One of the most subtle important features of your teaching is the constant "next" mentality. "What am I doing next? What's the next step?" There is no down time as PIC and you are one of the best in demonstrating this on UA-cam.
I'll never forget my first solo cross-country from Houston Hobby to San Antonio International (really - we could do that back in the 70's). Approach control held me at 2500 feet on base for runway 12 R. A Braniff jet flew underneath my 150 (I could see the stripes on the co-pilot's shoulders) and the tower then just said turn final, cleared to land. Wow. I came off the power and hit full flaps and landed on the numbers from a 2500 ft. base leg. It was the first time I hadn't flown a traffic pattern but my training kicked in and I just flew it. Same coming back to Houston. Tower made me go around in a long circling approach to avoid a Southwest jet and I just flew it. My message here is airmanship and flexibility. I was a little rattled not having the cues I got in flying a pattern, but you don't always have that choice. Great channel. I just subscribed.
I'm a student pilot in Chicago, with my third instructor all good pilots but not good instructors. I always come back to Jason to listen to and watch his amazing videos to comprehend what flying is all about. Thank you I wish I was in Florida and attending your school at MzeroA!!!
This man has a knack for teaching. He explains landing so well, you only need to hear it once or twice and it will retain. I hope he is a teacher or a professor of some sort....
Jason Schappert, I'm a private pilot from Brazil, and I'd like to say I really appreciate the work you do. Your videos always have amazing contents that are always very useful for us. Thanks a million! And most importantly remember: a good pilot is always learning!!! See ya!
Used your tips in my flightlesson yesterday and FINALLY! After having like 40+ landings (some good, some bad) I aced all of them each time in the circuit. Usually I have some real good landings some at random, but now every time I aced them and it felt so good! Thank you so freakinh much!
It’s amazing to me that this man is taking the time to fly his airplane burning fuel. Purchased video equipment, teaching, editing and uploading for FREE. And I read the comments some give. Very disturbing. How did we become so unappreciative? How do people come to a training video clearly looking for training or you would not be here, but yet giving training in the comment section and correcting the trainer. 🤯
Love that you fly in the right hand seat. I’m learning to fly in that seat as I co pilot my 20 year experienced new partner. In Australia we drive right hand so it feels natural to me! My partner uses the word Flare but I know what he means. My instructor says I’m a natural ( at 52Im not so sure) but really it’s all the practice and having pre lesson explanations of concepts via the internet that have helped me get it. Awesome work. Thanks
Great vídeo. I'm a flight instructor in Argentina and i'm agree with you when you Say that a perfect landing starts with a perfect pattern. The only thing i instruct different is not to use flaps until you are in base or final leg being sure that , if the engine quits, you re gonna make it to the runway any way. And i agree that we don't flare , we transsittion. Thanks for your dedication... Cheers from the southern country
@@76groundschoolchick Hi. I'm from Argentina, too, and you may say there is a lot of GA here. But I think that if our economy were better, many more people would own small airplanes, so mostly the activity is in air schools and clubs scattered throughout this large country. However, most are around Buenos Aires where I live. My flying is at a near village called Cañuelas, in Tecnam P2002, doing my private pilot course. Cheers.
Hey, in one of your videos you mentioned putting the centerline over your right shoulder when seated in the left seat. This worked out great for me! Also the tip “transition to slow flight” really improved my round out into ground effect. Thanks Jason.
When the video started, I thought, here we go again...I've heard all this before. But, then you did the demos of what incorrect looks like which I found extremely helpful! I thought I was going to witness a tail strike a couple times...poor cessna :) Thanks for a fresh take on a familiar topic.
hey this has been so important on my side because ive always made the most hillarious landings but with the help of your tutorial am sure of my improvement with final approach to landing. You deserve an applause
Had my second hour of pilot training last weekend and flew a straight in approach, turbulence about half a mile out from the airport was fairly significant and I was definitely over controlling the airplane on the way in and bleeding too much speed, fortunately I have a great instructor and he was able to help me smooth it out and then ultimately take the controls right before landing and give me feedback that I have to be a little more smooth so I don't burn so much airspeed, at the same time you definitely can't let the turbulence over control the airplane. He asked me at the end of the lesson how I felt and I said I loved it and I truly did. Can't wait to get my private pilot license and one of my co-workers is going to have his check right in November so him and I are already talking about shadowing each other during lessons just for more experience.
Keep on practicing! It is great that you have a CFI that lets you fly but also knows when to take over/provide feedback. Enjoy your training and if you need any help along the way don't hesitate to reach out to us at support@mzeroa.com. Thanks for watching!
The bad landings you demonstrated, I've done them a bunch of times. I think what I gained from this was delaying the round out a little bit, I had a habit of doing it early and then stalling a little high which made a hard landing or flaring with too much speed which made the airplane fly more, which I'd have to correct with a little power to stop it stalling. It's a bit of an art form getting landings right.
Great video and tips! I’d just add not to be so obsessed with “greasing it”. Just get it in there at a reasonable sink rate, straight, without floating too long, and most importantly, hit the intended touchdown point!
Awesome... now I know what I was doing wrong yesterday... flaring. I kept losing the end of the runway and I was landing in a 6-8 kt crosswind (about 70° off of the left side) and once I lost sight of the runway it became a salvaging operation. It was the first (thru fifth) time that I had landed an aircraft in 22.5 years. I've got a few more hours of dual (BFR) and I'll have useful pilots license again...
Can you show the site picture as your transitioning? You only show the front-view from outside the plane, but not what it looks like from inside the cockpit, which is really the critical point for actually knowing when to transition and what it looks like.
I believe the term flare is the best description in describing what the pilot is doing when landing the aircraft. The pilot transitions from the approach attitude to the landing attitude by using a flare. When attempting to land the pilot transitions from a flight aircraft to a ground aircraft. With light GA aircraft, I found it important to instruct the student once on the ground to retract the flaps as soon as possible and thereby transferring the weight of the aircraft from the wings to the main wheel gear and nose wheel. In other words, transition from flight mode to ground mode as soon as possible. Of course in flight training, the term to use is what works best for the student..
Yay lose the word flair thanks for the validation. Great showing your hand movement during the last part of the landing. Students seem to lock in to place rather than make the adjustments needed. That will help me and my student. all the best neal ... Punta Gorda
2016 172/G I go 85 on downwind, 10 degrees and trimmed, 1800 rpm, 75 on base and add flaps to20 almost no retrimming, turn base, final flaps and 65 about 1500 rpm give or take on wind again almost no trimming, slight adjustment and 65 all the way to the fence, touchdown between 50 and 55
Why the weird camera angle for your final "transition" landing, instead of the nice wing-mounted camera you used for all the other examples? It's impossible to see what you are trying to demonstrate from the camera pointed at the front of the plane from far down the runway.
My biggest issue is directional control - when I throttle idle my nose starts going all over the place and I'm trying to rudder to correct it. Would love to see tips on how to maintain directional stability during the roundout. Thanks!
I found it helpful to watch the end of the runway through the transition (roundout). The nose doesn't come up nearly as much that way, as you generally keep it lower to avoid an aggressive sink. My experience is that most CFI's for some reason, pull back on the yoke far too much.
Good advice. The only problem is that almost as often as not, something busts the pattern. Tower will extend the downwind, or direct a 360, or the wind will change. It's necessary also to learn to land well from busted patterns and, of course, straight-in approaches.
*I needed this, perfect timing because I'm doing my full lesson hour of landings tomorrow with my CFI and I really need to make sure I don't make him wet his shorts! so far, we've had some close calls, I do some sloppy touch and go's* :L
I don't know if it is my CFI, or the tiny field im flying out of, but we land very differently. I'm configuring for 70 wigh flaps on the downwind and holding that all the way until short final, than power off and basically a controlled stall to the ground after the round out. Now, my base and final are very short due to a hill that blocks the pattern, and I am virtually always flying in gusty conditions. My CFI did say that once I get good at landings on this field, I can land anywhere. My first landings on a different field definitely felt like they were on easy mode.
@@MzeroAFlightTraining Hi Jason, Could I get some advice? If you don't mind... In your opinion, is the Gleim Pilot handbook, comparable to the Jeppesen Manual? Thanks for your help. Sam
SOLID. idle throttle over threshold at that airspeed kinda seems risky just with possible gust, yet right on the money with that transition. With gust in the factor I wonder if he'd suggest keeping in power a bit longer. However I will give this a go on my next flight!
You can not fly a normal pattern when some other pilot is flying an A380 pattern, so instead, i practice to be quickly ON SPEED, ON SPOT at 300 feet from the threshold from any speed / altitude/ distance and always land the stall warning screaming with flaps max 20 trying to touch down on the number, each and every time. I would use full flaps on a dead stick landing, though. And. Great video, great info!
I would love this exact video, but all from the pilot’s perspective. The part I’m most interested in is the sight picture during short final and flare, but that’s right when the camera changes to an outside view, which isn’t helpful. Thanks!
Agree 100% that airspeed is king and GA pilots have a tendency to be to fast on the approach/landing per several research studies as evident by porpoising, multiple bounces, floating. But let me add the following. Research has also shown that rarely do GA pilots adjust Vref for aircraft weight. As the latter decreases so does the former. Moreover, light aircraft certification (not so for transport-category acft) only requires a single vref value to be specified in the POH and for max cert aircraft weight. In the case of a C172 with solo pilot and less than full fuel the true Vref will be less than the single-value stated in the POH and consequently the landing will almost certainly be too fast. Another point on the traffic circuit-great advice for non-towered airports but less so with a control tower who can, and do, request right base/straight in entries. etc.
thanks for this example of pilot tips... (not that im a pilot), but i am totally interested in cessna and the like planes, and how to pilot them. Also i like seeing any larger plane land and/or take off, also the piloting of them. 😊😊👍👍👍👍👍👍
Jason, So were you the VO for that UAS PIC doing that drone shot at 11:05? it was cool, and would like to get the same shot and wondering how I could. Thanks!
Jason, Thank you for great tips and video. I am a student (Warrior PA28) and thought that I was doing good in learning landing. However, I have failed with one of the instructors. Unfortunately, not all CFI's are same. They do not teach or give step by step instructions. In final, the nose is still down until you come into landing arena. When do you pull back little bit, so that we put the rear pressure on the plane?
Hi, I've done everything to master airspeed and aiming and everything, the only problem now is transitioning too fast, is it the position of my seat? I feel like I may be sitting too low? Any suggestions for a good site picture of how to properly sit in a c172?
This is a excellent video. One of my favorite Cessna 172 landing videos on UA-cam. Did you use a drone for some of the photography? 7:20 The different outside views are really helpful. I like the overhead view 11:05 as your crossing the threshold.
How tall are you? Can you see any of the engine cowling over the dash? Your camera can and it looks almost eye height for you. When I was in one, all I could see was the top of the front edge of the dash (meaning, no base of glass or engine cover). And I'm 6'2". X-Plane shows the same view as well. (just a very high dash that is disconcerting)
Question. If you could Please answer. I was always told to level out before threshold. Do you recommend leveling out a little after threshold? This always screwed my landings
Some important advices on speed and distance, thanks. A good tip, face your instruments by sitting in the left seat, how can you expect a perfect landing with an improper speed and altitude information? ;-) I didn't get this "flare" argument, you flare a C172 like any other aircraft except some navy fighters like the Hornet, unless you want to bounce or crash on the ground. You may call that transition if you like - though this would rather apply to an helicopter whose flight regime actually transitions, but "flare" is just the definition of your trajectory.
when i was learning mine did the same thing. its a good technique to learn the aircraft... some say engine quits u can make it etc... funny thing though, if the engine worked fine all the way to the airport why would it decide to quit in the pattern. if was to quit adjust to make the runway
AV8R Yes , it’s been pretty much standard procedure in GA training for at least the last fifty years. If the engine quits and the runway can’t be made from there , then the pattern is probably far too wide.
Large jets like the 777 and 747 don't really flare like this guy says. Jets don't really flare in general. Certainly not the ERJ-175 that I fly. You just fly them with power onto the runway. They are generally already in a nose up attitude during final. In a 172, you pull the power back way earlier and flare it until the stall horn goes off and it plops onto the runway. To me, that's more of a flare than what you'd do in a jet.
On a good landing the stall warning horn shouldn't be going off, maybe slightly from a gust of wind right as you touch down. No matter what phase of flight though, a stall warning horn is the indication of an imminent stall, not a good sign no matter what, it's the same thing as the stick shaker going off in the jets. That being said, many people believe that good slow flight technique is to hear the stall warning horn the whole time during the maneuver as well but that is poor technique. If you don't believe me, check out the latest version of the airplane flying handbook. If the stall warning horn goes off during slow flight you should increase your speed by about 10 knots in a 172. Also, the technical term for slow-flight is any speed less than cruise. Hope this helps some people, lastly on a side note, the airspeeds he mentioned will be different for your make and model of aircraft, please refer to the POH for the airspeeds specific to your aircraft.
Eric Housman the technical definition of slow Flight ia between the endurance speed and stall speed. I wouldn't call endurance cruise, it's far from it. People practice slow Flight with a constant or near-constant stall warning because that is closer to Flight at minimum controllable airspeed, which is the point of the maneuver. You enter the slow Flight range well before that though yes. There's nothing wrong with hearing a stall horn in the flare in most light aircraft. It depends on how sensitive the horn is. Many taildraggers you can't get to a 3-point attitude without the horn. For a 172 I am not a believer that you *should* hear the horn like some people suggest, but if it comes on when I'm a few feet above the ground it doesn't bother me at all. A stall at that stage is just a smooth touchdown.
Andy Plater I would agree on some of those points. Definitely depends on the aircraft. AFH says slow flight is flight just under the AOA that will cause a buffet or stall warning. Meaning the stall horn wouldn't be going off. In the 172 POH maximum endurance speed is at 60% power which still gives a speed of 100 knots roughly. Well above slow flight speeds and is considered a cruise speed. I did mention the first time that hearing the stall horn just before touch down happens quite often for lots of planes especially if it's gusty but holding the airplane at up to a full stall before it touches down isn't good technique to me.
I don’t think he’s aiming for jet pilots. Landing a 172 is totally different compared to jets. It’s the main issue I see with new FOs at my airline, they do the chop and drop like in a 172. It takes awhile for them to understand they need to almost land with power. My personal tip for best landings is the trim, have the airplane with slightly above normal nose up trim on touchdown and you will roll it on every time.
Assuming you're calling out knots for air speeds? My Cessna 172 has been pulling to the right upon transition. When I work the rudder to bring me left the plane feels like its going to flip up and over to the right. Members of my aero club say it's only my issue. Thoughts?
Ailerons have 3 chores; 1) make the bank to TURN the plane (99% of our flying) 2) approaching the runway: makes the BANK that stops xwind drift. 3) ON the runway: provides the ADVERSE YAW that aids rudder in directional control to brake speed.
I’m always touching down left or right of center line-never on the line. My instructor tells me to give it more right rudder when I’m right of centerline, but that’s not intuitive for me. Do I just need to pair that with the right amount of left aileron?
thankyou for the great information... I have one problem when it comes to landing i can't tell when to start the transition / or the flare ....i still can't tell if im close to the ground or a little bit high...i finished 28hours of training but i still can't land the plane..my inst says i still can't feel the plane and reaction is behind the plane ...if you have any tips to improve my reaction time + landing when can i tell im close to the ground and start my transiton...on landing i always flare early bcuz i feel we are close to the ground idk how to time it
Hello! The best thing I can recommend is to keep practicing. Make sure your seat is adjusted correctly- you can ask your CFI if you are seated too high or too low. Ask for CFI to demonstrate some landings so you can get the sight picture. But really, practice is the best key! Keep on practicing and you will master those landings! Good luck!
One of the most subtle important features of your teaching is the constant "next" mentality. "What am I doing next? What's the next step?" There is no down time as PIC and you are one of the best in demonstrating this on UA-cam.
Thanks!
I'll never forget my first solo cross-country from Houston Hobby to San Antonio International (really - we could do that back in the 70's). Approach control held me at 2500 feet on base for runway 12 R. A Braniff jet flew underneath my 150 (I could see the stripes on the co-pilot's shoulders) and the tower then just said turn final, cleared to land. Wow. I came off the power and hit full flaps and landed on the numbers from a 2500 ft. base leg. It was the first time I hadn't flown a traffic pattern but my training kicked in and I just flew it. Same coming back to Houston. Tower made me go around in a long circling approach to avoid a Southwest jet and I just flew it. My message here is airmanship and flexibility. I was a little rattled not having the cues I got in flying a pattern, but you don't always have that choice. Great channel. I just subscribed.
I'm a student pilot in Chicago, with my third instructor all good pilots but not good instructors. I always come back to Jason to listen to and watch his amazing videos to comprehend what flying is all about. Thank you I wish I was in Florida and attending your school at MzeroA!!!
This man has a knack for teaching. He explains landing so well, you only need to hear it once or twice and it will retain. I hope he is a teacher or a professor of some sort....
Jason Schappert, I'm a private pilot from Brazil, and I'd like to say I really appreciate the work you do. Your videos always have amazing contents that are always very useful for us. Thanks a million! And most importantly remember: a good pilot is always learning!!! See ya!
Used your tips in my flightlesson yesterday and FINALLY! After having like 40+ landings (some good, some bad) I aced all of them each time in the circuit. Usually I have some real good landings some at random, but now every time I aced them and it felt so good! Thank you so freakinh much!
It’s amazing to me that this man is taking the time to fly his airplane burning fuel. Purchased video equipment, teaching, editing and uploading for FREE. And I read the comments some give. Very disturbing. How did we become so unappreciative? How do people come to a training video clearly looking for training or you would not be here, but yet giving training in the comment section and correcting the trainer. 🤯
This was such a huge help that I went flying today and made 4 great landings! Air speed is king
Love that you fly in the right hand seat. I’m learning to fly in that seat as I co pilot my 20 year experienced new partner. In Australia we drive right hand so it feels natural to me! My partner uses the word Flare but I know what he means. My instructor says I’m a natural ( at 52Im not so sure) but really it’s all the practice and having pre lesson explanations of concepts via the internet that have helped me get it. Awesome work. Thanks
Great vídeo. I'm a flight instructor in Argentina and i'm agree with you when you Say that a perfect landing starts with a perfect pattern. The only thing i instruct different is not to use flaps until you are in base or final leg being sure that , if the engine quits, you re gonna make it to the runway any way. And i agree that we don't flare , we transsittion. Thanks for your dedication... Cheers from the southern country
Is there a lot of general aviation in Argentina? Where in Argentina?
@@76groundschoolchick Hi. I'm from Argentina, too, and you may say there is a lot of GA here. But I think that if our economy were better, many more people would own small airplanes, so mostly the activity is in air schools and clubs scattered throughout this large country. However, most are around Buenos Aires where I live. My flying is at a near village called Cañuelas, in Tecnam P2002, doing my private pilot course. Cheers.
Hey, in one of your videos you mentioned putting the centerline over your right shoulder when seated in the left seat. This worked out great for me! Also the tip “transition to slow flight” really improved my round out into ground effect. Thanks Jason.
Hey Adrian!
Happy to hear that the tips helped out. Thanks for the support!
Watched some of your good landing advise and just got back from another lesson. Instructor says it was my best landings. Thanks.
When the video started, I thought, here we go again...I've heard all this before. But, then you did the demos of what incorrect looks like which I found extremely helpful! I thought I was going to witness a tail strike a couple times...poor cessna :) Thanks for a fresh take on a familiar topic.
Thank you my friend
Great video and info. I would have liked to see the cockpit view on the last landing showing “transition”.
4:20 "im a little bit high"... perfect timing?
O dang
And i'm smoking a joint, coincidence?
how high are you sir?
And he says like 700 times 😂
Its lit !
Your transitions are some of the best flares I've ever seen.
hey this has been so important on my side because ive always made the most hillarious landings but with the help of your tutorial am sure of my improvement with final approach to landing. You deserve an applause
Getting ready to solo in the next couple days. Your videos have helped so much. I appreciate you 🙌
Had my second hour of pilot training last weekend and flew a straight in approach, turbulence about half a mile out from the airport was fairly significant and I was definitely over controlling the airplane on the way in and bleeding too much speed, fortunately I have a great instructor and he was able to help me smooth it out and then ultimately take the controls right before landing and give me feedback that I have to be a little more smooth so I don't burn so much airspeed, at the same time you definitely can't let the turbulence over control the airplane. He asked me at the end of the lesson how I felt and I said I loved it and I truly did. Can't wait to get my private pilot license and one of my co-workers is going to have his check right in November so him and I are already talking about shadowing each other during lessons just for more experience.
Keep on practicing! It is great that you have a CFI that lets you fly but also knows when to take over/provide feedback. Enjoy your training and if you need any help along the way don't hesitate to reach out to us at support@mzeroa.com. Thanks for watching!
The bad landings you demonstrated, I've done them a bunch of times. I think what I gained from this was delaying the round out a little bit, I had a habit of doing it early and then stalling a little high which made a hard landing or flaring with too much speed which made the airplane fly more, which I'd have to correct with a little power to stop it stalling. It's a bit of an art form getting landings right.
Great video and tips! I’d just add not to be so obsessed with “greasing it”. Just get it in there at a reasonable sink rate, straight, without floating too long, and most importantly, hit the intended touchdown point!
Awesome... now I know what I was doing wrong yesterday... flaring. I kept losing the end of the runway and I was landing in a 6-8 kt crosswind (about 70° off of the left side) and once I lost sight of the runway it became a salvaging operation. It was the first (thru fifth) time that I had landed an aircraft in 22.5 years. I've got a few more hours of dual (BFR) and I'll have useful pilots license again...
Can you show the site picture as your transitioning? You only show the front-view from outside the plane, but not what it looks like from inside the cockpit, which is really the critical point for actually knowing when to transition and what it looks like.
That’s kinda hard to take a picture of that cuz everyone has different sight pictures. I’m short and from someone who’s tall it looks different.
think of the runway at a 45 degree angle to start your turn towards the runway
Yes, told you perfect! He don´t putthe view to looks from inside the cockpit its the critical when you need makes the flare and pull up
all his videos hide critical information or pictures that you actually need to verify. this guy is neaky.
He means power on for landing, and started to dercrease you air speed with your left hand by figuring out the distance in front.
I believe the term flare is the best description in describing what the pilot is doing when landing the aircraft. The pilot transitions from the approach attitude to the landing attitude by using a flare. When attempting to land the pilot transitions from a flight aircraft to a ground aircraft. With light GA aircraft, I found it important to instruct the student once on the ground to retract the flaps as soon as possible and thereby transferring the weight of the aircraft from the wings to the main wheel gear and nose wheel. In other words, transition from flight mode to ground mode as soon as possible. Of course in flight training, the term to use is what works best for the student..
Drinking game...take a sip every time he says ‘in this case’
I was thinking this with the word perfect haha
Rude
Lmao
Also applys to some russian teachers
My liver
"Now this is what a wide pattern looks like" - *proceeds to not show you the airfield to understand what a wider pattern looks like*
this video is so cringe
OK Hoover
He was being rhetorical
Like this guy, he is teaching what to do for my next Solo flight.
Glad we could help! Enjoy your solo!
Yay lose the word flair thanks for the validation.
Great showing your hand movement during the last part of the landing. Students seem to lock in to place rather than make the adjustments needed. That will help me and my student.
all the best neal ... Punta Gorda
Great video! I agree, there shouldn’t be any flare in a Cessna... especially if you aren’t using full flaps
Thanks for watching!
2016 172/G I go 85 on downwind, 10 degrees and trimmed, 1800 rpm, 75 on base and add flaps to20 almost no retrimming, turn base, final flaps and 65 about 1500 rpm give or take on wind again almost no trimming, slight adjustment and 65 all the way to the fence, touchdown between 50 and 55
I used to land in Williston all the time! I wish I had the chance to fly with you. Just recently bought your audiobook and love it!
Why the weird camera angle for your final "transition" landing, instead of the nice wing-mounted camera you used for all the other examples? It's impossible to see what you are trying to demonstrate from the camera pointed at the front of the plane from far down the runway.
after some atrocious landings yesterday, watching this again! lol. Thanks for the great content.
How familiar I am with this lecture in the vedio, it took me back to the year when I was studying flight abroad .
Jason, love all the videos. What drone did you use for some of these shots, and how hard was it to get clearance? Please keep it up!
90-100 downwind. 80-85 base. 70-75 finals. When runway made pull back to idel. Roundout then transition. Stall sound then touch down.
My biggest issue is directional control - when I throttle idle my nose starts going all over the place and I'm trying to rudder to correct it. Would love to see tips on how to maintain directional stability during the roundout. Thanks!
More throttle?
I found it helpful to watch the end of the runway through the transition (roundout). The nose doesn't come up nearly as much that way, as you generally keep it lower to avoid an aggressive sink. My experience is that most CFI's for some reason, pull back on the yoke far too much.
Don't rudder correct, do slight aileron correct and I mean very certain sligh/
More slow flight practice!!
These vids are so good and helpful! Thank you Jason!
Good advice. The only problem is that almost as often as not, something busts the pattern. Tower will extend the downwind, or direct a 360, or the wind will change. It's necessary also to learn to land well from busted patterns and, of course, straight-in approaches.
Great work for a Great video, A good landing start with a good pattern And Air speed is King 🤴 we get it 👍
Thanks!!! 👍
I always wanted to be a pilot, but alas! Your videos are excellent & a thrill to watch....thank you!!
What are procedures like for getting those drone shots at the airport? Do the FARs lay out any requirements? Really well dony video!
Morning what would be your reason not to fly the day? Weather wise what do you look at first or let you make your decision? Wind or clouds?
*I needed this, perfect timing because I'm doing my full lesson hour of landings tomorrow with my CFI and I really need to make sure I don't make him wet his shorts! so far, we've had some close calls, I do some sloppy touch and go's* :L
How did it go?
@@DerpOtron9k The world may never know~
That’s actually really helpful. Just want to know how do you record your voice on the ac?
I don't know if it is my CFI, or the tiny field im flying out of, but we land very differently. I'm configuring for 70 wigh flaps on the downwind and holding that all the way until short final, than power off and basically a controlled stall to the ground after the round out. Now, my base and final are very short due to a hill that blocks the pattern, and I am virtually always flying in gusty conditions.
My CFI did say that once I get good at landings on this field, I can land anywhere. My first landings on a different field definitely felt like they were on easy mode.
Always love your tips. You're a great instructor 👍🏼
I thought "why would he take the wheel fairings off of such a beautiful Cessna"... I quickly realized why lol. Great vid great info!
Amazing video Jason! Thanks for the lessons. Just subscribed. Binge watching the rest of your videos LOL!
Awesome! Thank you!
@@MzeroAFlightTraining
Hi Jason,
Could I get some advice? If you don't mind...
In your opinion, is the Gleim Pilot handbook, comparable to the Jeppesen Manual?
Thanks for your help.
Sam
Thank you so much! This video and all the spirited explanations were extremely helpful. Also, beautiful bird! Thank you!!
SOLID. idle throttle over threshold at that airspeed kinda seems risky just with possible gust, yet right on the money with that transition. With gust in the factor I wonder if he'd suggest keeping in power a bit longer. However I will give this a go on my next flight!
hand on throttle.. for that gust then option is go around if short runway ease her down if a long one
Superb Landing tips great to learn & thanks alot.
I will use these tactics today! thanks!
Happy it helped!
You can not fly a normal pattern when some other pilot is flying an A380 pattern, so instead, i practice to be quickly ON SPEED, ON SPOT at 300 feet from the threshold from any speed / altitude/ distance and always land the stall warning screaming with flaps max 20 trying to touch down on the number, each and every time. I would use full flaps on a dead stick landing, though. And. Great video, great info!
Hey Jason, just wondering how did you attach your GoPro to the wing? And where can I get the gear to do the same? Thanks!
Hello! How about night landing techniques and tips.With or without landing lights.
I always have trouble knowing how high I am above the runway especially since I land on a lot of different sizes of runways
Thanks this was a great video it helped a lot and you explain things so well thanks 🙏
He's flying as if he's testing new plane on a desktop simulator. Certainly gives confidence to everyone watching this video and flying afterwards.
Yeah, landing, The speed is the king! Learned it. Thank you.
Glad it helped! Thanks for watching!
Great video, thanks for sharing. By the way, what’s the hardware used for the audio in the cockpit.
This video is very helpful! This tips will certainly help me improve my landings and bring the first solo closer to me. :))
This was a really awesome tutorial, i still need those books though lol
I would love this exact video, but all from the pilot’s perspective. The part I’m most interested in is the sight picture during short final and flare, but that’s right when the camera changes to an outside view, which isn’t helpful. Thanks!
Tough crowd on some of these comments-- I really appreciated your effort and enthusiastic explanations :)
Yep, he is a natural - in this case.
Agree 100% that airspeed is king and GA pilots have a tendency to be to fast on the approach/landing per several research studies as evident by porpoising, multiple bounces, floating. But let me add the following. Research has also shown that rarely do GA pilots adjust Vref for aircraft weight. As the latter decreases so does the former. Moreover, light aircraft certification (not so for transport-category acft) only requires a single vref value to be specified in the POH and for max cert aircraft weight. In the case of a C172 with solo pilot and less than full fuel the true Vref will be less than the single-value stated in the POH and consequently the landing will almost certainly be too fast.
Another point on the traffic circuit-great advice for non-towered airports but less so with a control tower who can, and do, request right base/straight in entries. etc.
thanks for this example of pilot tips... (not that im a pilot), but i am totally interested in cessna and the like planes, and how to pilot them. Also i like seeing any larger plane land and/or take off, also the piloting of them. 😊😊👍👍👍👍👍👍
Jason, So were you the VO for that UAS PIC doing that drone shot at 11:05? it was cool, and would like to get the same shot and wondering how I could. Thanks!
Jason, Thank you for great tips and video. I am a student (Warrior PA28) and thought that I was doing good in learning landing. However, I have failed with one of the instructors. Unfortunately, not all CFI's are same. They do not teach or give step by step instructions. In final, the nose is still down until you come into landing arena. When do you pull back little bit, so that we put the rear pressure on the plane?
The drone shots are amazing :)
Thank you, Yavor!
Love the vids Jason. Keep up the good work. Love your attitude
Pun intended? :D
John McGahern what pun?
John McGahern did you read aLtitude instead of aTtitude
Hi, I've done everything to master airspeed and aiming and everything, the only problem now is transitioning too fast, is it the position of my seat? I feel like I may be sitting too low? Any suggestions for a good site picture of how to properly sit in a c172?
Great video!! Just curious, why don't you wear sunglasses?
Cool. Hi. I am a fl8ght simulator enthusiast. What you are doiyng is very coll. Thank you very much!
Glad you enjoy it!
You are the absolute goat brotha! Thank you so much for all this information
Glad to help! Thanks for watching, Nasser!
Hey Jason. Great videos. How do you get the overhead shots of your plane landing on the runway? Thanks
Hi Kurt! I believe that was shot with a drone! Thanks for watching!
How do you hold your camera outside on the wing ? Simply with the provided tape that comes with the stands ?
Do you use toe brakes when stopping on the runway or do you just let the plane roll to a stop
This is a excellent video. One of my favorite Cessna 172 landing videos on UA-cam. Did you use a drone for some of the photography? 7:20 The different outside views are really helpful. I like the overhead view 11:05 as your crossing the threshold.
What are the 3 ways?
How tall are you? Can you see any of the engine cowling over the dash? Your camera can and it looks almost eye height for you.
When I was in one, all I could see was the top of the front edge of the dash (meaning, no base of glass or engine cover). And I'm 6'2". X-Plane shows the same view as well. (just a very high dash that is disconcerting)
I think am gonna start my private pilot license as well as soon 🔜 please Inform me, I need your advice 🙏
Question. If you could Please answer. I was always told to level out before threshold. Do you recommend leveling out a little after threshold? This always screwed my landings
Some important advices on speed and distance, thanks. A good tip, face your instruments by sitting in the left seat, how can you expect a perfect landing with an improper speed and altitude information? ;-) I didn't get this "flare" argument, you flare a C172 like any other aircraft except some navy fighters like the Hornet, unless you want to bounce or crash on the ground. You may call that transition if you like - though this would rather apply to an helicopter whose flight regime actually transitions, but "flare" is just the definition of your trajectory.
Keep in mind always say to yourself pitch,power and trim..
Was that final landing with one or two notches?
Hi Jason,
New guy here.
My Instructor has me cutting power to idle a beam the numbers on downwind.
Does this make sense to you ? Thanks!
when i was learning mine did the same thing. its a good technique to learn the aircraft... some say engine quits u can make it etc... funny thing though, if the engine worked fine all the way to the airport why would it decide to quit in the pattern. if was to quit adjust to make the runway
AV8R Yes , it’s been pretty much standard procedure in GA training for at least the last fifty years. If the engine quits and the runway can’t be made from there , then the pattern is probably far too wide.
Large jets like the 777 and 747 don't really flare like this guy says. Jets don't really flare in general. Certainly not the ERJ-175 that I fly. You just fly them with power onto the runway. They are generally already in a nose up attitude during final. In a 172, you pull the power back way earlier and flare it until the stall horn goes off and it plops onto the runway. To me, that's more of a flare than what you'd do in a jet.
yeah this is what I'm thinking, the faster the airplane the less you want to get it near stall speed close to the ground.
On a good landing the stall warning horn shouldn't be going off, maybe slightly from a gust of wind right as you touch down. No matter what phase of flight though, a stall warning horn is the indication of an imminent stall, not a good sign no matter what, it's the same thing as the stick shaker going off in the jets. That being said, many people believe that good slow flight technique is to hear the stall warning horn the whole time during the maneuver as well but that is poor technique. If you don't believe me, check out the latest version of the airplane flying handbook. If the stall warning horn goes off during slow flight you should increase your speed by about 10 knots in a 172. Also, the technical term for slow-flight is any speed less than cruise. Hope this helps some people, lastly on a side note, the airspeeds he mentioned will be different for your make and model of aircraft, please refer to the POH for the airspeeds specific to your aircraft.
Eric Housman the technical definition of slow Flight ia between the endurance speed and stall speed. I wouldn't call endurance cruise, it's far from it.
People practice slow Flight with a constant or near-constant stall warning because that is closer to Flight at minimum controllable airspeed, which is the point of the maneuver. You enter the slow Flight range well before that though yes.
There's nothing wrong with hearing a stall horn in the flare in most light aircraft. It depends on how sensitive the horn is. Many taildraggers you can't get to a 3-point attitude without the horn. For a 172 I am not a believer that you *should* hear the horn like some people suggest, but if it comes on when I'm a few feet above the ground it doesn't bother me at all. A stall at that stage is just a smooth touchdown.
Andy Plater I would agree on some of those points. Definitely depends on the aircraft. AFH says slow flight is flight just under the AOA that will cause a buffet or stall warning. Meaning the stall horn wouldn't be going off. In the 172 POH maximum endurance speed is at 60% power which still gives a speed of 100 knots roughly. Well above slow flight speeds and is considered a cruise speed. I did mention the first time that hearing the stall horn just before touch down happens quite often for lots of planes especially if it's gusty but holding the airplane at up to a full stall before it touches down isn't good technique to me.
I don’t think he’s aiming for jet pilots. Landing a 172 is totally different compared to jets. It’s the main issue I see with new FOs at my airline, they do the chop and drop like in a 172. It takes awhile for them to understand they need to almost land with power. My personal tip for best landings is the trim, have the airplane with slightly above normal nose up trim on touchdown and you will roll it on every time.
Assuming you're calling out knots for air speeds? My Cessna 172 has been pulling to the right upon transition. When I work the rudder to bring me left the plane feels like its going to flip up and over to the right. Members of my aero club say it's only my issue. Thoughts?
Ailerons have 3 chores;
1) make the bank to TURN the plane (99% of our flying)
2) approaching the runway: makes the BANK that stops xwind drift.
3) ON the runway: provides the ADVERSE YAW that aids rudder in directional control to brake speed.
I’m always touching down left or right of center line-never on the line. My instructor tells me to give it more right rudder when I’m right of centerline, but that’s not intuitive for me. Do I just need to pair that with the right amount of left aileron?
Moral of the story ... when you see long legs, don't approach hard.
His talk about flare vs transition- now I know what I did wrong my first solo
Are you talking in nautical mph or statute mph?
I’m applying for professional Pilot Technology today. any information you can give me on this course and how well it will make me a pilot?
Super helpful! Thank you!
These speed numbers you are using, are they KNOTS or MPH?? Thanks
Knots
Good stuff! Very, very helpful.
thankyou for the great information... I have one problem when it comes to landing i can't tell when to start the transition / or the flare ....i still can't tell if im close to the ground or a little bit high...i finished 28hours of training but i still can't land the plane..my inst says i still can't feel the plane and reaction is behind the plane ...if you have any tips to improve my reaction time + landing when can i tell im close to the ground and start my transiton...on landing i always flare early bcuz i feel we are close to the ground idk how to time it
Hello! The best thing I can recommend is to keep practicing. Make sure your seat is adjusted correctly- you can ask your CFI if you are seated too high or too low. Ask for CFI to demonstrate some landings so you can get the sight picture. But really, practice is the best key! Keep on practicing and you will master those landings! Good luck!
@@MzeroAFlightTraining thankyou so much
We need to talk about your lack of flair. I'm counting, and I only see 15 pieces...
you dont need flair
He said cessna doesnt flair..just transition
The people that don’t get the reference lol^
I’m dying 😂😂
Office Space?
Thanks for sharing, good teaching.