25 for 25. Great series!! I'm a newer pilot, but I did have a go around experience that I feel is important to share. Here it is: I had never been in Class B airspace before and was flying a newly purchased plane with an instructor thru Las Vegas. He suggested we land at North Las Vegas (KVGT) coming from the east, staring a Hoover Dam. I struggled with the "rapid fire" ATC from Nellis Approach and when I was passed to KVGT tower I was asked to enter a left base for for 12R, but stay at 800 feet until I turned final so I would pass over a Pilatus landing on 12L. I didn't modify my pattern to give myself more room to descend and when I turned to final I tried to slip in, but was way to high. When I realized I needed to go around, because of the Class B I prioritized calling the tower to let them know I needed to go around and forgot to fly the airplane and put power back in. My CFI immediately reached over and applied power, saving us from a stall at 500 feet. Once we had landed and shutdown, I was feeling pretty bad, but my instructor told me of a similar issue he had as a young pilot, which is why he had suggested we enter the airspace. We all say aviate, navigate, communicate, however I was surprised at how i was able to be distracted into not flying the plane. It was a good lesson, and I'm glad my CFI was there when I learned it.
25/25. My biggest mistake was in my first solo I never though about going around and I kept landing with just making corrections and thinking that I can make this landing. However, after watching this video I realized how safe it is to go around rather than correcting my landing for the last minute. Thank you Jason 🙏
25/25 I trained at a small class D towered airport in the California bay area. The airport has two parallel, identical runways. There are multiple flight schools there and so student activity accounts for most of the flights to and from there. I was in a Cessna 152 making a right base to runway 31R. A Citabria from another flight school was flying a left base for 31L. We flew towards each other on base, then we both bagan turns to final at approximately the same time. The student in the other aircraft overshot the left runway and drifted to the right directly in front of me. I had to go full power, climb out and go around. The other student had actually lined up on my runway. I thank God I was situational aware and ready to take action.
I have never done landings with parallel runways. That story sounded like a close accident. Good thing you acted quickly. I think a lesson can be learned from this is when making turns in a circuit pattern. Always account for turning drift when winds are present.
@@Richard-mo1nc The airport in question is KRHV. You're right about drift, my instructor always demanded I fly precise traffic patterns because with parallel runways, it's easy to come into conflict with another aircraft if you make a mistake or are sloppy.. In my particular case, I think the other student just tuned in on the wrong runway and didn't realize it right away. In hindsight, that place was a zoo of a place to learn. You could get 10 to 15 training aircraft in the pattern on a Saturday morning. It was crazy.
25/25 Amazing series! First time reporting. Felt I should share my go around story. Coming in to Falcon Field in Mesa, AZ in a Piper Comanche a few years ago with my Father, who's been a pilot for over 60 years. Lots of traffic, I'm a student pilot and it felt they were rushing us in and I couldn't handle it so my father took over. We were only a few feet off the ground and my father throttled up last minute for a go around, I had no idea what was going on. We had switched the gear down but in all the confusion didn't notice the gear down/locked lamp wasn't lit. Took it back up, found a tripped gear circuit breaker. Tried for a while to reset and put it down again, kept tripping the breaker. Finally put it down manually, did a flyby the tower and it looked down, we had a green light. Brought it back in put it down gently but unfortunately after a short roll the right main gear slowly folded up and the right wing dropped to the asphalt. Nobody was hurt, wing hit a few runway lights as it pulled us to the right slightly. Not exactly a happy ending to a go around story but could have been much worse!
I'm in for 25/25...looking forward to the live event on the 31st. I haven't started my PPL yet, but looks like it might be soon. 😀 My dad was a pilot, we flew in a rented 172 when I was 10 years old. Best memories ever! He has gone on to glory now. Thanks for your inspiration!
25/25 hey Jason! Just want say thank you very much for your classes, all your videos, advices. Helps a lot throughout my training. Finally pass last Monday 23/23 got my Private License🎉😂😅😊 I’m incredible happy 🎉
25 for 25 here. I can't believe I came this far. Great video on the most important topic, landing. As a VFR beginner, I am always eager to land and impress my CFI. That is a big mistake. I have approached the final once with too much energy. But then I have to go around. That was the only solution. Thanks Jason for a great video.
25/25. "Airspeed is king!" And, "a perfect landing starts with a perfect circuit pattern." Those two stuck with me every time I come in for a landing. I think a lot of us were fallible to the thought "I can save this landing" when we should be humble and admit to go around. One time when I was flying with my instructor practicing some light cross-wind landings on a Cessna 152, I was near the ground over the runway when the airplane drifted from the center-line and almost to the grass. Admittedly, I thought "I can save it" by applying rudder to put the airplane back in line with the runway, but instinctively my hand went for full-throttle and I informed tower a go around. I always like to think after a good landing I did it like a bird coming in to land. Not too fast and not too aggressive. Just a beautiful stable approach to landing.
I am currently working on landings. Transitioned a little high and fast. While I had a 10000 foot runway at a Class C airport. I made the decision to go around instead of risking a hard landing. Instructor was impressed because we hadn’t worked on go arounds yet. It was an easy decision to make and I would do it again if needed.
Had the best speed request recently. Descended with power right at the yellow arc. Pulled power on short final and used a slip to dissipate energy. I really enjoy having changes in the rhythm, it keeps your skills sharp!
Great content. My instructor suggested watching your channel. My GA story: I am a PPL student and had to make my first GA already during my 3rd lesson in an "antique" C152 (build 1979 - love it). It was a busy day on a non-controlled A/P (only an info tower). Another airplane was still 2/3 down on a long RWY (>3000ft). During my final at some 200ft AGL, I was unsure if the other airplane will leave the RWY in time and asked my instructor. "GA?" He just smiled: excellent decision. :) I prefer a GA over an unstable landing anytime. Gives me 10min more of being in the air and another pattern and approach practice. :D
25 for 25, great points, lots to think about when i start doing my circuit lessons, being away for 2 weeks at a time on 12hr work shifts does get me a bit rusty, but thankfully these videos are helping keep my mind fresh, even if im not able to physically practice in the time away.
I was landing at KABE for lunch one day, it was a busy clear day with both student pilots in the pattern and transient traffic including small jets. Just like you said in the video I had poor drift correction into base and overshot final, in hindsight trying not to bust the VIP TFR that was right up to the edge of the pattern. Called out a go-around to tower, cleaned up back at TPA and just did a loop in the pattern.
Great stuff. The only thing that I do differently in the airlines is when I am switched to tower freq, I keep the Go Around (depart.) freq in STBY. “Plan for the go around…. surprise yourself by landing”. Just another thing to think about.
#25 for me. Slowly catching up. I did learn something the other day when I was with a friend (we were in flight school together) who was getting checked out for a Cessna 172 rental. When he finished the instructor just said that he was always behind the plane when preparing to land. She commented that he was already abeam the numbers before configuring for landing. When we were in flight school, in the pattern, we were always taught that when abeam the numbers, carb heat on, throttle to 1500rpm, white arc first degree flaps. Her recommendation was to start configuration when mid-field downwind, and when you think about it makes perfect sense.
25/25 During a night flight to RFD in a 172 during flight training Approach told to me to keep my speed up as they were bringing in a "Heavy" behind me. I saw the aircraft a few miles behind me and trimmed a bit nose down to pick up speed. We were coming in fast, fast enough to do a touch and go, and another touch and go before the Heavy got there. Approach told me on the radio "Nice Hustle". That was one of the coolest things that had happened to me on the flight deck!
25/25 - In my early PPL training I did a go around ONLY because it didn’t feel right. I wasn’t fast, or high or anything. it just simply didn’t feel right. I believe that was a good move.
25/25. You're right. Monday, I had a bad landing. I did 12 TO & Ldg. I was exhausted. I was unstable because I had to let another aircraft go before me because he was faster. I was 3 miles final instead of my usual 1 mile. When I finally got stable, I didn't feel right. It was like something wrong. I was too high. I was thinking of going around, but I said I'm going to save it. I started to sink fast, but it was too late. Right when I hit full power, I hit the ground hard. No damage, I hate landing like that. I should've gone around. Always go by instinct and not trying to be Macho.
25 for 25 from Hungary🇭🇺 To me a stabilized approach is when I’m fully comfortable with and focused on my position, the airplane and my surroundings. My go-around story is briefly mentioned in one of my previous comments 🙂
Thank you Jason! There were many time I had to overshoot, most recently I was too high coming in on final. One overshoot I would not forget was during one my our circuit exercise and we are on our final approach, and a flock of birds just flew over the runway from right to left and we had to overshoot. It was like a sheet of white mantle went over across the runway.
25/25. Low time private pilot. Funny… Anytime I am approaching the runway on final and think to myself, “this is going really well!” I consider that a stable approach. 😄 it seemed like in training, my CFIs would always call out tips and corrections. When I can fly the landing without the chatter, my approaches and landings end up being really stable. I guess I get rattled by authority figures. 🤷 I’ve done my share of go around when things don’t feel right. Especially when flying in to a new airport, I plan for the go around. Great videos. Thanks for making the content available.
Great info and very well presented, Jason. I did my pp at a very busy non-towered Airport (Leesburg, VA). Most days about every third approach resulted in a go around, so it became my default expectation kind of naturally. It wasn't until more recently, flying out of quieter airports, that I discovered how reluctant some pilots are to execute the go around...I didn't even know that was a thing, tbh
25 for 25. Had a situation a few years ago where I was on final at Orlando Exec. runway 7 over the threshold, probably 100’ in the air, and tower tells me “Go Around”. Definitely illustrating that you might be called to go around at any time.
25/25. I went around on my solo. Came in too hard and bounced and as soon as I went up I did a go around. I was the first student if my CFI’s who ever did a go around on a solo. I wear that with pride.
25/25 great information. A stabilized approach for me is when there is no reason to feel uncomfortable. Everything is green, GS, speed, completed all checklists, nothing is happening that makes the approach different than normal. This could even be wind gusts, ATC changes anything, any sudden change in performance. Any reason at all to abort the approach.
25/25. To me a stabilized approach is being on a consistent glidepath on final, lined up with the runway, and on speed. Small corrections are ok but if I have to make big adjustments and manhandle the airplane I’m going around.
Not sure if you are still listening. 2 go around stories. I am a shy student pilot. Typically I ask permission for everything. Not this time. Made the decision to go around and my instructor said, “nice job”. Really felt good. Another time I didn’t even think about aborting… but really should have. Bad cross wind. TERRIBLE landing. I mean terrible. Lesson learned. Go around. I may swing the pendulum the other way… but will find center again. Your discussion is perfect. Thank you.
When I am on constant airspeed and glideslope/glidepath with trim set to keep Vapp. And of course, plane configured for landing (flaps accordingly) - GLUMPS completed. Take note of any gusting winds and add half gust factor to your Vapp. Finally, use crab/slip as necessary to stay on the runway centerline. When I fly, there are phases I play offense (staying ahead of the airplane), and times I play defense (eyes outside, never completely trusting ATC or other pilots.... maybe trust but verify...) 🙂
Here's my go-around story - years ago I was a newer pilot who had just joined a club flying operating out of a Class C airport (got my PPL at a Class D). I was flying back to the airport after taking my brother in law out to take photos of his neighborhood (he neglected to tell me he went out drinking the night before and he started filing up sick sacks after I started doing steep bank turns for his photo ops. When I got back to the airport I hit a thermal on final and did a go-around, came back and hit the thermal again and did another go-around. Third time was the charm but (needless to say) my sick passenger and ATC who was dealing with airline traffic on the same runway weren't too pleased :)
Great Video! I had just started my solo flights at a towered airport, on final and the plane in front of me was slow getting off the runway! ATC told me to go around right. I banked the plane to fly above the grass on the right side of the runway and passed the plane that was still on the runway. I am not sure what was wrong and they were not communicating with ATC at that point! I got scolded! She wanted me to turn right immediately and did not mean fly to the right of the runway. She talked me through getting back on right traffic on the downwind leg. I feel that she did not know if that plane was going to take back off and was slow to get back moving during a touch and go attempt! But I won't forget that moment and all was well! 25/25
Hey Danny! This reminds me of one my circuit training. I was flying with my instructor and as we are coming in on final, the aircraft on the hold short line was cleared for take-off. For some reason, the aircraft didn't take-off right away and was still stopped on the runway. We were probably around 500 ft AGL at this point. Instinctively I had to maneuvered to the right side of the runway and overshoot. The aircraft started it's roll at this point and went airborne ahead of me, to my 11 o'clock. I won't forget climbing along side with the other aircraft, which is at my 11 o'clock. I did a shallow climb to let the other aircraft climb higher and achieve vertical separation. We have to keep a constant visual and had to lower our nose many times during the climb to check the traffic.
25 out of 25. It has been a while since I have purposely done a go around. I would say a stable approach is one that requires minimal throttle adjustments to maintain the desired glide-path to your planned touchdown spot. The last time I purposely performed a go around was probably excessive airspeed.
25 for 25. I had a "high energy" situation on my PPL checkride. The last landing my DPE wanted to see was emergency power off. He killed the power right when we were abeam the numbers. I made the turn to base and final, but as I crossed the threshold I was at almost 90 knots in a 172! Prior to the maneuver the DPE said "for this last one, just get me safely on the runway, and you're good." So, at just over 85 knots I held the pitch attitude and let the aircraft foat and slow down until it was ready to land (had plenty of runway to deal with). I knew if i tried to increase the pitch we would have ballooned, so I just let the plane do its thing.
25 for 25. I'm finishing up my IFR training and preping for my checkride. I think IFR training really helps creating a habit of going around, it's top of mind from practicing missed approach procedures.
25 for 25. This is such a great series! I learned how to fly on a 2300 foot grass strip with a LARGE oak tree at the approach end of the runway. As a result, I became very accustomed to making steeper than normal approaches in order to clear the obstacle and still be able to not land too long on a short runway. To this day, 20 years later, I still make steep approaches. I suppose it's better to have too much altitude than not enough, right? One day, I was flying into Montgomery, Alabama in a 172 behind a Mooney that was on final while I was on right base. I couldn't see the Mooney, so I maintained altitude until I could see where he was. By the time I found him, I was turning final and I was WAY above the glideslope. Tower asked if I would like a 360 and I politely declined. I chopped the power and slipped it all the way to the threshold. Airspeed and descent rate stayed stable and safe the whole time. It was one of the most enjoyable final approaches I ever made. When I landed, the tower said, "Wow, that was pretty impressive!" Of course, my decision to do this might have been influenced by the fact that the runway is 9,000 feet long...😄
a good discussion. Clearly much of what you are discussing is relative to IR flying and MANY PPLs would be confused by this. I really wish more true IR training was done during the PPL training, and not just unusual attitudes and upset recoveries but what it actually means to fly IR and especially a stable IR approach .
A student at my flight school recently had a runway excursion due to an unstsbilized approach combined with false reports of runway conditions from airport management. He came in too fast and bounced then tried to recover the landing instead of going around and ended up in a runway sign. There were no injuries but the plane needs a wing, nose gear, prop, and an engine overhaul. The airport was reporting all surfaces 3 3 3 when in fact it was glare ice with 1/4 inch loose snow, it was so slick i could barely stand up when we went to recover the plane. The FAA rep said not to pay attention to the ficon rating because its not a reliable system.
A stabilized approach to me is trimming the aircraft to where my airspeed and descent rate are where they should be with 25 degrees of flaps. Full flaps when I've made the airport for sure, and a slight bit more trim to keep the nose down. If I need to go around I go whenever I feel there is danger. One important thing to know: If you apply full power, most likely your aircraft is going to pitch up and need lots of right rudder! New pilots need to know this and practice pushing the nose down, (yoke forward) and SLOWLY reduce flaps while gaining airspeed. The more powerful your airplane, the more the pitch up affect. 25/25
25 out of 25. 😎 I always have a gut feeling requirement on landings. On speed, on glideslope, checklists complete, aircraft configured for landing, but if my gut says it isn’t right, I’m going around.
25/25 a stable approach is proper airspeed and decent rate with coordinated turns. Never land while airspeed is high. I have seen a video on retraction of flaps after you are in ground effect, which probably makes for smoother landing and helps prevent ballooning. I like this years SPC being focused more on instrument skills which makes for safer pilots. Understanding instruments should be required for pilots. Even if I were flying VFR I would use VORs and ILS as backup if nothing else.
Whilst only having recently solo in my Ka6Cr ( Built March 1959) glider many years ago, after a winch take-off I was uncomfortable with the intermittent high wind speed so decided to 'go around' and land immediately. Whilst going for a Silver award in this aircraft I achieved 25km distance, 5,000 hight and the final 5 hour duration I missed by 10 minutes in what by todays standards was a flying brick, with a maximum glide ratio of 32:1 at 80 KM/h!. I always felt it was unfair not to have a 'handicap' for plane performance ,as if I had been in a modern glider I would have easily got the silver award.
25/25. A stabilized approach for me means enough of a final leg to dial in speed, altitude, flaps, GUMPS checklist and everything else. Most botched landings are the short finals
25 for 25. High energy/speed is one issue I struggle with. In being honest with myself the pattern and being close to the ground, (sub 3000’), is unnerving and sometimes overwhelming, I commonly land long, float way beyond my mark. When I’m the pattern and that close to the ground I get so fixated on airspeed for safety and desiring enough buffer/headroom away from a stall/spin. At higher altitudes I’m proficient at slow flight, in the pattern my mindset changes from comfort to fixation on more airspeed.
25 for 25. I'm a renter, so I fly 3 different types of airplanes. The Tecnam Eaglet is so responsive, that even with a somewhat unstabilized approach, you can still have a good landing. The C172 is middle of the road (I've run off the end of our short runway once before in it, so I always aim to land on the numbers now), and the RV12 doesn't slow down well, so it's easy to come in too high and too fast if you're not paying attention. I rotate between all 3 and it keeps me on my toes.
25 for 25 I would have to say that until I saw this episode, I didn't have a good definition of what is a stabilized approach. Or at least I couldn't have articulated it well. I did do an intentional go around during my training that I've done so far at a small airport that doesn't get a lot of use. I was on final with a good approach VASI was showing I was where I needed to be, but my instructor told me to pretend that something with the approach was "off" and to go ahead and execute a missed approach and go around. I flew the plane then announced on the CTAF we were going around. At the time I hadn't planned for a go around, and that may have been the reason my instructor had me do it, I don't know for sure. It was humbling to do that in a planned fashion, let alone had it been actually necessary due to an actual reason for "needing" the go around.
25 for 25. When I was downwind, tower said that I’ll be number 2 behind a 172 and that a hawker or citation will be following behind me. I had asked tower if I could extend my downwind behind the jet, but he said it would’ve been too long of a downwind. When I turned base, I could tell that I’m too close for comfort behind the 172, so going around was already in my mind. By the time I was final, I saw the 172 missed a turn off and I executed my go around. My instructor said I made a good decision.
25 for 25: I have had to make go arounds with passengers in the airplane. Had to swallow the pride and realize I was not on a stabilized approach and execute the go around knowing the passengers were going to know I had messed up the approach. It's cheaper to take gentle ribbing from passengers than to spring for new landing gear and tires....haha
Couple of questions: 1) The airport I have used the most is KLUK. On some of those runways, there are drainage grates at regular intervals, on the centerline. I avoid these when taxiing. should I also land just off the centerline, for the same reason? 2) You stress a sterile cockpit. In many of your videos, you are talking to the camera all the way to the ground. Would it be better to voice over during the edit, rather than ignore that important concept? Thank you. Love the content. BD
Great content. When I was training, I thought all pilots would be smart enough to following the rules, especially in the pattern. Boy, was I wrong. There are nearly as many entitled, thoughtless, ignorant, and outright clueless people in airplanes as there are on the road in cars. On the road you're dealing with people on cell phones and really have no place driving a car. In the air, it would seem some people got training from an inebriated CFI that was just looking for a paycheck. They weren't taught procedure, courtesy, and most importantly safety. It sometimes really is the Wild West. I've had a commercial pilot pull in front of me on final with his Cub with no radio announcement. The guy flies for United and can't afford a handheld??? I had to go around. Once had a CFI with a student doing maneuvers (not landing) in an airport pattern. Ya gotta be kidding me. I actually reported that plane to the FAA. Never heard any followup. Which brings me to a question... Should these ignorant, entitled pilots be reported? How else will they learn before killing themselves and someone else? Or do I just walk over to them on the ground and introduce them to a Louisville Slugger?
25/25. 99 percent of my approaches are non-towered, I need to practice at towered fields. Stabilized approach is on speed, on altitude, on decent rate, on centerline.
My glider instructor wasn’t too happy when I tried to do a go-around haha
25 for 25. Great series!! I'm a newer pilot, but I did have a go around experience that I feel is important to share.
Here it is: I had never been in Class B airspace before and was flying a newly purchased plane with an instructor thru Las Vegas. He suggested we land at North Las Vegas (KVGT) coming from the east, staring a Hoover Dam. I struggled with the "rapid fire" ATC from Nellis Approach and when I was passed to KVGT tower I was asked to enter a left base for for 12R, but stay at 800 feet until I turned final so I would pass over a Pilatus landing on 12L. I didn't modify my pattern to give myself more room to descend and when I turned to final I tried to slip in, but was way to high. When I realized I needed to go around, because of the Class B I prioritized calling the tower to let them know I needed to go around and forgot to fly the airplane and put power back in. My CFI immediately reached over and applied power, saving us from a stall at 500 feet. Once we had landed and shutdown, I was feeling pretty bad, but my instructor told me of a similar issue he had as a young pilot, which is why he had suggested we enter the airspace.
We all say aviate, navigate, communicate, however I was surprised at how i was able to be distracted into not flying the plane. It was a good lesson, and I'm glad my CFI was there when I learned it.
You made it that day, ever time you fly you need to say it to yourself...do not get complacent. Fly the airplane
I am a student at KVGT right now, it was fun picturing your experience.
Just remember there's no rush to tell the tower that you're going around.
25/25. My biggest mistake was in my first solo I never though about going around and I kept landing with just making corrections and thinking that I can make this landing. However, after watching this video I realized how safe it is to go around rather than correcting my landing for the last minute. Thank you Jason 🙏
Same here. CFIs don’t like go-arounds, at least in my case.
25/25
I trained at a small class D towered airport in the California bay area. The airport has two parallel, identical runways. There are multiple flight schools there and so student activity accounts for most of the flights to and from there. I was in a Cessna 152 making a right base to runway 31R. A Citabria from another flight school was flying a left base for 31L. We flew towards each other on base, then we both bagan turns to final at approximately the same time. The student in the other aircraft overshot the left runway and drifted to the right directly in front of me. I had to go full power, climb out and go around. The other student had actually lined up on my runway. I thank God I was situational aware and ready to take action.
I have never done landings with parallel runways. That story sounded like a close accident. Good thing you acted quickly. I think a lesson can be learned from this is when making turns in a circuit pattern. Always account for turning drift when winds are present.
@@Richard-mo1nc The airport in question is KRHV. You're right about drift, my instructor always demanded I fly precise traffic patterns because with parallel runways, it's easy to come into conflict with another aircraft if you make a mistake or are sloppy.. In my particular case, I think the other student just tuned in on the wrong runway and didn't realize it right away. In hindsight, that place was a zoo of a place to learn. You could get 10 to 15 training aircraft in the pattern on a Saturday morning. It was crazy.
25/25 Amazing series! First time reporting. Felt I should share my go around story. Coming in to Falcon Field in Mesa, AZ in a Piper Comanche a few years ago with my Father, who's been a pilot for over 60 years. Lots of traffic, I'm a student pilot and it felt they were rushing us in and I couldn't handle it so my father took over. We were only a few feet off the ground and my father throttled up last minute for a go around, I had no idea what was going on. We had switched the gear down but in all the confusion didn't notice the gear down/locked lamp wasn't lit. Took it back up, found a tripped gear circuit breaker. Tried for a while to reset and put it down again, kept tripping the breaker. Finally put it down manually, did a flyby the tower and it looked down, we had a green light. Brought it back in put it down gently but unfortunately after a short roll the right main gear slowly folded up and the right wing dropped to the asphalt. Nobody was hurt, wing hit a few runway lights as it pulled us to the right slightly. Not exactly a happy ending to a go around story but could have been much worse!
I'm in for 25/25...looking forward to the live event on the 31st. I haven't started my PPL yet, but looks like it might be soon. 😀
My dad was a pilot, we flew in a rented 172 when I was 10 years old. Best memories ever! He has gone on to glory now. Thanks for your inspiration!
25/25 hey Jason!
Just want say thank you very much for your classes, all your videos, advices.
Helps a lot throughout my training.
Finally pass last Monday 23/23 got my Private License🎉😂😅😊
I’m incredible happy 🎉
25 for 25 here. I can't believe I came this far. Great video on the most important topic, landing. As a VFR beginner, I am always eager to land and impress my CFI. That is a big mistake. I have approached the final once with too much energy. But then I have to go around. That was the only solution. Thanks Jason for a great video.
25/25. "Airspeed is king!" And, "a perfect landing starts with a perfect circuit pattern." Those two stuck with me every time I come in for a landing. I think a lot of us were fallible to the thought "I can save this landing" when we should be humble and admit to go around. One time when I was flying with my instructor practicing some light cross-wind landings on a Cessna 152, I was near the ground over the runway when the airplane drifted from the center-line and almost to the grass. Admittedly, I thought "I can save it" by applying rudder to put the airplane back in line with the runway, but instinctively my hand went for full-throttle and I informed tower a go around. I always like to think after a good landing I did it like a bird coming in to land. Not too fast and not too aggressive. Just a beautiful stable approach to landing.
I am currently working on landings. Transitioned a little high and fast. While I had a 10000 foot runway at a Class C airport. I made the decision to go around instead of risking a hard landing. Instructor was impressed because we hadn’t worked on go arounds yet. It was an easy decision to make and I would do it again if needed.
Had the best speed request recently. Descended with power right at the yellow arc. Pulled power on short final and used a slip to dissipate energy. I really enjoy having changes in the rhythm, it keeps your skills sharp!
25 and this was most applicable video to where I’m at prior to doing my first solo. Love all your videos Jason! Thank you so much.
Great content. My instructor suggested watching your channel. My GA story: I am a PPL student and had to make my first GA already during my 3rd lesson in an "antique" C152 (build 1979 - love it). It was a busy day on a non-controlled A/P (only an info tower). Another airplane was still 2/3 down on a long RWY (>3000ft). During my final at some 200ft AGL, I was unsure if the other airplane will leave the RWY in time and asked my instructor. "GA?" He just smiled: excellent decision. :) I prefer a GA over an unstable landing anytime. Gives me 10min more of being in the air and another pattern and approach practice. :D
25 for 25, great points, lots to think about when i start doing my circuit lessons, being away for 2 weeks at a time on 12hr work shifts does get me a bit rusty, but thankfully these videos are helping keep my mind fresh, even if im not able to physically practice in the time away.
25/25 headed to the ground school to look at IFR. Was humbled by an instructor today I believe I need more training
I was landing at KABE for lunch one day, it was a busy clear day with both student pilots in the pattern and transient traffic including small jets. Just like you said in the video I had poor drift correction into base and overshot final, in hindsight trying not to bust the VIP TFR that was right up to the edge of the pattern. Called out a go-around to tower, cleaned up back at TPA and just did a loop in the pattern.
Great stuff. The only thing that I do differently in the airlines is when I am switched to tower freq, I keep the Go Around (depart.) freq in STBY. “Plan for the go around…. surprise yourself by landing”.
Just another thing to think about.
#25 for me. Slowly catching up. I did learn something the other day when I was with a friend (we were in flight school together) who was getting checked out for a Cessna 172 rental. When he finished the instructor just said that he was always behind the plane when preparing to land. She commented that he was already abeam the numbers before configuring for landing. When we were in flight school, in the pattern, we were always taught that when abeam the numbers, carb heat on, throttle to 1500rpm, white arc first degree flaps. Her recommendation was to start configuration when mid-field downwind, and when you think about it makes perfect sense.
25/25 During a night flight to RFD in a 172 during flight training Approach told to me to keep my speed up as they were bringing in a "Heavy" behind me. I saw the aircraft a few miles behind me and trimmed a bit nose down to pick up speed. We were coming in fast, fast enough to do a touch and go, and another touch and go before the Heavy got there. Approach told me on the radio "Nice Hustle". That was one of the coolest things that had happened to me on the flight deck!
25/25 - In my early PPL training I did a go around ONLY because it didn’t feel right. I wasn’t fast, or high or anything. it just simply didn’t feel right. I believe that was a good move.
25/25. You're right. Monday, I had a bad landing. I did 12 TO & Ldg. I was exhausted. I was unstable because I had to let another aircraft go before me because he was faster. I was 3 miles final instead of my usual 1 mile. When I finally got stable, I didn't feel right. It was like something wrong. I was too high. I was thinking of going around, but I said I'm going to save it. I started to sink fast, but it was too late. Right when I hit full power, I hit the ground hard. No damage, I hate landing like that. I should've gone around. Always go by instinct and not trying to be Macho.
25 for 25!! Another great video and a good reminder to everyone to be prepared to go around on every landing!!
25/25. This is extremely applicable to me right now. Most of my recent flight training has been traffic pattern and touch and goes. Very good stuff!
I’m right in the same spot in my training.
I can tell you that, with an AOA, stable approaches are more the norm than before I had it installed. Great Series Jason
25 for 25 yes I’ve done many go around in my flying career stabilized approach are so important Thanks Jason for reminding all of us of that 😊
25 for 25 from Hungary🇭🇺
To me a stabilized approach is when I’m fully comfortable with and focused on my position, the airplane and my surroundings.
My go-around story is briefly mentioned in one of my previous comments 🙂
Thank you Jason! There were many time I had to overshoot, most recently I was too high coming in on final. One overshoot I would not forget was during one my our circuit exercise and we are on our final approach, and a flock of birds just flew over the runway from right to left and we had to overshoot. It was like a sheet of white mantle went over across the runway.
25/25. Low time private pilot. Funny… Anytime I am approaching the runway on final and think to myself, “this is going really well!” I consider that a stable approach. 😄 it seemed like in training, my CFIs would always call out tips and corrections. When I can fly the landing without the chatter, my approaches and landings end up being really stable. I guess I get rattled by authority figures. 🤷 I’ve done my share of go around when things don’t feel right. Especially when flying in to a new airport, I plan for the go around. Great videos. Thanks for making the content available.
25/25: Great tips on stabilized approaches. Stabilized approach are so important! Yes I’ve done many go around in my flying.
Great info and very well presented, Jason. I did my pp at a very busy non-towered Airport (Leesburg, VA). Most days about every third approach resulted in a go around, so it became my default expectation kind of naturally. It wasn't until more recently, flying out of quieter airports, that I discovered how reluctant some pilots are to execute the go around...I didn't even know that was a thing, tbh
25 for 25. Had a situation a few years ago where I was on final at Orlando Exec. runway 7 over the threshold, probably 100’ in the air, and tower tells me “Go Around”. Definitely illustrating that you might be called to go around at any time.
25/25. Thanks - go arounds are an important part of flying, and the reminder is always helpful.
25-25. This has been a great learning month. Thank you MzeroA.
25/25. I went around on my solo. Came in too hard and bounced and as soon as I went up I did a go around. I was the first student if my CFI’s who ever did a go around on a solo. I wear that with pride.
25/25 great information. A stabilized approach for me is when there is no reason to feel uncomfortable. Everything is green, GS, speed, completed all checklists, nothing is happening that makes the approach different than normal. This could even be wind gusts, ATC changes anything, any sudden change in performance. Any reason at all to abort the approach.
25/25 Thank you Jason and MzeroA Team for all of the knowledge slides and video productions!
25/25. To me a stabilized approach is being on a consistent glidepath on final, lined up with the runway, and on speed. Small corrections are ok but if I have to make big adjustments and manhandle the airplane I’m going around.
25/25. I've learned so much in this series. Your explanation to everything covered is amazing!
25/25! Thanks Jason!... also, extending downwind for a twin or jet on 3-5 mile final eases stress too!
Not sure if you are still listening. 2 go around stories. I am a shy student pilot. Typically I ask permission for everything. Not this time. Made the decision to go around and my instructor said, “nice job”. Really felt good. Another time I didn’t even think about aborting… but really should have. Bad cross wind. TERRIBLE landing. I mean terrible. Lesson learned. Go around. I may swing the pendulum the other way… but will find center again. Your discussion is perfect. Thank you.
When I am on constant airspeed and glideslope/glidepath with trim set to keep Vapp. And of course, plane configured for landing (flaps accordingly) - GLUMPS completed. Take note of any gusting winds and add half gust factor to your Vapp. Finally, use crab/slip as necessary to stay on the runway centerline.
When I fly, there are phases I play offense (staying ahead of the airplane), and times I play defense (eyes outside, never completely trusting ATC or other pilots.... maybe trust but verify...) 🙂
This series is BEYOND epic! Thank you Jason. 25/25
Up to date…25/25. Keep ‘em coming!
25/25. Awesome content today, I love it, thank you Jason
Here's my go-around story - years ago I was a newer pilot who had just joined a club flying operating out of a Class C airport (got my PPL at a Class D). I was flying back to the airport after taking my brother in law out to take photos of his neighborhood (he neglected to tell me he went out drinking the night before and he started filing up sick sacks after I started doing steep bank turns for his photo ops. When I got back to the airport I hit a thermal on final and did a go-around, came back and hit the thermal again and did another go-around. Third time was the charm but (needless to say) my sick passenger and ATC who was dealing with airline traffic on the same runway weren't too pleased :)
Great Video! I had just started my solo flights at a towered airport, on final and the plane in front of me was slow getting off the runway! ATC told me to go around right. I banked the plane to fly above the grass on the right side of the runway and passed the plane that was still on the runway. I am not sure what was wrong and they were not communicating with ATC at that point! I got scolded! She wanted me to turn right immediately and did not mean fly to the right of the runway. She talked me through getting back on right traffic on the downwind leg. I feel that she did not know if that plane was going to take back off and was slow to get back moving during a touch and go attempt! But I won't forget that moment and all was well! 25/25
Hey Danny! This reminds me of one my circuit training. I was flying with my instructor and as we are coming in on final, the aircraft on the hold short line was cleared for take-off. For some reason, the aircraft didn't take-off right away and was still stopped on the runway. We were probably around 500 ft AGL at this point. Instinctively I had to maneuvered to the right side of the runway and overshoot. The aircraft started it's roll at this point and went airborne ahead of me, to my 11 o'clock. I won't forget climbing along side with the other aircraft, which is at my 11 o'clock. I did a shallow climb to let the other aircraft climb higher and achieve vertical separation. We have to keep a constant visual and had to lower our nose many times during the climb to check the traffic.
25/25 Got most of what was said in this episode, but “going around” to watch it again to be sure I understand it better.
I just found this channel and this is my first video but Im going to go back to watch from the first video. Great Stuff
25 out of 25. It has been a while since I have purposely done a go around. I would say a stable approach is one that requires minimal throttle adjustments to maintain the desired glide-path to your planned touchdown spot. The last time I purposely performed a go around was probably excessive airspeed.
25 for 25. I had a "high energy" situation on my PPL checkride. The last landing my DPE wanted to see was emergency power off. He killed the power right when we were abeam the numbers. I made the turn to base and final, but as I crossed the threshold I was at almost 90 knots in a 172! Prior to the maneuver the DPE said "for this last one, just get me safely on the runway, and you're good." So, at just over 85 knots I held the pitch attitude and let the aircraft foat and slow down until it was ready to land (had plenty of runway to deal with). I knew if i tried to increase the pitch we would have ballooned, so I just let the plane do its thing.
25 for 25! Thanks Jason for all your hard work and great content!
25/25!! Thanks for the great videos!!! I am so new I have not got to land or learn landings yet. I can't wait until I get too!!!
25 for 25. I'm finishing up my IFR training and preping for my checkride. I think IFR training really helps creating a habit of going around, it's top of mind from practicing missed approach procedures.
25-4-25! “Task saturation” is a critical concept I learned while working at a nuclear facility!😬 Great video!
Great series Jason..
25/25! On speed, on glide path, configured properly, on final.
25/25 Great refreshers as always!!
25 for 25. This is such a great series!
I learned how to fly on a 2300 foot grass strip with a LARGE oak tree at the approach end of the runway. As a result, I became very accustomed to making steeper than normal approaches in order to clear the obstacle and still be able to not land too long on a short runway. To this day, 20 years later, I still make steep approaches. I suppose it's better to have too much altitude than not enough, right?
One day, I was flying into Montgomery, Alabama in a 172 behind a Mooney that was on final while I was on right base. I couldn't see the Mooney, so I maintained altitude until I could see where he was. By the time I found him, I was turning final and I was WAY above the glideslope. Tower asked if I would like a 360 and I politely declined. I chopped the power and slipped it all the way to the threshold. Airspeed and descent rate stayed stable and safe the whole time. It was one of the most enjoyable final approaches I ever made. When I landed, the tower said, "Wow, that was pretty impressive!" Of course, my decision to do this might have been influenced by the fact that the runway is 9,000 feet long...😄
a good discussion. Clearly much of what you are discussing is relative to IR flying and MANY PPLs would be confused by this. I really wish more true IR training was done during the PPL training, and not just unusual attitudes and upset recoveries but what it actually means to fly IR and especially a stable IR approach .
25/25. Good to hear this subject. Great video.
A student at my flight school recently had a runway excursion due to an unstsbilized approach combined with false reports of runway conditions from airport management. He came in too fast and bounced then tried to recover the landing instead of going around and ended up in a runway sign. There were no injuries but the plane needs a wing, nose gear, prop, and an engine overhaul. The airport was reporting all surfaces 3 3 3 when in fact it was glare ice with 1/4 inch loose snow, it was so slick i could barely stand up when we went to recover the plane. The FAA rep said not to pay attention to the ficon rating because its not a reliable system.
A stabilized approach to me is trimming the aircraft to where my airspeed and descent rate are where they should be with 25 degrees of flaps. Full flaps when I've made the airport for sure, and a slight bit more trim to keep the nose down. If I need to go around I go whenever I feel there is danger. One important thing to know: If you apply full power, most likely your aircraft is going to pitch up and need lots of right rudder! New pilots need to know this and practice pushing the nose down, (yoke forward) and SLOWLY reduce flaps while gaining airspeed. The more powerful your airplane, the more the pitch up affect. 25/25
25 out of 25. 😎
I always have a gut feeling requirement on landings. On speed, on glideslope, checklists complete, aircraft configured for landing, but if my gut says it isn’t right, I’m going around.
Thanks always great content.
25 for 25 -- still hanging in there , enjoying each video !!
25 of 25. Great stuff!
25/25 a stable approach is proper airspeed and decent rate with coordinated turns. Never land while airspeed is high. I have seen a video on retraction of flaps after you are in ground effect, which probably makes for smoother landing and helps prevent ballooning.
I like this years SPC being focused more on instrument skills which makes for safer pilots. Understanding instruments should be required for pilots. Even if I were flying VFR I would use VORs and ILS as backup if nothing else.
25 for 25. Great info for new and existing pilots.
25/25. Good point on the "I can fix this" attitude being a red flag that we should be going around!
25 for 25 thanks for the reminder to not second guess ourselves. Our "gut" doesn't like to us. Thanks for great content!!
25/25, will keep these for review, thank you much...
25/25. Keep up the great work.
Whilst only having recently solo in my Ka6Cr ( Built March 1959) glider many years ago, after a winch take-off I was uncomfortable with the intermittent high wind speed so decided to 'go around' and land immediately. Whilst going for a Silver award in this aircraft I achieved 25km distance, 5,000 hight and the final 5 hour duration I missed by 10 minutes in what by todays standards was a flying brick, with a maximum glide ratio of 32:1 at 80 KM/h!. I always felt it was unfair not to have a 'handicap' for plane performance ,as if I had been in a modern glider I would have easily got the silver award.
25/25. A stabilized approach for me means enough of a final leg to dial in speed, altitude, flaps, GUMPS checklist and everything else. Most botched landings are the short finals
25 for 25. High energy/speed is one issue I struggle with. In being honest with myself the pattern and being close to the ground, (sub 3000’), is unnerving and sometimes overwhelming, I commonly land long, float way beyond my mark. When I’m the pattern and that close to the ground I get so fixated on airspeed for safety and desiring enough buffer/headroom away from a stall/spin. At higher altitudes I’m proficient at slow flight, in the pattern my mindset changes from comfort to fixation on more airspeed.
Thank you
25 for 25. I'm a renter, so I fly 3 different types of airplanes. The Tecnam Eaglet is so responsive, that even with a somewhat unstabilized approach, you can still have a good landing. The C172 is middle of the road (I've run off the end of our short runway once before in it, so I always aim to land on the numbers now), and the RV12 doesn't slow down well, so it's easy to come in too high and too fast if you're not paying attention. I rotate between all 3 and it keeps me on my toes.
25 for 25 I would have to say that until I saw this episode, I didn't have a good definition of what is a stabilized approach. Or at least I couldn't have articulated it well. I did do an intentional go around during my training that I've done so far at a small airport that doesn't get a lot of use. I was on final with a good approach VASI was showing I was where I needed to be, but my instructor told me to pretend that something with the approach was "off" and to go ahead and execute a missed approach and go around. I flew the plane then announced on the CTAF we were going around. At the time I hadn't planned for a go around, and that may have been the reason my instructor had me do it, I don't know for sure. It was humbling to do that in a planned fashion, let alone had it been actually necessary due to an actual reason for "needing" the go around.
25/25! Great stuff!
25 for 25. When I was downwind, tower said that I’ll be number 2 behind a 172 and that a hawker or citation will be following behind me. I had asked tower if I could extend my downwind behind the jet, but he said it would’ve been too long of a downwind. When I turned base, I could tell that I’m too close for comfort behind the 172, so going around was already in my mind. By the time I was final, I saw the 172 missed a turn off and I executed my go around. My instructor said I made a good decision.
All caught up! 🎉
25 for 25 hello from Osaka, Japan. I finally got my visa to USA, so my IFR training coming soon!
25 for 25: I have had to make go arounds with passengers in the airplane. Had to swallow the pride and realize I was not on a stabilized approach and execute the go around knowing the passengers were going to know I had messed up the approach. It's cheaper to take gentle ribbing from passengers than to spring for new landing gear and tires....haha
Couple of questions: 1) The airport I have used the most is KLUK. On some of those runways, there are drainage grates at regular intervals, on the centerline. I avoid these when taxiing. should I also land just off the centerline, for the same reason? 2) You stress a sterile cockpit. In many of your videos, you are talking to the camera all the way to the ground. Would it be better to voice over during the edit, rather than ignore that important concept?
Thank you. Love the content. BD
25/25 Wonderful content!!
25/25! Great info!
25/25 Good tips and thank you for sharing your experience.
Hi, great stuff … but why 2 wrist watches? Sorry just curious 😊
How does this apply to power off 180s?
I like a stabilized approach at all airports including our grass runway
25 25 / 25 Love the series.
Great content. When I was training, I thought all pilots would be smart enough to following the rules, especially in the pattern. Boy, was I wrong. There are nearly as many entitled, thoughtless, ignorant, and outright clueless people in airplanes as there are on the road in cars. On the road you're dealing with people on cell phones and really have no place driving a car. In the air, it would seem some people got training from an inebriated CFI that was just looking for a paycheck. They weren't taught procedure, courtesy, and most importantly safety. It sometimes really is the Wild West. I've had a commercial pilot pull in front of me on final with his Cub with no radio announcement. The guy flies for United and can't afford a handheld??? I had to go around. Once had a CFI with a student doing maneuvers (not landing) in an airport pattern. Ya gotta be kidding me. I actually reported that plane to the FAA. Never heard any followup. Which brings me to a question... Should these ignorant, entitled pilots be reported? How else will they learn before killing themselves and someone else? Or do I just walk over to them on the ground and introduce them to a Louisville Slugger?
25/25 great content
I have found the most frightening exercise I have ever done while learning to fly solo is doing the unusual attitudes. It is very, very scary.
25/25. 99 percent of my approaches are non-towered, I need to practice at towered fields. Stabilized approach is on speed, on altitude, on decent rate, on centerline.
25 for 25 Learning aviation first thing in the morning ! Getting to be a nice habit
25/25! Stabilized Approach: Airspeed does not deviate more than +/-5kts from target speed and Rate of Descent does not exceed +/-100' from 500 ft/min
25/25 let’s do this again next month 😮
25 for 25. Doing my check ride Friday 🙏🙏
25425r2!
You are NOT kidding about Wild West at uncontrolled airports.
Where did some of these guys get their license, a cracker jack box??