsible administration of the training. (this is how it occurs to me, and may not be how it actually is) I like your training videos and your thoroughness, and i like that you learn and then apply from your experiences instead of "just following the norm." You seem to me to be an innovator, and your innovation and observations that you put into your training will create a newer and more effective set of procedures and guides that will lead to safer more responsible pilots. And that is how all innovation moves the planet forward.
I agree that it's up to the student to establish pace. I'm starting out, and already pretty much done with ground work. I'll have the FAA test out of the way before most students even start studying. I look at the training syllabus and plot each lesson, take notes, read and watch videos before I get to the cockpit...you get the idea. I lead myself, so the CFI is working less to teach things I can do myself. We'll see how long it takes, but the 70 hours is off the table. I think it's less about the CFI or school, and more about the student just making the push.
Well written and very thorough I enjoyed contrasting your thoughts with video I think you are spot on as well. I have a much same situation as you I'm a new student pilot just got my plastic and like you very happy I want to wish you all the best in flight ✈️.
50 yrs ago old timers taught us.... Trim and Back pressure... Not pull the controls, move the controls, pitch up xx, etc. When you learn to fly by control FEEL and smoothness of movement, ALL manouvering is easier. Best advice I ever got, 1968.... "You can do all the snappy manouvers, now you have to learn to fly like you have 40 people in the back". #2 pilot induced "turbulence" fighting the contols to keep it level, instead of just letting it boince.
My instructors taught me this way. Both of them had me keeping the aiming point at the same spot on my windscreen, then transitioning to straight and level flight with eyes down the runway and at the correct airspeed, then holding the nose wheel off for as long as possible.
I usually do not comment on videos, I just watch them but this one hits close to home. I actually "Flared" on one of my landings during my check ride and slammed into the ground. Luckily I was able to give it another go and the second landing was better. I went on to pass my check ride but walked away thinking..."how did that happen, I know better". Thank you Jason for this eye opening video. I plan to fly this Sunday and I cant wait to "transition" for a smooth landing. I have learned a great deal about being a better pilot by watching your videos and I will continue to watch them #keeplearning
It doesn't matter how you call it but how you execute it. if you pull sharply you will gain more lift lose speed and fall down so instead you do it slowly trading the speed for lift gradually in order to smooth the touch down.
My landings improved when I thought of the flare as "dissipating energy till touchdown". For me, runway contact is not an active control input, it's energy dissipation.
For my students, I teach them to enter the 'round out' phase as if they are trying to accomplish a low fly-by and then to hold that for as long as possible until they feel the aircraft coming to settle down, speed dissipates and drag begins to take over. Then it is as simple as holding the nose slightly high to ensure the main wheels make contact first and not to forget the use of rudder in their longitudinal stability. It makes landing so easy. At least until it's a 19G32 crosswind!
Excellent video! I could never understand why the flare was taught in Flight School, when ground effect gives you so much lift, not to mention losing sight of the runway. Thank you, I wish you had been my flight instructor 42 years ago.
Don't *TRY* and land it. Once you've passed the threshold and reduced the power to idle try to keep it flying as long as possible (obviously that depends on a good approach). Great Vid. I don't advocate a flare either.
I always thought these things were obvious and I've never taken a single lesson. I guess some people actually believe you want the plane to begin to stall just as the tires touch. To me that's an obvious absolutely not and potentially dangerous as well as preventing a go-around. Though I have flown simulators, but I was never taught anything. It's just one of those things that seemed obvious to me. I always thought of it as lifting the nose just enough to keep it off the ground and then waiting for the nose to drop itself. I mean after all why would you want the nose way up in the air.
@@mtpstv94 You want the aircraft to stall just as the main wheels touch the ground...attempting to land with excess energy is what will get you into trouble
The speed at which u transition to a flare is directly related to your sink rate which is directly related to your airspeed. Typically new students are not focusing on the end of the runway and instead are looking right in front of the nose, like new drivers. The sudden rising of the runway from their perspective startles them and they yank back on the controls.
This video provides empirical, concrete evidence that words have no meaning. “Words have usages” and it’s obvious that the usage the instructor intended was not comprehended by the student. The remedy for this is establishing a thorough and comprehensive understanding of the words usage. how the instructor use the word flair was in sharp contrast with the students understanding of that word.
Jason, nice video. I think you nailed it when you referred to slow flight. IMO we don't (really) do slow flight anymore, and as a result many pilots are not familiar with how the wing reacts at the proper landing speed. Slow flight skills are essential to go arounds, landings, stall recoveries, etc. I have found very few pilots that are confident at true slow flight that don't make consistent safe landings on target, both power on and power off.
When I first learned to fly a Cardinal I experienced a drastic shot up and had to add full power and go around. I quickly learned how touchy that stabilator tail could be in the final. This was before Cessna did the modifications on the Cardinal. I'll tell you it was quite a shock. But the cardinal recovered well and eventually I got the feel for it.
Hey Jasón, your video about “transitioning” instead of “flaring” cleared the way I have been approaching all runways. I still am a student pilot waiting my chance to take the final check ride. I will put your teaching into practice this weekend to see if my landings will improve.
For those who are stuck on verbage, I saw another CFI simple state to simply let the airplane bleed off energy and touch down. That CFI and this CFI are demonstrating the same concept of a proper landing. I did appreciate this demonstration of what happens if you pull back to far. A hard landing.
My first checkride I failed. Because I didn't put down on the numbers. Transitioning and dissipating speed until you touch down makes sense. But I'd never be able to predictably hit the numbers without a big flare for that checkride. I always thought that was dumb, and that it was more important to touch down safely in the first 1/3rd of the runway.
Nice to know I've been doing it right for a few months now. You can see on my videos every hard landing I make is due to an attempt at a flare which leads to a stall and my mains slamming the ground. But I've been landing with pitch slightly up and easily backing off throttle until I can feel it settling down and I just wait for the wheels to start spinning.
You flared in both these landings just you intentionally did the first one wrong And expecting a student pilot to do properly it on their first landings is not a good example But i dont mind using the "now think of it as transitioning to slow flight" as a way to help people to think differently instead of just saying now flare
Well as a someone who was told to flare before getting my private i visually thought of just pulling up but that lead to floating and stalling over the runway. When i thought of it as a transition things became smoother
Every aircraft flares on landing. His first landing was ballooning (over flared) which lead to a small climb, stalling, then landing hard on the gear. We've all done it. That doesn't mean you don't flare, you just don't balloon (not too much power and not to much AOA.
I apply the same technique while flying model radio control airplanes and I'm not afforded the opportunity to sit in the cockpit. It is all about depth perception and airspeed when flying a model. When learning to fly a model whether fixed or rotary wing you go through three stages. The first stage is behind the vehicle, the second stage is in the vehicle and finally the third stage is in front of the vehicle. These stages apply to both full scale and models.
Awesome explanation and demonstration. I look at it or explain it to myself a bit differently though or rather, I see the reasoning a bit differently. The bigger planes "flare", because they are already at a positive angle of attack when they are in a landing descent. A 737 or a 747, A350, all of these bigger jets all have a positive angle of attack when they land, due to their swept wings. These swept wings have poorer lift capabilities at slower speed, but are much more efficient at higher speeds. That means, to make sure the stall point moves back, they add flaps, but at the same time, keep their nose "up". Thus, at the point of landing they flare the last bit just to arrest the speed of descent a bit to make the landing softer. With a small plane, the wings are straighter and thus, when flaps are added, the angle of attack will be negative. The nose is pointing at the ground during landing descent. Because of this nose down attitude, you have to transition to slow flight and let the aircraft loose more energy to get the nose up and then land. It's still a "flaring" action though for sure. It's just that it is much more elongated and needs to be a smoother transition from a nose-down attitude to a nose up attitude. One could try to fly like an airliner with a Cessna and descend with a more nose up attitude, but they'd be very close to a stall and thus why it's not done. Again, that is just how I see it. :)
Even with a small plane I find it really hard to believe you'll have a negative angle of attack, unless you're overspeeding with full flaps. With a 3 degree glide slope, that would mean you have to fly with your nose pitched 4-5 degrees down while still maintaining a 3 degree glide slope. If you look at the video, you'll see the attitude indicator indicating he's pointing towards the horizon before he starts transitioning, while he's still descending. I flew a small aircraft simulator in Airforce selection program. The way they told us to descend was to fix the attitude and then adjust power to stay on the correct glide path. In simulators I'm also perfectly able to maintain a 2 degrees nose up attitude while descending for short field landings. P.S. Not a certified pilot, so please correct me if I'm wrong.
What do you mean by "negative angle of attack"? Quite literally if the AoA is negative then you have negative G's and are accelerating into the ground.
@@theforce119 In a small plane, you definitely have a nose down attitude when landing. The term "angle of attack" might be misused by myself here. But for sure, flaps are actually used to give the plane that negative attitude. i.e. to be able to drop altitude with a nose down attitude and not gain airspeed (energy).
@@guyejumz6936 I mentioned in my reply above, I probably am misusing the term. I mean attitude of the nose compared to the ground. It's not AoA. I know that. :o :)
@@scottamolinari its called pitch angle. Aside from that your analysis is partly on the wrong path, jet aircraft maintain much more thrust at flight idle than piston aircraft and they keep that thrust right until the point where a go-around cannot be performed, which is when the wheels touchdown and spoilers extend. This is largely because turbine engines are very slow to change from a very low power to a high power. Flight idle is a medium power of around 30%(varies somewhat with the make and model), it is not a low power like they use for taxi. The large jets are also making final approach in slow flight, the normal approach speed of a c172 is well above slow flight.
I also hated when FI asking for flare when I was learning. When I fly solo or in check ride I did the best landing since I was able to feel the plane and land the plane with the feeling the air but flare always made me over correct and headwind end up pitch the nose too high.
@@jeremyrotalsky8969 They are excellent. Kind of like the motorcycle version of an airplane. Sitting on centerline with great rudder authority really gives u the seat of the pants feel that's missing in something like a C-172.
Thanks so much for the video Jason! I just started landings my last flight. Will definitely implement this. Can you make that vid on explaining no flaps during turns? I thought it was okay to have flaps turning base and final
You prolly figured this one out already hahah but it's ok to have the flaps out during the turn, the issue is extending them during the turn. If you have a malfunction and have only one side move while you are in a bank it could really put you in a pickle. Maybe even flip you over.
I’m definitely trying this my next flight, im in atp in the private phase, and have been struggling with this exact thing. In my head at some point im suppose to pitch up after round out for the “flare” which results in mea gaining altitude and dropping, or if i do it too low i bounce. I’ve had a few smooth landing but have been trying to pinpoint what I’ve been doing wrong. I feel like this will help me A LOT.
@@jeremyarnold6353sounds like you all have rather average instructors. Unfortunate. They should be teaching you this stuff. Some are just there because it is their job.
@@megadavis5377 Abrupt loss of lift, caused by a higher angle of attack, high descent rate (relative wing at an angle already), and bad dissipation of energy.
@@megadavis5377 Pulled the yoke too much, hence climbed and lost airspeed simultaneously, resulting in a sudden loss of altitude and then bounced. Typical 10 hour student pilot mistake. I don't know what he was trying to explain here. Second landing was just a normal landing, just that he didn't level off and made it look like a continuous "transition" as he calls it.
I agree w/ the people saying you're still doing a flare, but being self-taught in only a simulator, this is more in line with how I think about a landing. At all stages of flight, I use pitch to control speed and throttle to control altitude - physics does the rest no matter how the aircraft is configured. There really is no "flare" or "transition" in the way I've learned so far. I'm aware that the last little bit of speed I'm bleeding off just before the wheels touch the ground is a flare, but I'm not thinking about it like that. I don't stop flying until physics won't allow it any more, and only then do I become taxi service.
Thanks. I classify my landings as Captain (yay!), F.O. (nyeh.) And Stewardess (Aaaggh!). My go around cue is, if I’m lined up on final and hear myself say, “a. ..it (rhymes with shah it). For the longest time I thought it was necessary to put the mains exactly on a preselected spot - occasionally interesting results. Now I’m a little more relaxed, having serendipitously stumbled upon the method you describe as “transitioning”. I leave the spot landings to the fat tire guys
Sounds like a variation of the flair new students will inevitably land flat. The flair window gives a safe opportunity to initiate a go around at a slightly higher altitude. Landing flat will “Usually” results in pitch oscillations and loss of directional control. In an older 182, 207 and 206 it’s a great way to buy a new fire wall. Or even a prop strike in a 182Q.
I believe what he want to express is to correct the mindset of flare for some of the students. Some people will try to make it "stall(as flare)" for landing.
Hi Daniel! Yes, it is a good idea to see it as more of transition to landing to help avoid the assumption that you need to pull back on the yoke like a 747 to "flare". Thanks for the feedback!
A good instructor will teach using a variety of linguistic tools. Sometimes that means exchanging on word ( flare ) for another ( transition ). I remember 20,000 hours ago, as a young student I did not get immediately the concept of "flare" until my instructor ( 1971 ) had me "transition" to the final landing attitude, like into slow flight. The transition technique worked on Airbuses, Boeings and many others. It is by definition of course a "flare", but sometimes that terms imparts a need for a rapid pitching up to a nose high attitude. Your technique worked really good for wheel landing Beech-18s, and Dc3s. ( Still flying now corporate )
My initial instructor, and subsequent ones since then..have preached to flare..hear the stall horn. I RARELY ever hear the horn...and always being mindful to protect the nosewheel... This method you teach, I think is safer, and more controllable...than nose high view blocking type landings. BTW... I learned in a Skyhawk... but land, as if flying a Warrior.
Yeah, I think they want to teach touchdown at the slowest speed, which is max AOA. But very hard to judge wheel height or direction alignment with a very high pitch (side loading makes as many rough landings as firm set downs), and with the approach speeds they teach you just float forever unless loaded up to max gross.
The exactly same problem caused by my CFI with his teaching, and the exactly same solution I found by myself. So far, my last 5 landings were all soft.
As a student pilot, I appreciate looking at this topic from a different perspective. That said, when we transition into slow flight as you state, don't we flare in order to maintain altitude? We definitely don't want to over rotate, but during my first few landings I don't think it would have mattered if my instructor said "flare" or "transition", I still could have pulled all the way back on the yoke. I guess "lightly flare" would work better?!?!? These are all just thoughts...
Jason, for the love of everything aviation, please use your resources when you build your videos. The reason you’re probably getting a lot of flak should be an indicator that you need to research what you’re teaching to ensure you are teaching correctly. Flare is mentioned no less than 50 times in the airplane flying handbook, A resource tefrenced in the ACS standards.If you tell your viewers to ditch this word from their vocabulary they will not fare so well during a check ride. By the way that first thing you did to drop the airplane so hard on the runway is called in over rotation not a flare. Your second landing illustrated what a flair is so please call it what it is. If your student does not learn to properly flare on the landing or understand what they’re doing this could lead to future problems or accidents . If they are attempting to land on a short field but do not reduce their speed sufficiently before touchdown in the flare, their roll out will be extended. Now I need to tell all my students to avoid this video as well as some of your others.
I’m a private pilot and I get what Jason is saying. It’s something a lot of student pilots struggle with. The transition makes sense. I can tell that you are precisely the type of instructor I avoided at the club.
Hi Jason. I am new to your videos and wondered if there is one somewhere on Trimming! I am a student with only about 20 hours but can’t seem to get landing nor trimming down. Thanks again. I love watching your landing videos.
I don't know anyone who has ever advocated for a "flare" that means what you demonstrated at 3:25. Most people use the term flare to mean exactly what you would normally do, lift the nose slightly and just hold it off the runway until the plane wants to land.
Depending where you look flare is usually defined as the transition between the approach phase and touchdown phase of a landing. It’s all the same stuff, different word. The ballooning thing wasn’t because he called it a ‘flare’. It was an over-controller flare, transition or whatever you want to call it. When I used to fly CRJ’s the 700/900 had a pronounced ‘flare’ or ‘round out’ or whatever prior to touch down. The 200 touches down at nearly the same pitch attitude as it approaches at. Does one ‘flare’ and one not?
Im pretty sure the second one is a flare. I use the exact same technique when I fly and I almost always get super smooth landings. Yes its called a transition but really you flare the aircraft gently and fly it to the pavement meeting the stallhorn at touchdown.
Ocala Jason...I enjoyed your DO KNOT Flare video...So I went to Venice Airport and turned final for runway 5 over the Ocean and I practiced my DON'T FLARE LANDING...Sadly I crunched the Nose...I will wait for the Transistion Video....Sarasota Bob
I’m trying to implement this as well. For me it has been 22! years ( Wife, kids, family, the usual…). I got the maneuvers down, but I’m really struggling with my landings ( and I used to be good at it ). Find myself either too high or too low, slamming it in or even bouncing. Will try to do it Monday again. BTW my instructor told me the same thing: TRANSITION the aircraft to a landing. Hope I can grasp this the next time.
@@MzeroAFlightTraining Hi Jason, it went amazingly well! I got it back. After some maneuvers, we did touch and go’s! Almost the whole program! No flaps, fwd slip, 180 pwr off, one where she blacked out my airspeed indicator with a piece of paper ( this one was new for me ) and a normal one. Greased every single one of them! Thanks for the great video. On a side note: my CFI, she must have been a student of yours! She literally said and I quote”… forget the word “flare” in your landings…”.
Just because some (presumably) student pilots do not (yet) understand how to flare correctly is not a reason not to flare - or teach others how to do so. Done correctly, we can execute smooth and safe landings.
My flight instructor always wanted to have altitude in the event of engine failure on approach. I would come in high and fast, I would go into a slip to lose altitude and then flare upon arrival. Reconfigure And takeoff again. Over and over.
On my third Flight lesson I had controls on landing as I was progressing fairly quick in my instructors eyes, I ended up flaring just before touching down and was told if I did that again I would potentially lose my life. Never did that again !
This was helpful. I am certainly a rusty pilot. I has been 9 years but I am just getting back into it. I think that I have the "in the air" stuff down but I have been flaring on my landings. (I am having a hard time getting those landings back, actually, but after 9 years, I guess that isn't too surprising.)
Flare 6" off the runway till the stall horn sounds. Do not balloon the flare. Touch down and TRANSITION from flying to driving while on the runway. That should be my goal.
If there is one thing I have always and forever will disagree with jason on it is this. A flare is where your back wheels touch before your front. The issue Jason is trying to address is people flaring too high. This is where we as pilots need to practice our sight picture for our planes so we know when we are close enough to the ground to then pull back slightly and hold until touchdown. If I didn’t flare when flying my SR-20 then I would have prop strike after prop strike. In that video Jason wasn’t flaring he was pulling up and stalling. Flaring is increasing the pitch to use areodynamic braking to slow the plane down in a controlled fashion (which means you are holding a pitch attitude not pulling up more and more) and then using power to control your touchdown point. If you fly in at your approach speed for your plane, aim for the numbers then pitch your attitude slightly up when your in ground effect then cut the power right before your touchdown point and you will have buttery landings.
Disagreements make us better! If everyone agreed I wouldn't be able to grow and get better as well!! Think of this more as a video for student pilots who have only seen the "flare" of a 747. They might think (and I can tell you most low hour students do) that their 172 should do the same! This video is geared towards that pilot helping them understand what not to do and giving them a new word to use and a new mindset....transition to slow flight attitude...from there the same bleed off and roundout occurs. It's nothing more than a vocabulary change and mindset shift.
Guys… he explains the reason why he doesn’t use the word flare anymore. New students misunderstand it to pull up. When in reality, an actual flare is a slight pitch up.
I have a question for you Jason... how do you legally fly the drone so close to the runway like that? As a private pilot and drone pilot I’m just curious how that works. Those drone shots of the airplane are awesome!!
Not through with the vid yet but one thing ill add here is that flaring is not safe during high winds. Learning to round out/transition rather than flare greatly helps with landing in high winds and crosswinds. The reason being is you want to keep the nose down and land flatter with high winds in order to maintain control of the airplane and prevent getting blown, or losing control due to wind gusts.
Semantics, I teach the students to not land the plane, try as hard as they can to keep it from landing this results in a nice landing on the mains every time.
I am a student pilot and have to agree with Craig Davis on this one. Besides, does it really matter what you call the maneuver? Well, for reference purposes, yes. I have been in and out of lessons for more than 40 years and it has always been called a flare. Change for change's sake is not good.
As an armchair- (simulator, i'm actually quite scared of the flying motions due to an oversensitive inner ear) pilot, It's fun to see differences in the approaches of people. Yours seems quite low and steady, focusing on the start of the runway, whereas others look like they are divebombing the runway (high, nearing stall glide) to pull up in the last second to get the aircraft to level and slow down, where their focuspoint is about 100 past the numbers. I'm definately somewhere in between. I guess it all depends on how well you know your aircraft and the runway. This runway seems to be nice and clear of anything hazardous on approach. (and... i have only one hour of actual piloting a C172 with instructor, to try and get over my fear of flying, but he let me do all the flying, where he handled comms. He took over last minute as there was someone faster behind us and he didn't want that pilot to have to go around... i had it nailed at 65 knots, trimmed and ready for landing ;) ) Nice watching your video's, thank you very much!
Why did I come to the comments section. Seriously. People are the absolute worst. Fwiw, I found the video helpful notwithstanding the nomenclature. It’s great to see the difference between ballooning and a good round out.
It is easier to flare with taildragger. There is the point which is missing on tricycle. You can not pull to infinity and beyond. You have to touch by main gear first. Let's set some kind of pitch limit to yourseld and you will be fine.
Interesting. Bcz I’m a brand new student pilot and not knowing anything. My instructor teaches me to flare too but I felt this is wrong. I didn’t argue with him and just did it. But common sense just told me why not let the plane just land itself?? It seemed not as smart to me to flare at the very end and slapping it down hard versus just letting it land normally. But what do I know. 🤷🏻♂️ thanks for this. I’m going to subscribe to your ground school. It seems like many instructors/schools teach the flare method.
How funny that this video came out today. I fly large multi-engine airplanes and we typically "flare" more than we "transition", though we use the term "round out". Still we land with a little bit of power and the nose a few degrees above the horizon. I'm not the best pilot but my landings are generally good...I want to spend more time doing GA flying and had my first ride in a C172 yesterday where I proceeded to bang my first few landings into the ground, exactly what was shown on that first landing. It was weird to land flying 30 knots below the stall speed in my primary aircraft, but watching your landings and listening to your explanations this way makes a ton of sense. Thanks for the video, really helpful.
Sounds like a lot of folks are arriving over the numbers with far too much airspeed (flair and then climb = too much airspeed). Maybe this is normal for Cessna drivers/airline pilots - I dunno. Looks like a good way to waste a LOT of runway. Get out to a real airstrip (2600' long dirt at 10,000' DA with obstacles) and you will quickly learn that airspeed is critical. That airspeed is NOT the "rule of thumb" number that we observed being used in this video. It is a number that is specific to the conditions in which you are currently flying (DA, loading, etc.), you can only know what it is by testing it in the air before landing (e.g. 1.2 vs0).
3:28 I was landing like this 11 hours into training adding more back pressure until it stalled and bounced. Then I started transitioning my eyes down the runway and holding it off, slightly nose up, flying it down the runway, letting the plane practically land itself. Really enjoy the external drone shots.
I have to be honest. I think the point you're making is spot on and you have an incredibly brilliant way of explaining it, but at the same time I think it's not a good choice of words to tell students you're not flaring, what you demonstrated was the correct way to flare.
Thanks for the feedback!
I agree, the word “transitioning” is never ending. As a 24 year CFMEII that flies jets, light aircraft and warbirds, the OP’s wording is incorrect. You descend, round out and flare. The flare is not an over rotation, it’s a gentle increase of the AOA until the stall. If a flare is done correctly, you will not balloon. I’m sorry but the word “transitioning” has no meaning in this context.
Once more. You are absolutely right! „Flaring“ often leads to over rotation. Therefore it‘s quibbling to differentiate between flare and over rotation. Your technic is the best one and flaring is for big airplanes. As student I was told: flare! Now I am usimg you technic for my C182 and everything looks better. It is simply not important whether the nose wheel is 2 inches or 20 inches aboves the ground when the main wheels are touching the ground. But not „flaring“ leads to better control.
Thank you.😊
I'm a student pilot and I recently figured this out. Just keep slowly bringing the yoke back to to keep the nose at the end of the runway. The less yoke the smoother the landing. When I was flaring at the end, I couldn't get a graceful landing.
exactly, it took time for me to find that out too. You are taught to over control and that screws up the landing. In reality, ground effect does most of the job and you have to do very little.
Do you it any different for a large 747? 🤔 I'm guessing it just looks more extreme because it's suck a long plane 🙂
I'm a student pilot in Germany and today I flew to another airport for the first time.
Flared to soon and balooned. Scheibe Falke SF25C touring motor glider with a main central gear, tailwheel and additional wheels below the wings. Should have watched your video before...😊
Great content! Thank you!
For the 54 years I've been involved, the procedure has been called a landing flare. The first landing demonstrated here was an over rotation. If a student hauled the yoke fully back to flare, then the presumed prior demonstration / briefing was inadequate. Rearranging noun's wont resolve an over rotation.
I think what he is trying to say is that bad landing start in the brain. I made the mistakes he was talking about many times in the beginning until i starting thinking about it differently
Perfectly said
Very well said. He is redefining the word flare to prove his point. Just keep the word as always has been and explain the right way to do it.
I agree
popee, when you say, "... was an over-rotation" do you actually mean, "...was an over-flare?" If not, then where exactly does the rotation stop and the flare begin? Or is it the other way around: flare first and then rotation?
Landing really clicked for me when my instructor made me do a no flap landing and said, “the goal is not to land it’s to get into ground effect” and all the floating I did with no flaps really helped me get the feel down.
Good point. You don't decide when to land, the plane does. You just have to offer the ground effect and power to idle. People who decide when the plane has to land end up with a broken front wheel. 🙃
You filled in the holes in my swiss cheese regarding my historical problem with landings. That is what I will do. That concept of flare has been my problem. Now slow flight to landing using the same references to the horizon at the end of the runway without pulling back. Thank you!
Logged 11 landings my last flight and I was happy with about 4 of them… excited to try this mindset next flight.
How'd it go?
@@mymyrrah got my PPL 2 months ago! It all worked out lol
@@Longspout15 Good to hear! It's all very exciting, I'll hopefully be getting my own PPL in a month or two.
This is the method my CFI taught me. It works great across a wide range of conditions. I can come in with full flaps or no flaps and this method gives me a soft touch every time. I can also come in faster to bust through drafts and wind, it just floats a foot above the runway before the speed bleeds off.
6 for 6 great for my checkride prep. Thank you MZeroA
This is absolutely true! The trick that helped me nail my landings is to set the airplane to cruise attitude, with a bit of back pressure, and hold it, keeping the airplane in the ground effect as long as possible. Flaring with nose high attitude like that almost always resulted in hard landings.
Semantics perhaps drive this delightful video. Well produced and well explained. Kudos.
Respectfully, IMHO Flair is not a singular action, but a progressive series of control pressures (constantly changing) referencing flight surface/control effectiveness with your corresponding desired HAT. You enter a flair and it slowly progresses to touchdown. Chasing moving targets are never easy (when your inputs must constantly change due to diminishing airspeed, entering ground effect and control effectiveness changes. Learning this feel of continuous control pressures changes to create stability .....tough. As tough as it gets. Mastering the process, however, gets another shirt tail removed with ample smiles and high fives).
Keep up the good work. Thanks for being a pilot and a pilot instructor. Best to you and yours.
Thank You!!!! This helped me immensely ..... my CFI did a ton of slow flight over the runway before but I still felt like i was making too many movements and pedaling a bike to land. This helped me just click on landings. Hoping to fly my little ol light sport back to FL before winter from up here in Oregon.
When I was in flight training 25 years ago, I did this very thing. It wasn't what I was taught, but it produced smoother landings though at a slightly higher speed. The key was making the transition late enough to get the airplane very close to the runway--two feet or less--so that when the plane sank to the runway it wasn't sinking fast. A little chirp from the tires and it was on the ground.
I was taught to transition to level flight over the runway, and as the plane just began to sink, raise the nose juuuust enough to resist the sink while speed decayed. Do that a couple more times and you were on the ground gently. Trouble was it was hard for me to sense the incipient sink and I was not adept at raising the nose juuuust enough but not too much to keep it in level flight. My butt cheeks weren't very attuned to the vertical motions of the airplane so I was always guessing on the sink and making inconsistent, bumpy landings.
Hey Tom!
Sounds like you got the hang of it in the end!
This video taught me how to land! Thank you so much for simplifying it and explaining it the way you did!
I've just begun my private pilot training and a couple weeks ago did my first few landings, and exactly as you illustrated in your first landing here with the "flare" I noticed that basically we stalled the aircraft during the glide along the runway, and it suddenly dropped. My thought was "that can't be the right technique!" And I thought that the best thing to do would be to transition into level flight along the run way and allow the plane to settle down slowly as it bleeds off speed. I also thought that pulling the nose up to the point where I couldn't see anything in front of me was counter to everything I have been hearing up until that point.
Thanks for the great demonstration.I also want to acknowledge that I am proud that I am at the stage I am given how few hours I actually have flown. I'm not saying that I am any further along than the average or anything like that, but I have really been aggressive in my learning and studying, and in being as prepared as possible before I go up in the aircraft. I have actually found that the cfi's that I started with have been way to lackadaisical about my training in particular, and haven't seemed to taken much interest in having me advance as quickly as possible. I think this is a product of our society and creating "followers" and most people just follow the guidelines that they learned without bringing another and higher level of responsibility to the equation. I believe this might be the main reason that the average student pilot takes 65 to 75 hours of flight training to complete their Private Pilot Cert. I think that people must get discouraged or run out of money with what appears to me to be a long drawn out waste of time and an irresponsible administration of the training. (this is how it occurs to me, and may not be how it actually is) I like your training videos and your thoroughness, and i like that you learn and then apply from your experiences instead of "just following the norm." You seem to me to be an innovator, and your innovation and observations that you put into your training will create a newer and more effective set of procedures and guides that will lead to safer more responsible pilots. And that is how all innovation moves the planet forward.
in a tail dragger the stall horn does turn on-noisy landing then hold the stick in your gut.
I agree that it's up to the student to establish pace. I'm starting out, and already pretty much done with ground work. I'll have the FAA test out of the way before most students even start studying. I look at the training syllabus and plot each lesson, take notes, read and watch videos before I get to the cockpit...you get the idea. I lead myself, so the CFI is working less to teach things I can do myself.
We'll see how long it takes, but the 70 hours is off the table. I think it's less about the CFI or school, and more about the student just making the push.
Well written and very thorough I enjoyed contrasting your thoughts with video I think you are spot on as well. I have a much same situation as you I'm a new student pilot just got my plastic and like you very happy I want to wish you all the best in flight ✈️.
Such a difference man! no more flares! transition from now on! thanks for your advice.
50 yrs ago old timers taught us.... Trim and Back pressure... Not pull the controls, move the controls, pitch up xx, etc.
When you learn to fly by control FEEL and smoothness of movement, ALL manouvering is easier.
Best advice I ever got, 1968.... "You can do all the snappy manouvers, now you have to learn to fly like you have 40 people in the back".
#2 pilot induced "turbulence" fighting the contols to keep it level, instead of just letting it boince.
Hey that was me in the Bonanza!!!
Hey
Hey
hey
Hey
@@onlyjuan7327 hey
My instructors taught me this way. Both of them had me keeping the aiming point at the same spot on my windscreen, then transitioning to straight and level flight with eyes down the runway and at the correct airspeed, then holding the nose wheel off for as long as possible.
That’s a flare.
I usually do not comment on videos, I just watch them but this one hits close to home. I actually "Flared" on one of my landings during my check ride and slammed into the ground. Luckily I was able to give it another go and the second landing was better. I went on to pass my check ride but walked away thinking..."how did that happen, I know better". Thank you Jason for this eye opening video. I plan to fly this Sunday and I cant wait to "transition" for a smooth landing. I have learned a great deal about being a better pilot by watching your videos and I will continue to watch them #keeplearning
Great to hear, and congratulations on your check ride.
*Sees title.
"Ok then, I'll pretend I'm landing on a carrier."
Go for that 3 wire, even on a grass strip!
It doesn't matter how you call it but how you execute it. if you pull sharply you will gain more lift lose speed and fall down so instead you do it slowly trading the speed for lift gradually in order to smooth the touch down.
Good input! Thanks for watching!
Yeah a transition.
My landings improved when I thought of the flare as "dissipating energy till touchdown". For me, runway contact is not an active control input, it's energy dissipation.
For my students, I teach them to enter the 'round out' phase as if they are trying to accomplish a low fly-by and then to hold that for as long as possible until they feel the aircraft coming to settle down, speed dissipates and drag begins to take over. Then it is as simple as holding the nose slightly high to ensure the main wheels make contact first and not to forget the use of rudder in their longitudinal stability. It makes landing so easy. At least until it's a 19G32 crosswind!
Excellent video! I could never understand why the flare was taught in Flight School, when ground effect gives you so much lift, not to mention losing sight of the runway. Thank you, I wish you had been my flight instructor 42 years ago.
Since I've been doing this my landings have been very smooth. Thank you for this good tutorial.
Glad it helped!
Don't *TRY* and land it. Once you've passed the threshold and reduced the power to idle try to keep it flying as long as possible (obviously that depends on a good approach).
Great Vid. I don't advocate a flare either.
I always thought these things were obvious and I've never taken a single lesson. I guess some people actually believe you want the plane to begin to stall just as the tires touch. To me that's an obvious absolutely not and potentially dangerous as well as preventing a go-around. Though I have flown simulators, but I was never taught anything. It's just one of those things that seemed obvious to me. I always thought of it as lifting the nose just enough to keep it off the ground and then waiting for the nose to drop itself. I mean after all why would you want the nose way up in the air.
@@mtpstv94 You want the aircraft to stall just as the main wheels touch the ground...attempting to land with excess energy is what will get you into trouble
The speed at which u transition to a flare is directly related to your sink rate which is directly related to your airspeed. Typically new students are not focusing on the end of the runway and instead are looking right in front of the nose, like new drivers. The sudden rising of the runway from their perspective startles them and they yank back on the controls.
Great point. Thanks for watching!
If you're looking at the nose and not down the runway you are gonna bounce and go around.
This video provides empirical, concrete evidence that words have no meaning. “Words have usages” and it’s obvious that the usage the instructor intended was not comprehended by the student. The remedy for this is establishing a thorough and comprehensive understanding of the words usage. how the instructor use the word flair was in sharp contrast with the students understanding of that word.
Jason, nice video. I think you nailed it when you referred to slow flight. IMO we don't (really) do slow flight anymore, and as a result many pilots are not familiar with how the wing reacts at the proper landing speed. Slow flight skills are essential to go arounds, landings, stall recoveries, etc. I have found very few pilots that are confident at true slow flight that don't make consistent safe landings on target, both power on and power off.
Thank you for everything you do! Your an excellent teacher and love your craft. It consistently shows in the quality content of MzeroA!
Thanks so much 😊
Agree, I love the way you teach. Keep up the great work and thank you for these videos!
When I first learned to fly a Cardinal I experienced a drastic shot up and had to add full power and go around. I quickly learned how touchy that stabilator tail could be in the final. This was before Cessna did the modifications on the Cardinal. I'll tell you it was quite a shock. But the cardinal recovered well and eventually I got the feel for it.
Thanks for sharing! Hope you enjoyed the video!
I love flying the Cardinal RG. My favourite Cessna so far.
Hey Jasón, your video about “transitioning” instead of “flaring” cleared the way I have been approaching all runways. I still am a student pilot waiting my chance to take the final check ride. I will put your teaching into practice this weekend to see if my landings will improve.
how did it go?
For those who are stuck on verbage, I saw another CFI simple state to simply let the airplane bleed off energy and touch down. That CFI and this CFI are demonstrating the same concept of a proper landing. I did appreciate this demonstration of what happens if you pull back to far. A hard landing.
Beautiful flare on that second landing! Well done!
hehehehe. ;D
Whoops better not call it a flare lol
My first checkride I failed. Because I didn't put down on the numbers. Transitioning and dissipating speed until you touch down makes sense. But I'd never be able to predictably hit the numbers without a big flare for that checkride. I always thought that was dumb, and that it was more important to touch down safely in the first 1/3rd of the runway.
Nice to know I've been doing it right for a few months now. You can see on my videos every hard landing I make is due to an attempt at a flare which leads to a stall and my mains slamming the ground. But I've been landing with pitch slightly up and easily backing off throttle until I can feel it settling down and I just wait for the wheels to start spinning.
You flared in both these landings just you intentionally did the first one wrong
And expecting a student pilot to do properly it on their first landings is not a good example
But i dont mind using the "now think of it as transitioning to slow flight" as a way to help people to think differently instead of just saying now flare
Well as a someone who was told to flare before getting my private i visually thought of just pulling up but that lead to floating and stalling over the runway. When i thought of it as a transition things became smoother
Every aircraft flares on landing. His first landing was ballooning (over flared) which lead to a small climb, stalling, then landing hard on the gear. We've all done it. That doesn't mean you don't flare, you just don't balloon (not too much power and not to much AOA.
@@fdfischer Try that with tail dragger. ;)
In my opinion the guy means the full stall landing and not the flare.
I apply the same technique while flying model radio control airplanes and I'm not afforded the opportunity to sit in the cockpit. It is all about depth perception and airspeed when flying a model. When learning to fly a model whether fixed or rotary wing you go through three stages. The first stage is behind the vehicle, the second stage is in the vehicle and finally the third stage is in front of the vehicle. These stages apply to both full scale and models.
Awesome explanation and demonstration.
I look at it or explain it to myself a bit differently though or rather, I see the reasoning a bit differently. The bigger planes "flare", because they are already at a positive angle of attack when they are in a landing descent. A 737 or a 747, A350, all of these bigger jets all have a positive angle of attack when they land, due to their swept wings. These swept wings have poorer lift capabilities at slower speed, but are much more efficient at higher speeds. That means, to make sure the stall point moves back, they add flaps, but at the same time, keep their nose "up". Thus, at the point of landing they flare the last bit just to arrest the speed of descent a bit to make the landing softer. With a small plane, the wings are straighter and thus, when flaps are added, the angle of attack will be negative. The nose is pointing at the ground during landing descent. Because of this nose down attitude, you have to transition to slow flight and let the aircraft loose more energy to get the nose up and then land. It's still a "flaring" action though for sure. It's just that it is much more elongated and needs to be a smoother transition from a nose-down attitude to a nose up attitude. One could try to fly like an airliner with a Cessna and descend with a more nose up attitude, but they'd be very close to a stall and thus why it's not done. Again, that is just how I see it. :)
Even with a small plane I find it really hard to believe you'll have a negative angle of attack, unless you're overspeeding with full flaps. With a 3 degree glide slope, that would mean you have to fly with your nose pitched 4-5 degrees down while still maintaining a 3 degree glide slope. If you look at the video, you'll see the attitude indicator indicating he's pointing towards the horizon before he starts transitioning, while he's still descending. I flew a small aircraft simulator in Airforce selection program. The way they told us to descend was to fix the attitude and then adjust power to stay on the correct glide path. In simulators I'm also perfectly able to maintain a 2 degrees nose up attitude while descending for short field landings.
P.S. Not a certified pilot, so please correct me if I'm wrong.
What do you mean by "negative angle of attack"? Quite literally if the AoA is negative then you have negative G's and are accelerating into the ground.
@@theforce119 In a small plane, you definitely have a nose down attitude when landing. The term "angle of attack" might be misused by myself here. But for sure, flaps are actually used to give the plane that negative attitude. i.e. to be able to drop altitude with a nose down attitude and not gain airspeed (energy).
@@guyejumz6936 I mentioned in my reply above, I probably am misusing the term. I mean attitude of the nose compared to the ground. It's not AoA. I know that. :o :)
@@scottamolinari its called pitch angle. Aside from that your analysis is partly on the wrong path, jet aircraft maintain much more thrust at flight idle than piston aircraft and they keep that thrust right until the point where a go-around cannot be performed, which is when the wheels touchdown and spoilers extend. This is largely because turbine engines are very slow to change from a very low power to a high power. Flight idle is a medium power of around 30%(varies somewhat with the make and model), it is not a low power like they use for taxi. The large jets are also making final approach in slow flight, the normal approach speed of a c172 is well above slow flight.
I also hated when FI asking for flare when I was learning. When I fly solo or in check ride I did the best landing since I was able to feel the plane and land the plane with the feeling the air but flare always made me over correct and headwind end up pitch the nose too high.
“You always want to see down the runway” ::tailwheel pilots have entered the chat::
Jeremy Rotalsky his Teaching style says he should go back to the basics. Perhaps retake his PPL check ride and try to say that to an examiner.
Not all tail wheels are created equal. A Citabria has the forward visibility of a Cessna 182.
Calvin Nickel I’ve yet to pilot a Citabria. I hear they’re fun!
@@jeremyrotalsky8969
They are excellent. Kind of like the motorcycle version of an airplane. Sitting on centerline with great rudder authority really gives u the seat of the pants feel that's missing in something like a C-172.
@@calvinnickel9995 Way way way better than a 182. I feel practically blind sitting in a 182 esp in landing attitude.
Thanks so much for the video Jason! I just started landings my last flight. Will definitely implement this. Can you make that vid on explaining no flaps during turns? I thought it was okay to have flaps turning base and final
You prolly figured this one out already hahah but it's ok to have the flaps out during the turn, the issue is extending them during the turn. If you have a malfunction and have only one side move while you are in a bank it could really put you in a pickle. Maybe even flip you over.
I’m definitely trying this my next flight, im in atp in the private phase, and have been struggling with this exact thing. In my head at some point im suppose to pitch up after round out for the “flare” which results in mea gaining altitude and dropping, or if i do it too low i bounce. I’ve had a few smooth landing but have been trying to pinpoint what I’ve been doing wrong. I feel like this will help me A LOT.
I’m in my PPL stage at the AACA and struggling with the flare as well. Did going to the “transition” system in this video help you?
@@jeremyarnold6353sounds like you all have rather average instructors. Unfortunate. They should be teaching you this stuff. Some are just there because it is their job.
Well first thing was a stall and second was a flare. Thank you.
I agree
But what actually set up the stall situation in the first place? Was it an over-rotation or an over-flare without correction?
@@megadavis5377 Abrupt loss of lift, caused by a higher angle of attack, high descent rate (relative wing at an angle already), and bad dissipation of energy.
@@megadavis5377 Pulled the yoke too much, hence climbed and lost airspeed simultaneously, resulting in a sudden loss of altitude and then bounced. Typical 10 hour student pilot mistake. I don't know what he was trying to explain here. Second landing was just a normal landing, just that he didn't level off and made it look like a continuous "transition" as he calls it.
I agree w/ the people saying you're still doing a flare, but being self-taught in only a simulator, this is more in line with how I think about a landing. At all stages of flight, I use pitch to control speed and throttle to control altitude - physics does the rest no matter how the aircraft is configured. There really is no "flare" or "transition" in the way I've learned so far. I'm aware that the last little bit of speed I'm bleeding off just before the wheels touch the ground is a flare, but I'm not thinking about it like that. I don't stop flying until physics won't allow it any more, and only then do I become taxi service.
Thanks. I classify my landings as Captain (yay!), F.O. (nyeh.) And Stewardess (Aaaggh!). My go around cue is, if I’m lined up on final and hear myself say, “a. ..it (rhymes with shah it). For the longest time I thought it was necessary to put the mains exactly on a preselected spot - occasionally interesting results. Now I’m a little more relaxed, having serendipitously stumbled upon the method you describe as “transitioning”. I leave the spot landings to the fat tire guys
Sounds like a variation of the flair new students will inevitably land flat. The flair window gives a safe opportunity to initiate a go around at a slightly higher altitude. Landing flat will “Usually” results in pitch oscillations and loss of directional control. In an older 182, 207 and 206 it’s a great way to buy a new fire wall. Or even a prop strike in a 182Q.
I believe what he want to express is to correct the mindset of flare for some of the students. Some people will try to make it "stall(as flare)" for landing.
Hi Daniel! Yes, it is a good idea to see it as more of transition to landing to help avoid the assumption that you need to pull back on the yoke like a 747 to "flare". Thanks for the feedback!
A good instructor will teach using a variety of linguistic tools. Sometimes that means exchanging on word ( flare ) for another ( transition ). I remember 20,000 hours ago, as a young student I did not get immediately the concept of "flare" until my instructor ( 1971 ) had me "transition" to the final landing attitude, like into slow flight. The transition technique worked on Airbuses, Boeings and many others. It is by definition of course a "flare", but sometimes that terms imparts a need for a rapid pitching up to a nose high attitude. Your technique worked really good for wheel landing Beech-18s, and Dc3s. ( Still flying now corporate )
I agree with this! I also dislike the term "rotate" on takeoff for GA airplanes.
Appreciate the explanation of what the flare really is
My initial instructor, and subsequent ones since then..have preached to flare..hear the stall horn. I RARELY ever hear the horn...and always being mindful to protect the nosewheel... This method you teach, I think is safer, and more controllable...than nose high view blocking type landings. BTW... I learned in a Skyhawk... but land, as if flying a Warrior.
Yeah, I think they want to teach touchdown at the slowest speed, which is max AOA. But very hard to judge wheel height or direction alignment with a very high pitch (side loading makes as many rough landings as firm set downs), and with the approach speeds they teach you just float forever unless loaded up to max gross.
depends on your speed ...I have done many high nose up landings without issue ...however the speed was very slow and close to stall.
Dyam... im amaze. Thks so helpfull.!!!
The exactly same problem caused by my CFI with his teaching, and the exactly same solution I found by myself. So far, my last 5 landings were all soft.
I like your PHRASE TRANSITION, Makes Sense
As a student pilot, I appreciate looking at this topic from a different perspective. That said, when we transition into slow flight as you state, don't we flare in order to maintain altitude? We definitely don't want to over rotate, but during my first few landings I don't think it would have mattered if my instructor said "flare" or "transition", I still could have pulled all the way back on the yoke. I guess "lightly flare" would work better?!?!? These are all just thoughts...
Great video. Extremely helpful
Thank you, I think you're right!
Cool
That is so cool
Thank you so much for sharing.
Jason, for the love of everything aviation, please use your resources when you build your videos. The reason you’re probably getting a lot of flak should be an indicator that you need to research what you’re teaching to ensure you are teaching correctly. Flare is mentioned no less than 50 times in the airplane flying handbook, A resource tefrenced in the ACS standards.If you tell your viewers to ditch this word from their vocabulary they will not fare so well during a check ride. By the way that first thing you did to drop the airplane so hard on the runway is called in over rotation not a flare. Your second landing illustrated what a flair is so please call it what it is. If your student does not learn to properly flare on the landing or understand what they’re doing this could lead to future problems or accidents . If they are attempting to land on a short field but do not reduce their speed sufficiently before touchdown in the flare, their roll out will be extended. Now I need to tell all my students to avoid this video as well as some of your others.
I’m a private pilot and I get what Jason is saying. It’s something a lot of student pilots struggle with. The transition makes sense. I can tell that you are precisely the type of instructor I avoided at the club.
Hi Jason. I am new to your videos and wondered if there is one somewhere on Trimming! I am a student with only about 20 hours but can’t seem to get landing nor trimming down. Thanks again. I love watching your landing videos.
I don't know anyone who has ever advocated for a "flare" that means what you demonstrated at 3:25. Most people use the term flare to mean exactly what you would normally do, lift the nose slightly and just hold it off the runway until the plane wants to land.
Depending where you look flare is usually defined as the transition between the approach phase and touchdown phase of a landing. It’s all the same stuff, different word. The ballooning thing wasn’t because he called it a ‘flare’. It was an over-controller flare, transition or whatever you want to call it. When I used to fly CRJ’s the 700/900 had a pronounced ‘flare’ or ‘round out’ or whatever prior to touch down. The 200 touches down at nearly the same pitch attitude as it approaches at. Does one ‘flare’ and one not?
Great info! Care to explain the two watches?
Great video I always wondered about this just because you're pretty much already coming in with the nose higher than the tail
Completely agree with your rational. Great video.
Im pretty sure the second one is a flare. I use the exact same technique when I fly and I almost always get super smooth landings. Yes its called a transition but really you flare the aircraft gently and fly it to the pavement meeting the stallhorn at touchdown.
Ocala Jason...I enjoyed your DO KNOT Flare video...So I went to Venice Airport and turned final for runway 5 over the Ocean and I practiced my DON'T FLARE LANDING...Sadly I crunched the Nose...I will wait for the Transistion Video....Sarasota Bob
I’m trying to implement this as well. For me it has been 22! years ( Wife, kids, family, the usual…). I got the maneuvers down, but I’m really struggling with my landings ( and I used to be good at it ). Find myself either too high or too low, slamming it in or even bouncing. Will try to do it Monday again. BTW my instructor told me the same thing: TRANSITION the aircraft to a landing. Hope I can grasp this the next time.
You can do it! Thanks for watching and good luck!
@@MzeroAFlightTraining Hi Jason, it went amazingly well! I got it back. After some maneuvers, we did touch and go’s! Almost the whole program! No flaps, fwd slip, 180 pwr off, one where she blacked out my airspeed indicator with a piece of paper ( this one was new for me ) and a normal one. Greased every single one of them! Thanks for the great video. On a side note: my CFI, she must have been a student of yours! She literally said and I quote”… forget the word “flare” in your landings…”.
Just because some (presumably) student pilots do not (yet) understand how to flare correctly is not a reason not to flare - or teach others how to do so. Done correctly, we can execute smooth and safe landings.
Thank you great work
My flight instructor always wanted to have altitude in the event of engine failure on approach. I would come in high and fast, I would go into a slip to lose altitude and then flare upon arrival. Reconfigure And takeoff again. Over and over.
On my third Flight lesson I had controls on landing as I was progressing fairly quick in my instructors eyes, I ended up flaring just before touching down and was told if I did that again I would potentially lose my life. Never did that again !
This was helpful. I am certainly a rusty pilot. I has been 9 years but I am just getting back into it. I think that I have the "in the air" stuff down but I have been flaring on my landings. (I am having a hard time getting those landings back, actually, but after 9 years, I guess that isn't too surprising.)
Thanks for watching, Darrell! Glad to hear you are getting back into flying! Keep on practicing and you will master those landings again!
Flare 6" off the runway till the stall horn sounds. Do not balloon the flare. Touch down and TRANSITION from flying to driving while on the runway. That should be my goal.
First I've ever seen this concept. Thank you
If there is one thing I have always and forever will disagree with jason on it is this. A flare is where your back wheels touch before your front. The issue Jason is trying to address is people flaring too high. This is where we as pilots need to practice our sight picture for our planes so we know when we are close enough to the ground to then pull back slightly and hold until touchdown. If I didn’t flare when flying my SR-20 then I would have prop strike after prop strike. In that video Jason wasn’t flaring he was pulling up and stalling. Flaring is increasing the pitch to use areodynamic braking to slow the plane down in a controlled fashion (which means you are holding a pitch attitude not pulling up more and more) and then using power to control your touchdown point. If you fly in at your approach speed for your plane, aim for the numbers then pitch your attitude slightly up when your in ground effect then cut the power right before your touchdown point and you will have buttery landings.
Disagreements make us better! If everyone agreed I wouldn't be able to grow and get better as well!! Think of this more as a video for student pilots who have only seen the "flare" of a 747. They might think (and I can tell you most low hour students do) that their 172 should do the same! This video is geared towards that pilot helping them understand what not to do and giving them a new word to use and a new mindset....transition to slow flight attitude...from there the same bleed off and roundout occurs. It's nothing more than a vocabulary change and mindset shift.
Guys… he explains the reason why he doesn’t use the word flare anymore. New students misunderstand it to pull up. When in reality, an actual flare is a slight pitch up.
I have a question for you Jason... how do you legally fly the drone so close to the runway like that? As a private pilot and drone pilot I’m just curious how that works. Those drone shots of the airplane are awesome!!
Class G airspace is wild haha
Not through with the vid yet but one thing ill add here is that flaring is not safe during high winds. Learning to round out/transition rather than flare greatly helps with landing in high winds and crosswinds. The reason being is you want to keep the nose down and land flatter with high winds in order to maintain control of the airplane and prevent getting blown, or losing control due to wind gusts.
Excellent.
Great video. I agree with that technique.
Semantics, I teach the students to not land the plane, try as hard as they can to keep it from landing this results in a nice landing on the mains every time.
Very good presentation
Glad you liked it!
I am a student pilot and have to agree with Craig Davis on this one. Besides, does it really matter what you call the maneuver? Well, for reference purposes, yes. I have been in and out of lessons for more than 40 years and it has always been called a flare. Change for change's sake is not good.
As an armchair- (simulator, i'm actually quite scared of the flying motions due to an oversensitive inner ear) pilot, It's fun to see differences in the approaches of people. Yours seems quite low and steady, focusing on the start of the runway, whereas others look like they are divebombing the runway (high, nearing stall glide) to pull up in the last second to get the aircraft to level and slow down, where their focuspoint is about 100 past the numbers. I'm definately somewhere in between. I guess it all depends on how well you know your aircraft and the runway. This runway seems to be nice and clear of anything hazardous on approach. (and... i have only one hour of actual piloting a C172 with instructor, to try and get over my fear of flying, but he let me do all the flying, where he handled comms. He took over last minute as there was someone faster behind us and he didn't want that pilot to have to go around... i had it nailed at 65 knots, trimmed and ready for landing ;) ) Nice watching your video's, thank you very much!
Why did I come to the comments section. Seriously. People are the absolute worst. Fwiw, I found the video helpful notwithstanding the nomenclature. It’s great to see the difference between ballooning and a good round out.
Great videos. Confused with your 747 comment - husband currently is flying 747! Many still operating!
It is easier to flare with taildragger. There is the point which is missing on tricycle. You can not pull to infinity and beyond. You have to touch by main gear first. Let's set some kind of pitch limit to yourseld and you will be fine.
nice technique and concept
Let be clear, you flared both times, you just did it improperly the first time. Why reinvent the wheel?
Interesting. Bcz I’m a brand new student pilot and not knowing anything. My instructor teaches me to flare too but I felt this is wrong. I didn’t argue with him and just did it. But common sense just told me why not let the plane just land itself?? It seemed not as smart to me to flare at the very end and slapping it down hard versus just letting it land normally. But what do I know. 🤷🏻♂️ thanks for this. I’m going to subscribe to your ground school. It seems like many instructors/schools teach the flare method.
How funny that this video came out today. I fly large multi-engine airplanes and we typically "flare" more than we "transition", though we use the term "round out". Still we land with a little bit of power and the nose a few degrees above the horizon. I'm not the best pilot but my landings are generally good...I want to spend more time doing GA flying and had my first ride in a C172 yesterday where I proceeded to bang my first few landings into the ground, exactly what was shown on that first landing. It was weird to land flying 30 knots below the stall speed in my primary aircraft, but watching your landings and listening to your explanations this way makes a ton of sense. Thanks for the video, really helpful.
Sounds like a lot of folks are arriving over the numbers with far too much airspeed (flair and then climb = too much airspeed). Maybe this is normal for Cessna drivers/airline pilots - I dunno. Looks like a good way to waste a LOT of runway. Get out to a real airstrip (2600' long dirt at 10,000' DA with obstacles) and you will quickly learn that airspeed is critical. That airspeed is NOT the "rule of thumb" number that we observed being used in this video. It is a number that is specific to the conditions in which you are currently flying (DA, loading, etc.), you can only know what it is by testing it in the air before landing (e.g. 1.2 vs0).
So helpful. Thank you.
You're so welcome!
When I prepare to touch down I always nose back down again for a little extra ground effect so I grease it every time .
Slow flight actually made my landings better. I'm a believer for sure.
Glad to hear it! Thanks for watching!