BETTER LANDINGS - POWER OFF APPROACHES - THE LINDBERGH REFERENCE. Why you should land power off
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- Опубліковано 30 тра 2024
- Watch how I help student pilots improve power-off landings and make the best use of the Lindbergh Reference.
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📝 Contents
00:00 - Intro
00:50 - Overview
01:36 - Holding an aiming point
02:52 - Setting your power consistently
04:00 - Pilot-induced oscillations
04:40 - Skill-building exercises
05:48 - Coordination rolls and stall exercises
09:08 - Get confident controlling the airplane
09:59 - Power-off approaches at altitude
11:50 - CFI Club and the Ground School app
13:06 - Wrap up
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Glad to see you reinforcing the "Lindbergh reference." Pilots actually get fussy with me when I mention it. They were never taught to turn their head and use all the available landing references. Being a helicopter pilot has made me aware of the need for scanning and not looking over the nose or staring forward.
I have the same issue with my current CFI.
He insists that I never use the Lindbergh reference and always look straight over the hood, even if I can't see anything but the sky.
@@Incoming1983 that is terrible
@@Incoming1983 Ugh. I hate hearing this, does he have a reason for that? Is he just rebelling against me? I didn't invent the Lindbergh reference, it's old knowledge -- I just gave it a catchy name.
We did approaches in the mountains as if they were power off. if the engine fails you need to be able to make the runway. People in low elevations and flat land get mad when I do steep approaches, but I don't care.
100% -- 🙌🏻 it's always better to be in a position from which you can glide to the runway.
@@TheFinerPoints especially when the runway ends in a cliff...
I've always preferred full flap steep approaches, and I'm at sea level.
@@markthibault8579 My CFI taught me the same. Our country is almost 100% flat, but he said better to be in the last ditch than the first one.
@@TheFinerPoints it's kinda hard to glide to the runway when your number 9 on final. 😉
I enjoyed this video....here's where its hard as a student Jason. All we ever hear as a student from the FAA is don't stall the airplane.....stalls lead to spins and that's how you die.......and then so much of training is.....stalling the airplane. It's like we're intentionally scared to be scared....thus students "ginger" movements on the controls.
Dutch rolls really work well to get your feet working with the ailerons!
Another reason students over-control and cause pilot induced oscillation especially in slow flight, is control response lag time. In cruise flight, the airplane response instantly to controls. But in slow flight there is a lag in response. Students must learn about this to anticipate and accommodate it.
“Trusting the airplane,” indeed.
I was fearful of flying over water. I sweat on a flight from Florida to the Northeast because of the Chesapeake. 😬
But once I got up there and the water loomed in front of me, I had this thought, “My plane has no idea it’s flying over water. Let her do her thing.” Instantly, my fear dissipated and I flew right over the Chesapeake. And I actually enjoyed it because it was a spectacularly beautiful day.
This is the way iv been doing ,power off trim in
Loved the reference ''Don't le the horse eat grass'' ! For me it's self explanatory when relating to plane control! 😄👌
Back in the day...I never heard of or was taught the "Lindbergh Reference"...very important for landing...thx Jason
It’s an old concept - I just gave it a memorable name 😊🙌🏻
When I was Learning to Fly I always did power off approaches starting downwind before I turned base to final.
Watching his approach at 4:31, you can see he is trying to 'steer' the plane to the centreline with virtually no rudder input, as shown by the adverse yawing nose. The coordinated rolling exercise is a good way to overcome this. I'm not sure what the 'instrument blank' is for, but it's hiding the skid ball, so it's hard to point and comment on it (unless you're trying to get him to 'feel' the seat yaw).
As an ultralight instructor that started on two stroke powered ultralights, I always teach glide approaches as many a landing in those days was dead stick. As you stated, removing power from the approach helps to remove another variable in the speed, glide angle, pitch control equation of trying to land. Nice video.
IMHO he either A. Forgot about the wind correction or B. Has full flaps in gust winds. If you have a stable approach there is no need to touch anything but for the most minor adjustments.
Excellent
There's always something to take away from your videos, thanks for sharing it here! Consistent power settings is something I should work on. Power-off landings is not something we can routinely do here in Germany, as the traffic patterns for untowered airfields are prescribed (mostly for noise reasons), are often huge, and deviations must be justified. But also interesting to see how much adverse yaw there actually is when using full aileron in the C172. Also, I just realised how much I appreciate your efforts to keep the videos ad-free, so I subscribed to your patreon at the sustainer level. I have a feeling it's going to be worth it.
As a student with 21 hours, this video couldn’t have had better timing! Thank you for keeping the flow of good information available to us!
Side note: That N73707 is one of the planes I fly 😂
Your training is what all need . Thank you!
Very helpful thankyou!
I try to do a power off landing almost every time, just to keep my skills sharp.
🙌🏻
Great teaching job 👏
Another awesome teaching video! I wish I had leaned with the right instructor like you.?I went through 3 and finally finished but always feel I’m missing something. These videos really help. Would be awesome if you were ever in S Florida and would be up to taking a flight on my warrior.
@ Yamil Cabrera Lewdix is in Florida. You should watch is videos and try to fly with him.
@@motogirlz101 I do follow him also and know he is in Orlando area. Thanks
Great content!
NICE JOB 👍
Such a great CFI / Pilot!
Thanks for a great video! I just got my PPL, but I struggled with landings. Good tips here!
Wonderful tips for all levels of pilots skill levels….
Nice video, Jason! (My only suggestion: it would have been nice to see explicit, 3-step positive exchange of controls every time.)
Do it at Simulated Idle, not low idle. With some power, not idle, some flaps and some carb heat too to get 700 fpm when level. Then turn. "Simulated Idle". Be good to the good engine.
New intro! Nice!
This is the way I learned to fly and the way I always land unless flying an instrument approach or landing at a large airport where a power on approach may be needed for sequencing. Although, I have to admit that PHL used to be great working me into the flow when I was doing AirLifeLine flights there. They would bring me on a close downwind and often clear me to land abeam the runway and I could chop the power and glide in. Occasionally, they would have to extend my downwind, but they did a good job of fitting me into the airline flow.
Love tour videos mate! Greetings from New Zealand. If you come this way, let me know!
I'm coming back to flying small airplanes after barely getting my PPL and off to the Army flying helicopters. I barely recall using rudder when I was inthe C152's way back,but after slying something that requires constant pedal application, Its like i'm driving a clutch in bumper to bumper traffic when I'm in the PA28 today. Totally agree with the statement about knowing the limitations of the airplane, letting it do the work, but you as the pilot guide it.
You had me at the Corsair hoodie. Great video Jason, is the coordination turns basically a lesson on adverse yaw?
Excellent maneuvers for us CFI’s to leverage. Thanks Jason!
Awesome! There are a lot more in our Ground School app (CFI's get it free, click second link)
www.learnthefinerpoints.com/ground-school
www.learnthefinerpoints.com/cfi-club
@@TheFinerPoints Can future CFI's get it free, too? :)
My next flight I will do some slow-flight. I like the idea of power-off landings.
Got my ticket in a Cherokee 180 last year, now I’m getting checked out in a 2008 C172SP with a G1000. I flew the airplane good, steep turns, stalls,etc. I thought of you and used the ‘Lindbergh Reference’ 😃 But getting use to the G1000! I’m so use to the analog gauges. Thx for this video!
The G1000 is like flying with all the cheat codes unlocked. It’s easier to scan all the pertinent information by far, plus the readings don’t bounce around. The hardest part is learning the buttonology, or getting it to do what you want it to do. I would spend a lot of time on the ground with a battery charger hooked up so you can truly get comfortable with using it while not needing to focus attention on anything else. Purchasing a G1000 course probably wouldn’t be a bad idea if you plan on using a G1000 equipped aircraft often. It’s a super powerful tool as long as you understand how to use it. Or it could become the reason for an accident if you’re distracted while flying because you’re lost in menus. So make sure you know how to get back to the default display at any given time.
Hi Jason, ty for the video. What would you attribute really crappy landings of a 100 something hour PPL to? I know I can land just fine but sometimes especially in difficult conditions(10kt xwind, gusting) I'm a bit of hit and miss and I don't know what is going wrong in my brain when it goes wrong.
I’m sure I’ll get blasted for this, but if power, pitch, and drag as they relate to altitude and airspeed is a concept you cannot easily grasp, you might want to stay on the ground. We have people getting signed off all the time that are not really in control while flying. The GA accident rate speaks for itself.
Jason. Great videos. Could you do one explaining constant speed prop operations? I fly several aircraft with constant speed props, and though I understand the theory and operation, I would very much like your take. Thanks, Dave
Wilco!
Is there a monthly subscription for ground school yet?
My primary training wasnt like this at all. I couldnt tell you what power settings i use. I use whatever power is necessary to land the plane. I never look at the airspeed indicator. I look out the eindow and land the plane.
My Cessna 150 is prone to carburetor icing so I fly to short final with some throttle to keep the exhaust manifold warm thus carburetor heat effective. Flying with 20 deg flap setting from base turn gives the opportunity to raise them in the event of power failure to maintain glide path.
@Colin Fitzgerald What state/country are you flying in that you experience carb icing? Is it very cold there?
@@motogirlz101 I am located in Washington. The carburetor receives little heat because of its location under the cylinders on the Continental O200 engine. It is known to be susceptible to icing.
Power off way of life! I'd like to see "Short approach" simulation of real engine failure at various points on the downwind.
how many landings/hours in the circuit for a new pilot to become decent at landing/take off?? average guesstimate??
One question: What is happening with the NAV2/ILS instrument right here as the time goes from 8:38 to 8:39?
Ps I will definitely consider donating money to get rid of stupid sponsor posts 😊
I'm still pre solo so forgive me if this is a dumb question, but why does it need so much right rudder during slow flight? I noticed you showing the student it was yawing to the left without right rudder input, but all the "more right rudder" reminders always talk about it during higher to max power settings. What's causing so much left yaw tendency that slow?
Do the ads bro let’s go !!!!
I train out of KLVK. I feel like I should reach out to you to get an assessment.
We can do that, please email contact me through the website - www.learnthefinerpoints.com
When’s the IFR content coming? I did the ground school app for my private and I’m just building hour until it comes out. Really don’t want to do my IFR training any other way
🙌🏻 the ground side will be here in July in the Flight side in the early fall
👍☑
Why dont we just do power off landings all the time?
Because the data shows a power on stabilized approach to landing results in fewer accidents. And that’s the goal, fewer accidents.
@@mmayes9466 I guess until you loose power a half mile out and low.
@@frednorthup1657 "The Nall Report" was an analysis of fatal accidents and concluded that more pilots were killed by collisions in the traffic pattern during severe clear conditions than persons killed due to engine stoppage. Engine stoppage was a higher possibility with WWI vintage aircraft, but not happening so much with Continental, Lycoming and Rotax engines. Flight training was modified to teach pilots to fly a wider pattern with "corners" as apposed to the power-off 180 degree turn to a spot landing.
Tacking for a day or two? What? are you a sailor? thats straight sailor talk.
great lesson, however, you spent just as much time advertising your patreon as the commercials