Fix Your Landings | Floating Down the Runway
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- Опубліковано 27 вер 2024
- Have you ever floated down the runway during your landings? The relationship between speed and altitude play a big role in determining where and how your aircraft will arrive at the ground.
There's no better description of this relationship than the one by Wolfgang Langeweische in his legendary book "Stick and Rudder," which we're paraphrasing and illustrating here.
On a personal note, reading "Stick and Rudder" did more for me in understanding how my aircraft flies than any other material, and without it I'd still be working on landings with my instructor in the pattern!
Looking to master your landings? Check out our How to Land course at flight-insight...
Perfect explanation! Getting ready for my CFI ride... I'm going to put this in my 'homework' list for students. Thanks!
_Stick and Rudder_ is a wonderful book that belongs on every pilot's bookshelf. It was written almost 80 years ago and is still applicable.
The "bank analogy" is amazing, thanks.
Good explanation of Wolfgang's law of the roller coaster as it applies to the closed or set/fixed rpm throttle. His "stall down" was the best way to deal with this situation with the Sromberg carburetor of the old days. Small Continentals using this carburetor would gulp significantly when the throttle was moved rapidly. With modern carburetors, we can bring the throttle into dynamic play as an exact glide angle and rate of descent control. Using power/pitch (power is altitude and pitch is airspeed) to control glide angle and also airspeed is a lot more effective and convenient than using the elevator for both airspeed (proper) and altitude (improper.) Too much airspeed is the problem today and Wolfgang had the solution in 1945, when the average length of a city grass runway was 1500.' "The 'stall-down' landing requires that you blend the approach glide, the flare-out, and the slowing up of the airplane all into one maneuver so that, when you arrive at ground level, you arrive in three-point attitude, all slowed up and ready to squat." Stick and Rudder p. 302. Given that we can now use dynamic power (move the throttle like a good control) to exactly control the glide angle, landing on the numbers (or any desired spot) without the energy inefficient round out and hold off ("all into one maneuver") every time becomes a default nada. Full flaps and pitch up on short final to cause enough sink to require power to maintain glide angle (first deceleration from 1.3 Vso) and then maintaining the apparent brisk walk rate of closure with the spot the same as slowing into an intersection with our autos (second deceleration/ from less than 1.3 Vso) will put us in the three point attitude Wolfgang speaks of coming into low ground effect where Vso, and out of ground effect number, is no longer relevant. Just understanding that in no wind we land well below Vso because of ground effect energy will help with our tendency to always be too fast.
Did a great job explaining how coming in with more speed will cause you to float for longer. But im shocked there was no touching on ground effect and the effect a higher airspeed close to the ground can have on how the airplane actually acts.
Very Clear Visual Presentation.
Great Video. Thanks
That taxiway at freeway is like a rollercoaster 🤣
Where's part 2? The solution?
I can't agree more with the "Stick and Rudder" comment. It should be required reading for all student pilots.
I made sure to read the whole thing as soon as I got my ppl god am I so happy I did that I become such a safer pilot
Wow. That’s really all I can say about a video this good. Wow! I do have a question though. When thinking about emergencies (engine out) when the throttle can’t put more money in the bank, how can you accurately plan for and estimate the trade off? My biggest fear is having an engine out, pitching for Vg, getting to a runway with altitude to spare and then mismanaging the energy and either over shooting or S turning too much and stalling yards before the threshold. What’s the best way to manage energy and altitude when all you have is altitude as energy? Thanks so so much for these videos!
Probably a forward slip
Am actually having this specific problem and messing up my perfect approach and it's getting frustrating to almost giving up my love of flying
We all have good and bad landings, just seems to happen, don’t sweat it and hang in there.
Same here. I’m always high and fast. Very frustrating. A beam the numbers after 10* of flaps and a power reduction, I just can’t seem to descend w/o gaining too much airspeed. And if I keep the nose up to reduce speed, I don’t descend properly. Btw I’m flying a PA28-180. Plus the field I’m at has a noise abatement which requires a tight pattern. I’ll keep at it, but it’s frustrating 😣
@@wyatt92563 same problem with me I’m also flying PA 28-181
I was too, in PA 28 181's, but I watched some of LewDix videos and he explains the importance of setting power, pitching for airspeed then trim to relieve yoke pressure. I was also perplexed by my instructors telling me to "keep the nose down" even when I was fast, but using this approach taught me that I can keep the nose down because of the induced drag, and I can manage speed with small power adjustments.
Maybe trying this approach at altitude may help solidify the concept.
ua-cam.com/video/YZYh-xQscbw/v-deo.html
I used to think this was just a Flight Simulator issue!
That’s Freeway Airport (W00) in Maryland. Did a lot of my ppl training there.
Slipping should have been focused on a touch more here. I get this is a basic intro but knowing to slip and teaching that early is super imporatnt. Maybe, if you guys did a video about slipping and landing that would be a good idea. keep up the great content :)
Worse landings are the ones when you bleed off airspeed just about 20ft above the rwy and you are below Vso.
I look at each landing "as making a cake" having a list of ingredients to achieve: perfect, with each one different.
Shopping list
* Runway length and services
* Wind direction and speed
* Manufacturer recommended range
* Approach slope KIAS "over the fence"
* Permission if controlled or clear and acknowledged radio communication before landing.
🌏🇦🇺
During my checkride I found myself in the same situation. High altitude, power at idle, airspeed +/- 75 knots, full flaps. DPE told me "try forward sleep" I did it and everything was okay.
Forward slip is the move
dude this channel is the best
I get the principle of using side slips to crab off some extra speed cash, but it makes me feel a little nervous to think about actually doing it with my low time. Sooner or later I’ll want that tool in my kit I suppose.
Learn to forward slip. You’re going to love it.
In a C172 As long as you keep your airspeed at 60kts or above and don't yank back on the controls while doing a forward slip you'll be fine.