Thanks for watching Matty. I'll get more content out. There's a lot of risk which can be mitigated with sharing this knowledge. Push your limits slowly. Keep it rubber side down. 😉
Good lesson. You did some things right as well. Use of the free energy of level in low ground effect and through the trees rather than attempting to pitch up to over the trees was critical life saving technique. Airspeed rather than altitude is life down low. Pitch up too much and stall on go around is becoming way to prevalent and fatal in general aviation. The other choice, to stay down in the mud and pull power would also have been fine. The tactical situation is always fluid. So long as we fly all the way to stop, in smaller airplanes, we generally survive.
@Nick R it's a couple thousand feet. I shouldn't have landed. Touched down, had directional control issues, and punched out. I floated the runway, which left me without sufficient room. Thanks for watching!
Can you talk more in another video of how us low time guys can avoid stuff like this? You mention profiles (approach profile?). This is a super helpful video, just need more! Thanks for the teachings
@@nickr5658 Using full flaps decelerate on short final until sink rate becomes definite requiring throttle to dynamically control glide angle and rate of descent. Now the throttle is your active third control (rudder, elevator, throttle). Walk rudder to bracket center of LZ between legs, use elevator to maintain what appears to be a brisk walk same as when you slow with auto to intersection, throttle to control glide angle and rate of descent all the way to touchdown as in soft field, no...no...no aileron). We don't want to turn. We want to yaw correctly (no adverse yaw). Practice landing slowly and softly on the numbers every time, using apparent rate of closure with the numbers rather than airspeed as gauge, before going to the field.
I flew a ‘brick’ for 13 years , a PA32. Practice the “impossible turn” at 4000ft. From then on, it was in my pre take off check list. : 1,500 ft before trying to come back to the airport in case of an engine failure…if not, land strait ahead.
It's literally like getting on an elevator and riding it down. Wish I was taught that turn; would be handy to have in my back pocket. Thanks for watching Martin Pouliot.
That was me 3 weeks ago Took a year off from flying and got back on the Cessna My 1st landiing felt like I broke wheels after bouncing I actually let go of the yoke after the bounce My instructor grabbed the controls and said you got this
Hello Aviators! I'd like to hear from you. Let me know your thoughts and what you'd like to see. Thanks for watching!
As a guy who just got his CPL ticket last week, this was a good lesson to listen to. 👍
Thanks for watching Matty. I'll get more content out. There's a lot of risk which can be mitigated with sharing this knowledge. Push your limits slowly. Keep it rubber side down. 😉
Good lesson. You did some things right as well. Use of the free energy of level in low ground effect and through the trees rather than attempting to pitch up to over the trees was critical life saving technique. Airspeed rather than altitude is life down low. Pitch up too much and stall on go around is becoming way to prevalent and fatal in general aviation. The other choice, to stay down in the mud and pull power would also have been fine. The tactical situation is always fluid. So long as we fly all the way to stop, in smaller airplanes, we generally survive.
I should have landed as I was committed. I learned that all too well on the caravan. Makes for a great story. 😄 Thanks for watching Jimmy Dulin.
How long was the strip? So you choose to go around because you weren’t expecting the drag from the mud on the tires?
@Nick R it's a couple thousand feet. I shouldn't have landed. Touched down, had directional control issues, and punched out. I floated the runway, which left me without sufficient room. Thanks for watching!
Can you talk more in another video of how us low time guys can avoid stuff like this? You mention profiles (approach profile?).
This is a super helpful video, just need more!
Thanks for the teachings
@@nickr5658 Using full flaps decelerate on short final until sink rate becomes definite requiring throttle to dynamically control glide angle and rate of descent. Now the throttle is your active third control (rudder, elevator, throttle). Walk rudder to bracket center of LZ between legs, use elevator to maintain what appears to be a brisk walk same as when you slow with auto to intersection, throttle to control glide angle and rate of descent all the way to touchdown as in soft field, no...no...no aileron). We don't want to turn. We want to yaw correctly (no adverse yaw). Practice landing slowly and softly on the numbers every time, using apparent rate of closure with the numbers rather than airspeed as gauge, before going to the field.
I flew a ‘brick’ for 13 years , a PA32. Practice the “impossible turn” at 4000ft. From then on, it was in my pre take off check list. : 1,500 ft before trying to come back to the airport in case of an engine failure…if not, land strait ahead.
It's literally like getting on an elevator and riding it down. Wish I was taught that turn; would be handy to have in my back pocket. Thanks for watching Martin Pouliot.
Great advice as usual - thanks
Appreciate the support on the channel Courtney!
That was me 3 weeks ago
Took a year off from flying and got back on the Cessna
My 1st landiing felt like I broke wheels after bouncing
I actually let go of the yoke after the bounce
My instructor grabbed the controls and said you got this
Glad to hear you're getting back into it. Few more circuits and you'll be greasing them on. Thanks for watching!
Com'on maaaan ...you can't tell the pax that maaan
Yeah... not my brightest moment. I was 19; full of adrenaline. Intense few moments. Thanks for watching!