This is great - one thing I'd say for other student pilots like me is that whilst this is so obvious to more experienced pilots and instructors that it's often never spelled out, when everyone is saying "keep flying" or "don't land" or "hold off" etc etc, what you need to ACTUALLY DO is APPLY BACK PRESSURE TO THE CONTROLS, ie. actually keep pulling back, not just to some fixed point, but the amount you're pulling back increases all the time until you touch down. And you judge the amount of back pressure to apply by trying to hold the attitude of the aircraft at the same point... as you slow down, keeping the attitude there will require more and more back pressure. This was what FINALLY got this to click for me. I felt like a lot of the stuff I was reading and watching implied you sort of pulled back a bit to flare and then just kind of froze... nope. You KEEP PULLING BACK MORE AND MORE. That's what everyone means by "don't let it land". Sorry I realise this is super obvious to most of you but as a newbie I remember very recently how not completely obvious this was! I think perhaps because the way it's phrased implies NOT doing something it's not actually that clear you ARE DOING SOMETHING :) (ps you'll know if you apply too MUCH back pressure as the nose will start to rise and you'll balloon)
good point, I was even able to come up with the exact same observation while flying in a sim (FSX)! I fly by mouse-yoke, so I have to keep pulling my mouse back to pitch up continuously up to some point to achieve a smooth touchdown.
I still hear my instructor's voice saying "DONT LAND . . . DONT LAND . . . . ". Learning to focus on the far end of the runway was a eureka moment for me that really helped with assessing my height above ground. Still have the occasional bumpy arrival, but don't embarrass too often! Thanks for another great video.
Absolutely right. I say: You don't decide when the plane touches ground! The plane does! Landings with the stall warning go crazy with 1 foot of air below the tires are best, imho. The breaks will thank you as well.
You may not be an instructor, but you explained that, and demonstrated it really well. I’ve just sent the link to a few of my students to watch, to help them see and understand a bit better. Thanks again and have a good Christmas
@@ShortField Just realized (5 months late) that you replied! Thanks so much. Love the Sport Cruiser. I've had a few maintenance issues (cracked gear leg from prior owner, failed starter coil, failed aux fuel pump) but love the technology and sleek design. Looking to start doing grass field work shortly... will keep watching! Thanks again!
Very timely as I floated my landing a bit on Friday in calm winds (new ppl) I think because of flaring too early or not enough - 'Don't let land' was my instructors mantra! I think it is time for some circuit practice next time I'm up as I want to do the short fileds and so need to consistently nail those landings. Thanks for a very helpful video
Thanks for making & sharing these videos. It's nice to know I'm not alone on some of these issues, and to hear your experiences in dealing with them. It encourages me to always try to get better. One other thought that may help, which at least helped me get past inconsistent short/soft field landings, was to "trust the math". By this it means if you have the right airspeed and the right aim point, you'll touch down at the same spot every time. This was especially helpful in ensuring I don't land short/long on my check ride. Oh yeah, and also "look down the runway". :)
Hi Terry, I have been glued to the Channel for over a year now and I am taken back by the immense landings and have learnt a lot whilst being here. The one item that has caught my eye is the phone holder for Sky Demon. I would like to purchase the same one or if not similar as I am starting my navigation in a few weeks. Thank you. All the best !
I cant wait for you to strap those cameras to Kilo Mike and have a go at "Taildragging" 😂 The look on your face when i tell you to push the stick forward on takeoff will be priceless !!!
Great tip Terry. My last but one landing was a bit off a stinker, due to 'getdownitis'. The one after was good as I calmed it down and let it drift down as you demonstrate. Just need to understand why the mindset changes from one attempt to another? 🤔
Great vid (as usual). The tip I was taught on short field landings was to clean up the flaps immediately on touchdown to make the airplane "sit" on the runway and give the tyres more grip. More important on an Arrow rather than a Sport I guess.
The pilot community in the UK is hilarious. This is probably one of the best farm strip flyers in the country yet he’s as humble as a pre solo student. England was built by men like this who were constantly worried that they weren’t good enough. Top pilot 👍🏻
Well Terry, like you I have the different types of landing the 3 point (which uses the keep it flying until it can't and all 3 wheels arrive together on the runway) and the wheely landing which is flying the aircraft with just enough power to allow a slow flat decent onto the runway and then I have to stick it there with forward stick and chop the power and only pull back on the stick when the tail has come down. One thing I never do is use brakes after landing until I am at walking speed (I like my prop 🙂).
Thanks Algy, this ended up a slightly different video to the one I intended. Tailwheel techniques will require a variation and I get the brakes thing, however you have better aerodynamic braking effects.
@@ShortField true we do have the aerodynamic part covered. I do completly agree with the comment you made, "the nose wheel is not part of the landing gear" or something like that.I have see too mant nose legs related damage from wheelbarrow landings.
Another great vid Terry! The real art is as you say, to run out of lift just as the wheels are almost on the ground - of course if they are a few inches higher than that it can be a bit of a drop 🤣
Thank you for this. One of my biggest issues (especially when doing touch and goes) is worrying I'm going to run out of runway to take off again! So I often don't hold off for long enough for that reason!
Fun videos as always, thanks. Have you tried holding off even longer so that the main wheels touch well before the nose wheel? Your landing distance would be shorter that way. ATB
A useful thought for smooth landings is that there is a given speed and power setting below which pulling back on the stick creates more drag than lift, above that you create more lift than drag and balloon up. As long as you are below that speed the backpressure will modulate how you settle down onto the ground. If you float you are probably too fast!
The “don’t land” technique can eat up a lot of runway and may not be appropriate on a short airstrip. I operate out of a short marginal strip at 4,300 ft elevation and have to quickly get on the ground and braking. I raise the electric flaps in the flare just above the ground which quickly settles the aircraft on the ground, keeps it firmly planted and reduces weight on the nose wheel (compared to flaps down). Not advocating others do this but it works for me.
Great video! Although I wouldn't say to every pilot the tip "DON'T LAND" since it could be remembered in the wrong situation. For safety reasons the plane should be landed as early as possible so that it has a reduced risk of floating. All in all, the tip is good only when the strip is long, weather is good and the plane's performance for landing is sufficient. :)
Great point it just stuck with me that when not on the ground you fly when on the ground you have landed, hence keep flying don’t land. I am not an instructor but I felt this was a good way to show not to force the aircraft down before it had dissipated all lift. Thanks for the superb comment I’m learning all the time.
@@ShortField My English is not that good but I want to clarify a bit the part where I said "to every pilot". On the other end there're commercial pilot students who should and will aim mostly on the start of the runway because they are practicing for their future job even though they had 1,5 km of runway left for their Cessna :D Then there are those who fly for fun and for hobbies. Those guys, like you, can definitely do buttery landings for the feeling of it :)
Just wondering whether you ever fly into Conington, near Peterborough. My local runway. My friend took me up in his small aircraft and demonstrated a few touch and goes, but he wasn't as smooth as you were. Sadly, I can't fly real planes - Type 1 diabetic - but I can land just about anything at Conington in Microsoft Flight Simulator! I enjoy watching your videos. Keep doing what you're doing.
Great video Terry and I particularly like your demo landings. How do you think this compares in low wing vs. high wing. I find the Cessnas want to just drop like a tank whereas the other low wings I’ve flown will ride out that ground effect and will sometimes even float before settling. In all, like you said- a stable approach is always very crucial to establish. Well done again buddy. 💯
What Vs are you calculating your DMMS on? I have always understood that dmms is Vs multiplied by 1.404. So does spot cruiser stall at more than 50kts? Asking as I've never flown one😮
Same question. 72 knots DMMS seems fast. After watching your video, I double checked my DMMS calculations and, by the way, I never get close to my calculated DMMS/VREF speeds. I never ever maneuver below 60 knots, but frequently 60-65, and always with 10-20-30 degrees of flaps in the pattern. If I see 55 on my airspeed indicator that's my "hard bottom", and that's still well within DMMS range with flaps. I remember the song "I Can't Drive 55" as a safety chant. My speeds are in alignment with what my CFI taught me. I have my VREF Speeds as follows for my 2010 PiperSport: This is in a 30 Degree Bank. F0>POH>42>x1.404 = 59 knots IAS DMMS. F15 POH 38 DMMS 54. F30 POH 35 DMMS 49. Rounded up this comes out to 60-55-50. Wings level DMMS, 30 Degrees of flaps, no maneuvering: POH 32 x1.404 = 45 knots IAS. This is the slowest I want to be flying on short final, and I go nowhere near that. 55 until crossing the fence. My default pattern speed with flaps is 65 until on final with landing assured then 60, or slower, based on the geometry and winds. I add 5 to everything on a gusty day. Fantastic video thanks so much....!😃😃😃
You are right I use x1.95 in these little aircraft which covers you up to 3.8g manoeuvres it is high and to be honest I use 70 knots as my DMMS for any manoeuvring with 0 flap before establishing a final approach point. TBF with these little planes you can gain or lose 10 knots in an instant on a gusty day. DMMS at c 1.404 ends up at 55 knots which is way too uncomfortable for me when operating close to the ground or with tight turns. Great question and you are 100% correct I just prefer a higher speed. Thank you
some of my passengers, who already flew with airliners, but not in small GA aircraft, were honestly suprised by: 1) the steeper approach glide slope (I really "glide" on the glide slope, whenever possible! 😁 to practice power-off landings) 2) the smoother touchdown (maybe they think that small aircraft don't have shock absorbers in the struts, I don't know)
Another great video! I'm a student (about 32 hours in) for some reason I like to land with 2 stages of flap in the c152. My understanding is that I have the full 3 stages of flaps at my disposal, but I like the approach with 2 stages as it's a little less steep and works well for me. My instructor has never had an issue with this, but one other instructor said I should use 3 stages of flaps purely because they are there and I should use them. As an experienced pilot, does this matter to you when you're landing? Do you just go with what's comfortable or would you always use all stages of flaps? Sorry if this is a basic question!! ps love your videos... are you back at North Weald now? I'm learning at NWFT. Cheers!
I flew the 172 and definitely did not like it with full flaps. The controls were so mushy. You’ll get all kinds of opinions on it. I was made to fly instrument approaches at 90kts but Richard Collins said he much preferred 105 in a 172.
Exercise slow flight and controlled stalls. As soon as you’re comfortable with that, you’ll be able to land almost anywhere. And yes, don’t land, don’t land, don’t land!
I gave up trying to land smoothly. Even if I say so myself, most of mine were reasonable, there were a few greasers and some were like I was shot down. Who cares? They were safe and plonked on the ground where they should have been. So that’s on the centreline in the TDZ or at the start of touchdown zone. Short field landings? Come in relatively steeply if you can keep the speed under control. That gives you more runway to play with. LCY is a good example. We waffled in at the late 90s/early 100’s on a 5.5º glide. Hitting the TDZ was easy because of the steep approach (Vs x 1.3 + 1/2 headwind [max +15] + 5 kts steep approach). Now could I ask you about the DMMS. You stated 72 kts. That implies a stall speed of 51.2 kts. Is that correct? To me that seems blindly fast. I would have thought that this aircraft would have stalled at a considerably slower speed. I dispute what you said about a stabilised approach. To me a stabilised approach is: On glide. On track. On speed Fully configured Correct ROD (
In this scenario a smooth landing is not an objective, you don't have enough safety margin to eff around trying to butter it, plus a tight turn close to the ground, possible winds etc. You plant it positively, fly it into the ground and get on the brakes as quickly as practical without locking the wheels. Just like ryanair x) one has to adapt to different scenarios and not just think that one tool fits all problems. If you flew this slick plane too slow this close to the ground in a turn, one wind gust could get you to stall assymetrically and spiral into a nice lithobraking scenario x) also holding it off, trying to dissipate the speed will end up in eating up most of the short soft runway when you could have been braking with your wheels long ago. This would end either in a go around or a picnic in the bushes at the end of the strip x)
Probably because you are trying to land the aircraft instead of allowing it to land itself. The pilot's responsibility is to know-how to fly a stable approach, if you cannot do this get a good instructor and learn. Fly the aircraft to a few feet above the runway, adopt the landing attitude, ensure the power is fully off and nature and gravity will do the rest. Steer with rudder once in the ground.
This is great - one thing I'd say for other student pilots like me is that whilst this is so obvious to more experienced pilots and instructors that it's often never spelled out, when everyone is saying "keep flying" or "don't land" or "hold off" etc etc, what you need to ACTUALLY DO is APPLY BACK PRESSURE TO THE CONTROLS, ie. actually keep pulling back, not just to some fixed point, but the amount you're pulling back increases all the time until you touch down. And you judge the amount of back pressure to apply by trying to hold the attitude of the aircraft at the same point... as you slow down, keeping the attitude there will require more and more back pressure. This was what FINALLY got this to click for me. I felt like a lot of the stuff I was reading and watching implied you sort of pulled back a bit to flare and then just kind of froze... nope. You KEEP PULLING BACK MORE AND MORE. That's what everyone means by "don't let it land". Sorry I realise this is super obvious to most of you but as a newbie I remember very recently how not completely obvious this was! I think perhaps because the way it's phrased implies NOT doing something it's not actually that clear you ARE DOING SOMETHING :) (ps you'll know if you apply too MUCH back pressure as the nose will start to rise and you'll balloon)
Fantastic point Ed yes I realised I should have explained it a little better. Thanks buddy
@@ShortField I just re-read what I wrote and it’s basically word salad but I’m glad it made some sort of sense :)
good point, I was even able to come up with the exact same observation while flying in a sim (FSX)! I fly by mouse-yoke, so I have to keep pulling my mouse back to pitch up continuously up to some point to achieve a smooth touchdown.
“fly the plane, not the stick(yoke)”
I still hear my instructor's voice saying "DONT LAND . . . DONT LAND . . . . ". Learning to focus on the far end of the runway was a eureka moment for me that really helped with assessing my height above ground. Still have the occasional bumpy arrival, but don't embarrass too often! Thanks for another great video.
You push forward we pull back but apart from that it's pretty much the same. Thanks Paul.
Love to hear you're utilizing DMMS. Keep your airspeed!!
Keeps you alive 🙂
Nice one Terry .... enjoyed that one .... Great information mate ... Chris (Devon)
Butter! Great video, thanks Terry!
Thanks Vince and for the 'Well done' 🤣🤣🤣
Absolutely right. I say: You don't decide when the plane touches ground! The plane does! Landings with the stall warning go crazy with 1 foot of air below the tires are best, imho. The breaks will thank you as well.
You may not be an instructor, but you explained that, and demonstrated it really well. I’ve just sent the link to a few of my students to watch, to help them see and understand a bit better. Thanks again and have a good Christmas
Great video on landing technique. I've enjoyed watching your vids for years. I get my Sport Cruiser tomorrow. Thanks for inspiring me!
Sorry for the late reply. Wow fantastic comment. You are going to love it. Let me know how you get on?
@@ShortField Just realized (5 months late) that you replied! Thanks so much. Love the Sport Cruiser. I've had a few maintenance issues (cracked gear leg from prior owner, failed starter coil, failed aux fuel pump) but love the technology and sleek design. Looking to start doing grass field work shortly... will keep watching! Thanks again!
Very timely as I floated my landing a bit on Friday in calm winds (new ppl) I think because of flaring too early or not enough - 'Don't let land' was my instructors mantra! I think it is time for some circuit practice next time I'm up as I want to do the short fileds and so need to consistently nail those landings. Thanks for a very helpful video
Good to see you flying Terry. Great vid... as always! 👌🏻👏🏻👏🏻👏🏻
Thanks for making & sharing these videos. It's nice to know I'm not alone on some of these issues, and to hear your experiences in dealing with them. It encourages me to always try to get better. One other thought that may help, which at least helped me get past inconsistent short/soft field landings, was to "trust the math". By this it means if you have the right airspeed and the right aim point, you'll touch down at the same spot every time. This was especially helpful in ensuring I don't land short/long on my check ride. Oh yeah, and also "look down the runway". :)
Hi Terry, I have been glued to the Channel for over a year now and I am taken back by the immense landings and have learnt a lot whilst being here. The one item that has caught my eye is the phone holder for Sky Demon. I would like to purchase the same one or if not similar as I am starting my navigation in a few weeks. Thank you. All the best !
Interesting, I didn't know about DMMS, I learnt something today. Makes complete sense. You make it look so easy.
It appears to be something not talked about in the USA. Unless you are a commercial pilot.
Perfect description of the feeling during landing
I cant wait for you to strap those cameras to Kilo Mike and have a go at "Taildragging" 😂 The look on your face when i tell you to push the stick forward on takeoff will be priceless !!!
Great tip Terry. My last but one landing was a bit off a stinker, due to 'getdownitis'. The one after was good as I calmed it down and let it drift down as you demonstrate. Just need to understand why the mindset changes from one attempt to another? 🤔
Another good one Terry, sage insights.
The season's greetings I you and yours🎉✌️👍💜😊
Great vid (as usual). The tip I was taught on short field landings was to clean up the flaps immediately on touchdown to make the airplane "sit" on the runway and give the tyres more grip. More important on an Arrow rather than a Sport I guess.
It’s funny how we were all taught slightly differently I was told don’t touch anything until you’ve passed the hold taxing back in.
The pilot community in the UK is hilarious. This is probably one of the best farm strip flyers in the country yet he’s as humble as a pre solo student. England was built by men like this who were constantly worried that they weren’t good enough.
Top pilot 👍🏻
I will never stop learning. You are way too kind thank you Jack 👍
A couple of shovels worth of common sense topped off with a nugget of real life knowledge.
Very nice, Terry.
Enjoy the holidays.
Thank you really appreciated comment 👍👍👍
Well Terry, like you I have the different types of landing the 3 point (which uses the keep it flying until it can't and all 3 wheels arrive together on the runway) and the wheely landing which is flying the aircraft with just enough power to allow a slow flat decent onto the runway and then I have to stick it there with forward stick and chop the power and only pull back on the stick when the tail has come down. One thing I never do is use brakes after landing until I am at walking speed (I like my prop 🙂).
Thanks Algy, this ended up a slightly different video to the one I intended. Tailwheel techniques will require a variation and I get the brakes thing, however you have better aerodynamic braking effects.
@@ShortField true we do have the aerodynamic part covered. I do completly agree with the comment you made, "the nose wheel is not part of the landing gear" or something like that.I have see too mant nose legs related damage from wheelbarrow landings.
Another great vid Terry! The real art is as you say, to run out of lift just as the wheels are almost on the ground - of course if they are a few inches higher than that it can be a bit of a drop 🤣
Thank you for this.
One of my biggest issues (especially when doing touch and goes) is worrying I'm going to run out of runway to take off again! So I often don't hold off for long enough for that reason!
Thanks Terry.😊
Keep 'em coming!
Fun videos as always, thanks.
Have you tried holding off even longer so that the main wheels touch well before the nose wheel? Your landing distance would be shorter that way.
ATB
Another great video on this channel, as always!
Great advise and tips thank you
A useful thought for smooth landings is that there is a given speed and power setting below which pulling back on the stick creates more drag than lift, above that you create more lift than drag and balloon up. As long as you are below that speed the backpressure will modulate how you settle down onto the ground. If you float you are probably too fast!
Its a long time since Ive flown fixed wing.
Its similar to knowing how big the rotor disc is and how long the tail boom is.
The “don’t land” technique can eat up a lot of runway and may not be appropriate on a short airstrip. I operate out of a short marginal strip at 4,300 ft elevation and have to quickly get on the ground and braking. I raise the electric flaps in the flare just above the ground which quickly settles the aircraft on the ground, keeps it firmly planted and reduces weight on the nose wheel (compared to flaps down).
Not advocating others do this but it works for me.
Great video! Although I wouldn't say to every pilot the tip "DON'T LAND" since it could be remembered in the wrong situation. For safety reasons the plane should be landed as early as possible so that it has a reduced risk of floating. All in all, the tip is good only when the strip is long, weather is good and the plane's performance for landing is sufficient. :)
Great point it just stuck with me that when not on the ground you fly when on the ground you have landed, hence keep flying don’t land. I am not an instructor but I felt this was a good way to show not to force the aircraft down before it had dissipated all lift. Thanks for the superb comment I’m learning all the time.
@@ShortField My English is not that good but I want to clarify a bit the part where I said "to every pilot". On the other end there're commercial pilot students who should and will aim mostly on the start of the runway because they are practicing for their future job even though they had 1,5 km of runway left for their Cessna :D Then there are those who fly for fun and for hobbies. Those guys, like you, can definitely do buttery landings for the feeling of it :)
Thanks for this video. Makes total sense.
"Whatever you do, don't land" - Gold! I always remember "the trick is to aim at the ground and try not to hit it" :)
Just wondering whether you ever fly into Conington, near Peterborough. My local runway. My friend took me up in his small aircraft and demonstrated a few touch and goes, but he wasn't as smooth as you were. Sadly, I can't fly real planes - Type 1 diabetic - but I can land just about anything at Conington in Microsoft Flight Simulator! I enjoy watching your videos. Keep doing what you're doing.
Haven't seen a vid for a while :) Just built Andrewsfield for X Plane 12 flight simulator. Hopefully it will be included in the main release soon.
Another great video! Cheers
About the first landing. Did you check the windsock? It looks like a tail wind!
I think you were correct.
Great video Terry and I particularly like your demo landings.
How do you think this compares in low wing vs. high wing. I find the Cessnas want to just drop like a tank whereas the other low wings I’ve flown will ride out that ground effect and will sometimes even float before settling.
In all, like you said- a stable approach is always very crucial to establish.
Well done again buddy. 💯
What Vs are you calculating your DMMS on? I have always understood that dmms is Vs multiplied by 1.404. So does spot cruiser stall at more than 50kts? Asking as I've never flown one😮
Same question. 72 knots DMMS seems fast. After watching your video, I double checked my DMMS calculations and, by the way, I never get close to my calculated DMMS/VREF speeds. I never ever maneuver below 60 knots, but frequently 60-65, and always with 10-20-30 degrees of flaps in the pattern. If I see 55 on my airspeed indicator that's my "hard bottom", and that's still well within DMMS range with flaps. I remember the song "I Can't Drive 55" as a safety chant. My speeds are in alignment with what my CFI taught me. I have my VREF Speeds as follows for my 2010 PiperSport: This is in a 30 Degree Bank. F0>POH>42>x1.404 = 59 knots IAS DMMS. F15 POH 38 DMMS 54. F30 POH 35 DMMS 49. Rounded up this comes out to 60-55-50. Wings level DMMS, 30 Degrees of flaps, no maneuvering: POH 32 x1.404 = 45 knots IAS. This is the slowest I want to be flying on short final, and I go nowhere near that. 55 until crossing the fence. My default pattern speed with flaps is 65 until on final with landing assured then 60, or slower, based on the geometry and winds. I add 5 to everything on a gusty day. Fantastic video thanks so much....!😃😃😃
You are right I use x1.95 in these little aircraft which covers you up to 3.8g manoeuvres it is high and to be honest I use 70 knots as my DMMS for any manoeuvring with 0 flap before establishing a final approach point. TBF with these little planes you can gain or lose 10 knots in an instant on a gusty day. DMMS at c 1.404 ends up at 55 knots which is way too uncomfortable for me when operating close to the ground or with tight turns. Great question and you are 100% correct I just prefer a higher speed. Thank you
Really enjoyed that Terry, you should be an instructor 😊.
Could have squeezed in a last minute sideslip? 🤔
some of my passengers, who already flew with airliners, but not in small GA aircraft, were honestly suprised by:
1) the steeper approach glide slope (I really "glide" on the glide slope, whenever possible! 😁 to practice power-off landings)
2) the smoother touchdown (maybe they think that small aircraft don't have shock absorbers in the struts, I don't know)
Another great video! I'm a student (about 32 hours in) for some reason I like to land with 2 stages of flap in the c152. My understanding is that I have the full 3 stages of flaps at my disposal, but I like the approach with 2 stages as it's a little less steep and works well for me. My instructor has never had an issue with this, but one other instructor said I should use 3 stages of flaps purely because they are there and I should use them. As an experienced pilot, does this matter to you when you're landing? Do you just go with what's comfortable or would you always use all stages of flaps? Sorry if this is a basic question!! ps love your videos... are you back at North Weald now? I'm learning at NWFT. Cheers!
I flew the 172 and definitely did not like it with full flaps. The controls were so mushy. You’ll get all kinds of opinions on it. I was made to fly instrument approaches at 90kts but Richard Collins said he much preferred 105 in a 172.
What’s the airfield at 2.30?
That’s Stoke I did a whole video on this incident about losing my nerve.
7:40 is that Flying Reporter's voice?
Exercise slow flight and controlled stalls. As soon as you’re comfortable with that, you’ll be able to land almost anywhere. And yes, don’t land, don’t land, don’t land!
I gave up trying to land smoothly. Even if I say so myself, most of mine were reasonable, there were a few greasers and some were like I was shot down. Who cares? They were safe and plonked on the ground where they should have been. So that’s on the centreline in the TDZ or at the start of touchdown zone. Short field landings? Come in relatively steeply if you can keep the speed under control. That gives you more runway to play with. LCY is a good example. We waffled in at the late 90s/early 100’s on a 5.5º glide. Hitting the TDZ was easy because of the steep approach (Vs x 1.3 + 1/2 headwind [max +15] + 5 kts steep approach).
Now could I ask you about the DMMS. You stated 72 kts. That implies a stall speed of 51.2 kts. Is that correct? To me that seems blindly fast. I would have thought that this aircraft would have stalled at a considerably slower speed.
I dispute what you said about a stabilised approach. To me a stabilised approach is:
On glide.
On track.
On speed
Fully configured
Correct ROD (
In this scenario a smooth landing is not an objective, you don't have enough safety margin to eff around trying to butter it, plus a tight turn close to the ground, possible winds etc. You plant it positively, fly it into the ground and get on the brakes as quickly as practical without locking the wheels. Just like ryanair x) one has to adapt to different scenarios and not just think that one tool fits all problems. If you flew this slick plane too slow this close to the ground in a turn, one wind gust could get you to stall assymetrically and spiral into a nice lithobraking scenario x) also holding it off, trying to dissipate the speed will end up in eating up most of the short soft runway when you could have been braking with your wheels long ago. This would end either in a go around or a picnic in the bushes at the end of the strip x)
Do not brake while landing that is a prop strike risk just go around
Probably because you are trying to land the aircraft instead of allowing it to land itself. The pilot's responsibility is to know-how to fly a stable approach, if you cannot do this get a good instructor and learn. Fly the aircraft to a few feet above the runway, adopt the landing attitude, ensure the power is fully off and nature and gravity will do the rest. Steer with rudder once in the ground.
Nose needs to be a lot higher and held there! The nose wheel is not made to land on!
A pilot is there to fly the aircraft not 'land it' - so keep flying it til it won't fly any more!
try for a CONSISTENT rate of descent.