3 TIPS: 1. Stabilized Approach with an aiming Point 2. Transition to a second Aiming point. 3. Use the “Lindbergh Reference” to maintain runway Alignment. Thank you so much Jason, thanks to you my 182 landings are much better. #LindberghReference
@@johnmaina6888 what I think helps me with my landings , Is first to understand that the landing is not over until aircraft is smoothly taxiing back to the hanger. Or I am back in the air. The other thing that I always tell myself is that landing is an art. When you get into the round out to land it is not scientific, I believe it is art. And it comprises of what I call a psychovisiotactile Phenomenon. This means that the landing is psychological, it is how you feel and what you think about the landing itself, it’s visual because you’re using all of the visual cues within the aircraft and outside of the aircraft, and it’s tactile because you’re feeling your body in the airplane itself, and how you feel in your seat as well as your hands on the controls. I might be the weirdest person for describing it this way but I truly believe that this is what landing and aircraft truly is.
Student pilot here, working on landings, the roundout portion of the landing has been the most aggravating part for me I think. I just found your channel on here but I’m going to go and apply these tips during my next session. Thank you so much
Great points- all important - and even more valuable to improving your landings is to analyze what phase you are in- because each stage adds more elements to keep in mind. When you can juggle all those steps together- voila your landings will continue to improve.
I've been away from flying for about 10 years, struggled at first getting the timing right again. This is AMAZING, thank you !!! After watching this video, I flew the next day, and SHAZAM, landings were right on point again. THANK YOU !!!
Hi Jason, I am not a new pilot but changing my syndicate, moving from AA5 to PA-28 (181). So had to get the landing spot on as this is a VERY heavy-nose AC. My landing was all over the place until I saw your video. The 4-second flair was the breaking point for me (I was ballooning a lot). When I get that right then moved my attention to 2nd aiming point. Finally, I took your advice where you said: "... Stop watching this video, go and practice..." and did nail it, well, at least for today. So, God bless you. I owe you a big Thank you.
What you described about picking a reference point and then looking at the end of the runway during the flare is exactly what the HUD does in the 737 NGs during an IFR ILS approach and landing. Off to the side it has carrots for airspeed on the left and the radio altimeter on the right, but in the center is a circle that you aim for with pitch indicator markers. Beneath it your feet above ground level is displayed, and as it begins the 50, 40, 30 etc callouts the circle moves up from the initial reference point so that you flare.
Certainly, having the landing divided into a distinct, five section mental checklist makes the landing phase easier to manage. 1. Stabilized approach, 2. Aiming point two on round out. 3. Lindberg check 4. Flare to touch down 5. Rollout Great advice, every days a school day.
The timing of this video was great. It had been over a month since I had been in the air and last time I flew I was still struggling a little bit with landing my friend's Cherokee. I watched it before going out and practicing some solo landings and it really helped. The timing of shifting my focus from my aiming point to the end of the runway had me coming in too high and touching down hard. I got the timing right in my landings today and they were much smoother.
Excellent advice, I begin my approach setup on downwind, power and speed is set, then opposite the numbers I cut to my approach rpm and speed, set 10° flaps and continue till final where I adjust my power and speed for a stabilized final, pick my spot and transition smoothly in the round-out. Works great for me and others I helped. Thanks for the excellent video's.
Jason, I really enjoy your videos. As a new student pilot at 55 years old, I can appreciate the pin point information. I am in the CCT now and landings are a struggle. Particular that final flare and as you call it site picture. I don't have a problem with the pattern. Here's my question. You talk about aiming point (That spot that appears to not move). I don't know if I have that figured out yet. Then you talk about just in front of that when you see about 100 feet in front start to disappear to round out, transistion, what ever people what to call it. Here is my problem, and maybe I am over analyzing it. This seems to be a very abstract and relative position. This all depends on how high up you sit in the cockpit. For Me I tend to sit high (almost looking down at the nose / spinner. Is this too high? Is this why I find myself almost rushing to level out and let it glide in and bleed off the energy? Should I be sitting lower where I can barely see over the front dash? Amy I missing something more basic. Visualizing these site picture of the spot on the runway that doesn't appear to move seems very out of reach for me right now. I don't really see it. Anyone? Thoughts?
When trying to precisely localize the position of a moving vehicle, it is natural to focus on an area very near the vehicle. This is a habit which must be broken! In a helicopter, one of the worst habits when attempting to hover precisely prior to landing is to look too near the aircraft, especially to stare at the skids ... looking primarily in the distance smooths everything out ... non-central vision provides a surprising amount of localization. The same with an airplane ... looking too near the airplane and anticipating the flare and touchdown spot results in less than pretty landings ... and it is truly unnatural to look into the distance when you are trying to accomplish something which is very close. The same in a car ... novice drivers tend to look very near the car's contact area with the road and this results in a surprising degree imprecision and constant correction.
I think what you referenced at the end of the video is very important. Landings (Like anything we learn) have "components" or "sections". Each component has a "tolerance". It has to be within THIS and THAT altitude or speed or course. Learn what that tolerance is and train to put yourself within the tolerance. Then you can evaluate your performance based on objective, tangible points - ie "I was 20 ft high on approach". Expect, logically, to see any subsequent components to "suffer their tolerances" because this height thing was out of spec. Therefore don't "judge" the landing. Instead "Evaluate" the landing to simply look for components that are out of tolerance. Long way to say "Find SPECIFICALLY what needs attention and fix THAT". Then look for the next weak link. That seems much more productive than the "Well we made it without killing everyone" or "Any landing you can walk away from is a good landing" approach that some pilots, sim and RW, seem to embrace (use for an excuse). Thanks for the vid - Lumpy
Hey Jason, I used to skip through the intro on Pretty much every video finding them quite annoying. Even yours. Now I start to do a little dance to the music! Great videos very thoughtful very informative very welcoming. Thanks, Caroline
Awesome video bro, thanks for the tips, i'll definitely be trying to incorporate the tips about the aiming points and when to start the round out, think it will help a lot, thanks for uploading!
I'm a low-time PPL holder, but I think this is the first time that it's dawned on me that the "round-out" and the "flare" are two different things! I'd always lumped them into one maneuver in my head, but now this has given me something to think about next flight!
I usually flare when transitioning from approach to leveling, then slowly start pulling the yoke bit by bit through "sinking feeling" takes bit much of practice anyway thanks for the tip!
My CFI always told me to look down to the end of the runway on landings. I could never land like that. I've made 1000's of landings and I've never looked down at the end of the runway. I get compliments on my landings by fellow pilots or CFI's during flight reviews so I must be doing something right.
@@TheFinerPoints my CFI was an old school army guy who had probably 50-60K hours. He was rough. He would slap your hand or pull the hair on your legs if you did something wrong, but I soloed in 9 hours and took my checkride at 45 hours.
I’m a new cfi and my private student is having a lot of difficulty on the flare. His pattern and approach are excellent. Then he crosses the threshold and everything gets uncontrolled. He often flares too high, or tries to touch down too fast. Any tips I can pass along? Thanks I love your videos!
Thanks Carlos, it seemed to make sense to me. He was once quoted as saying "I am used to flying with big bags of mail in the front seat. I don't need a window up there I can't usually see forward anyway." or something like that haha
@@TheFinerPoints Imagine him stretching his neck through the bags and replying to himself " naaa why am i even trying" hahaha. A really talented airman indeed.
Finally! First to comment 😂😂. Jason you are amazing. Love all the content you put out. I’ve been listening to the podcast for seven or eight months now and I can definitely say that I’m a better pilot for it.
Definitely getting a lot out of it. I’ve been a Private Pilot for about two years and have around 120hrs. In one of your recent podcasts you mentioned that if you do everything right as far as keeping the airplane coordinated a wing will not drop. This seems to not always be the case with me (likely because I’m not doing everything right) and I was curious about your thoughts on the effects of older aircraft; aircraft that may have had some repairs done to the wings, washin washout not exact (ragwing) etc. ? I have never stalled an aircraft newer than 1976 and some as old as 1940. Each with varying maintenance history’s.
I wouldn't try to do any of those things based on what you see in a UA-cam video. Please. Don't try to land a plane after watching this video. Get proper instruction. This video is only meant to aid in that process.
Welcome to the new century ! getting tips from experienced people on UA-cam only supplements what I am learning with my CFI, I’m a 61 year old getting my PPL...
I’m a new cfi and my private student is having a lot of difficulty on the flare. His pattern and approach are excellent. Then he crosses the threshold and everything gets uncontrolled. He often flares too high, or tries to touch down too fast. Any tips I can pass along? Thanks I love your videos!
![5 Common Landing Mistakes [+] How To Fix Them | Flight Training](http://i.ytimg.com/vi/YCcRidKWIqY/mqdefault.jpg)
3 TIPS:
1. Stabilized Approach with an aiming Point
2. Transition to a second Aiming point.
3. Use the “Lindbergh Reference” to maintain runway Alignment.
Thank you so much Jason, thanks to you my 182 landings are much better. #LindberghReference
my approach is perfect landing perfect but as soon as I touchdown I begin to swing on the runway any rudder tricks? currently flying pa 28
@@johnmaina6888 what I think helps me with my landings , Is first to understand that the landing is not over until aircraft is smoothly taxiing back to the hanger. Or I am back in the air. The other thing that I always tell myself is that landing is an art. When you get into the round out to land it is not scientific, I believe it is art. And it comprises of what I call a psychovisiotactile Phenomenon. This means that the landing is psychological, it is how you feel and what you think about the landing itself, it’s visual because you’re using all of the visual cues within the aircraft and outside of the aircraft, and it’s tactile because you’re feeling your body in the airplane itself, and how you feel in your seat as well as your hands on the controls.
I might be the weirdest person for describing it this way but I truly believe that this is what landing and aircraft truly is.
Thanks, Orlando. When are you going to take us onboard your RG from KSEE?
@@user-xp9hu8sg9o You are welcome. May update some vids soon.
What are some quality headsets you all recommend that doesnt break the bank?
Student pilot here, working on landings, the roundout portion of the landing has been the most aggravating part for me I think. I just found your channel on here but I’m going to go and apply these tips during my next session. Thank you so much
What are some quality headsets you all recommend that doesnt break the bank?
@@marco_75.7 what is your budget bracket?
Great points- all important - and even more valuable to improving your landings is to analyze what phase you are in- because each stage adds more elements to keep in mind. When you can juggle all those steps together- voila your landings will continue to improve.
Thanks for your tips!
I've been away from flying for about 10 years, struggled at first getting the timing right again. This is AMAZING, thank you !!! After watching this video, I flew the next day, and SHAZAM, landings were right on point again. THANK YOU !!!
Hi Jason, I am not a new pilot but changing my syndicate, moving from AA5 to PA-28 (181). So had to get the landing spot on as this is a VERY heavy-nose AC. My landing was all over the place until I saw your video. The 4-second flair was the breaking point for me (I was ballooning a lot). When I get that right then moved my attention to 2nd aiming point. Finally, I took your advice where you said: "... Stop watching this video, go and practice..." and did nail it, well, at least for today. So, God bless you. I owe you a big Thank you.
What you described about picking a reference point and then looking at the end of the runway during the flare is exactly what the HUD does in the 737 NGs during an IFR ILS approach and landing.
Off to the side it has carrots for airspeed on the left and the radio altimeter on the right, but in the center is a circle that you aim for with pitch indicator markers. Beneath it your feet above ground level is displayed, and as it begins the 50, 40, 30 etc callouts the circle moves up from the initial reference point so that you flare.
Certainly, having the landing divided into a distinct, five section mental checklist makes the landing phase easier to manage. 1. Stabilized approach, 2. Aiming point two on round out. 3. Lindberg check 4. Flare to touch down 5. Rollout
Great advice, every days a school day.
Great Video! Ill, send the link to my students. Thanks! Jack CFI
The timing of this video was great. It had been over a month since I had been in the air and last time I flew I was still struggling a little bit with landing my friend's Cherokee. I watched it before going out and practicing some solo landings and it really helped. The timing of shifting my focus from my aiming point to the end of the runway had me coming in too high and touching down hard. I got the timing right in my landings today and they were much smoother.
Excellent advice. I think most flight instructors do a great job on number 1 & 2, but often leave out number 3 for you to figure out yourself.
Excellent advice, I begin my approach setup on downwind, power and speed is set, then opposite the numbers I cut to my approach rpm and speed, set 10° flaps and continue till final where I adjust my power and speed for a stabilized final, pick my spot and transition smoothly in the round-out. Works great for me and others I helped. Thanks for the excellent video's.
Great practical advice as always, Jason. My grandson, 17, is just starting his PPL and this is the first video I'll be sharing with him!
what a nice grandfather looking for landing videos for his grandson ! love it ! god bless u all.
Thank you, this helped me immensely today.
Without a doubt, the best intro music on UA-cam.
I really like the way to explain and demo both in air and in the chair! Well done and thank you.
Jason, I really enjoy your videos. As a new student pilot at 55 years old, I can appreciate the pin point information. I am in the CCT now and landings are a struggle. Particular that final flare and as you call it site picture. I don't have a problem with the pattern. Here's my question. You talk about aiming point (That spot that appears to not move). I don't know if I have that figured out yet. Then you talk about just in front of that when you see about 100 feet in front start to disappear to round out, transistion, what ever people what to call it. Here is my problem, and maybe I am over analyzing it. This seems to be a very abstract and relative position. This all depends on how high up you sit in the cockpit. For Me I tend to sit high (almost looking down at the nose / spinner. Is this too high? Is this why I find myself almost rushing to level out and let it glide in and bleed off the energy? Should I be sitting lower where I can barely see over the front dash? Amy I missing something more basic. Visualizing these site picture of the spot on the runway that doesn't appear to move seems very out of reach for me right now. I don't really see it. Anyone? Thoughts?
When trying to precisely localize the position of a moving vehicle, it is natural to focus on an area very near the vehicle. This is a habit which must be broken! In a helicopter, one of the worst habits when attempting to hover precisely prior to landing is to look too near the aircraft, especially to stare at the skids ... looking primarily in the distance smooths everything out ... non-central vision provides a surprising amount of localization. The same with an airplane ... looking too near the airplane and anticipating the flare and touchdown spot results in less than pretty landings ... and it is truly unnatural to look into the distance when you are trying to accomplish something which is very close. The same in a car ... novice drivers tend to look very near the car's contact area with the road and this results in a surprising degree imprecision and constant correction.
I think what you referenced at the end of the video is very important. Landings (Like anything we learn) have "components" or "sections". Each component has a "tolerance". It has to be within THIS and THAT altitude or speed or course. Learn what that tolerance is and train to put yourself within the tolerance.
Then you can evaluate your performance based on objective, tangible points - ie "I was 20 ft high on approach". Expect, logically, to see any subsequent components to "suffer their tolerances" because this height thing was out of spec. Therefore don't "judge" the landing. Instead "Evaluate" the landing to simply look for components that are out of tolerance.
Long way to say "Find SPECIFICALLY what needs attention and fix THAT". Then look for the next weak link.
That seems much more productive than the "Well we made it without killing everyone" or "Any landing you can walk away from is a good landing" approach that some pilots, sim and RW, seem to embrace (use for an excuse).
Thanks for the vid - Lumpy
Hey Jason, I used to skip through the intro on Pretty much every video finding them quite annoying. Even yours. Now I start to do a little dance to the music! Great videos very thoughtful very informative very welcoming. Thanks, Caroline
Love the fact that the FAA actually has the Dutch police on the cover of their handbook.
Awesome video bro, thanks for the tips, i'll definitely be trying to incorporate the tips about the aiming points and when to start the round out, think it will help a lot, thanks for uploading!
I'm a low-time PPL holder, but I think this is the first time that it's dawned on me that the "round-out" and the "flare" are two different things! I'd always lumped them into one maneuver in my head, but now this has given me something to think about next flight!
Great video lesson. Thank you sir!
Superb advice. Beautifully explained. Thank you Jason.
Another Great Video Jason! THanks
Thanks great video !
pure gold, you're awesome dude
Great instruction...and great 🎸 guitar in background...was it Carlos S. 🎸????
Really nice tips thanks
What's a nose wheel? ;)
Good video as always!
Great tips Jason! Even used some of them today as I got signed off on my BFR after 4 years of not flying. Keep it up and Thanks!
Nice Ryan! Welcome back
I usually flare when transitioning from approach to leveling, then slowly start pulling the yoke bit by bit through "sinking feeling" takes bit much of practice anyway thanks for the tip!
Great video, even better music.
My CFI always told me to look down to the end of the runway on landings. I could never land like that. I've made 1000's of landings and I've never looked down at the end of the runway. I get compliments on my landings by fellow pilots or CFI's during flight reviews so I must be doing something right.
I would have told you the same thing. Maybe you found a new secret? Where do you look during landings?
@@TheFinerPoints 30 feet in front of the nose until it disappears behind the cowl then out the "pizza slice"
@@TheFinerPoints my CFI was an old school army guy who had probably 50-60K hours. He was rough. He would slap your hand or pull the hair on your legs if you did something wrong, but I soloed in 9 hours and took my checkride at 45 hours.
I was told not to look at down the end of the runway, but about 3-4 stripes ahead of me.
New fan, great videos!
I’m a new cfi and my private student is having a lot of difficulty on the flare. His pattern and approach are excellent. Then he crosses the threshold and everything gets uncontrolled. He often flares too high, or tries to touch down too fast. Any tips I can pass along? Thanks I love your videos!
Hi where are you located and how can I contact you ?
4:43
"The Lindbergh reference" it's sure a great name... i like that... thumbs up for the vid!!
Thanks Carlos, it seemed to make sense to me. He was once quoted as saying "I am used to flying with big bags of mail in the front seat. I don't need a window up there I can't usually see forward anyway." or something like that haha
@@TheFinerPoints Imagine him stretching his neck through the bags and replying to himself " naaa why am i even trying" hahaha. A really talented airman indeed.
You’re the best
I’m interested in flying but I’m a big guy at 400 lbs and I think I will be to big for them training planes. Is that a true statement? Thanks
Finally! First to comment 😂😂. Jason you are amazing. Love all the content you put out. I’ve been listening to the podcast for seven or eight months now and I can definitely say that I’m a better pilot for it.
Thanks! I'm glad you listening, watching, and getting something out of it!
Definitely getting a lot out of it. I’ve been a Private Pilot for about two years and have around 120hrs. In one of your recent podcasts you mentioned that if you do everything right as far as keeping the airplane coordinated a wing will not drop. This seems to not always be the case with me (likely because I’m not doing everything right) and I was curious about your thoughts on the effects of older aircraft; aircraft that may have had some repairs done to the wings, washin washout not exact (ragwing) etc. ? I have never stalled an aircraft newer than 1976 and some as old as 1940. Each with varying maintenance history’s.
My landings are atrocious! I need to practice them before my check ride..
"Practice, practice, practice, practice, practice ... then when you perform, forget everything you know." - Charlie Parker
Do you do lessons only in California?
I am the Chicago area a few times per year and can travel for special circumstances, but yes, for the most part, just CA
Thats so good graphics i think this vost 100£ its so good graphic so realistic
Thanks for the tips
I watch this video in silence and still comprehended what he was saying.
How about using an AoA display for “perfect approaches and landings”?
which one ?
Turn the beat around.
Is anyone else here because they flipped the plane after an hour long flight through Patagonia in MS Flight Simulator?
Reminds me of Louis CK
Talal Saber how so?
If Louis C.K. and Trent Palmer had a baby...
Now pilot will learn from a youtuber to how to land an aircraft? What is next! heart surgery followed by brain surgery.
I wouldn't try to do any of those things based on what you see in a UA-cam video. Please. Don't try to land a plane after watching this video. Get proper instruction. This video is only meant to aid in that process.
Welcome to the new century ! getting tips from experienced people on UA-cam only supplements what I am learning with my CFI, I’m a 61 year old getting my PPL...
I’m a new cfi and my private student is having a lot of difficulty on the flare. His pattern and approach are excellent. Then he crosses the threshold and everything gets uncontrolled. He often flares too high, or tries to touch down too fast. Any tips I can pass along? Thanks I love your videos!