My instructor has been teaching for 50 years and never had a student fail a checkride. When you get into the flare he says, "Okay, now don't land. Don't land, don't land" until you grease it on. Great technique. You shouldn't be thinking about landing, you should be thinking about not landing. Cool to see you taking that approach as well, it works!
@@sherwoody7580 "In Berenbaum's article, she mentions a 1961 study by J.L. Gressit in which an insect trap was placed on a Super-Constellation airplane. That plane flew 116,684 miles sampling the air, catching whatever was up there, and, Berenbaum says, "the trap managed to capture a single termite at 19,000 feet." That's the record."
I still remember the landing I had to perform for my private pilot check ride. The examiner had me flying above the runway a good 2-3000' AGL. As we passed the mid-point, he said, "Put the aircraft in a slip and land it." Yoke hard left, rudder hard right and down we went. About 100 feet or so above the runway I kicked out of it, pulled back on the yoke to get the nose up and stuck the landing. It helped that the runway was a 13,000 footer formerly used by B-52s at a SAC base that the Air Force closed the year before and turned over to the city. Thinking back on it, that's about the only thing I remember from that flight. So much for all the touch and gos I shot preparing for the exam. I have to admit that I had a great instructor. I'd ask him one of those "What if" questions, and he say, "I don't know, let's go find out." And we did.
👍👍 At the end my CP examiner said.... "You van do all the snappy manuvers.. NOW you need to learn to fly like you have 40 people in the back." Best advice I have gotten in 60 yrs.
Wow. You could have landed an aircraft carrier in 13,000 ft. I'm learning on short asphalt in the middle of a city, surrounded by shopping centers and a river. The fence is 100 foot from the runway. Glide slope is 5%, and the river approach is between tall trees about 300 foot apart. They tell me if I master that place, I'm solid everywhere. We do touch and go/pattern work at different airports because it's too risky at home base with new students. They have a series of chekrides before they let you solo onto that asphalt.
The big thing for me was speed (in a 172). I already had a rotor private cert and did a fixed-wing add-on with a CFII who takes guys to type ratings in CJ2-3s so he had been around. He had me coming over the fence at 75 knots and I kept bouncing landings. Pretty much starting to fly again. I finally realized he had created a lot of frustration by working me for hours of rental and CFI fees and after an in-cockpit altercation told him I would never get in an airplane with him again. Switched to another school and got an instructor who was almost 80 years old. He had gotten his CFII the year before I was born - and I'm old! We go out for the first time and on our first approach I asked about speed and if we should be over the fence at 75 knots. He says "oh no, that is way to fast. 65 maybe 70 knots or you will have too much energy and bounce the landing." He was absolutely correct and I greased that first landing with CFII number 2 and never looked back. Wasted a LOT of time with that first instructor.
BRAVO. Too many students have similar experiences. MOST every student who quit AND pilot I have ever talked to told me they almost quit because of the landing thud their instructor always did. If an instructor cant grease it on every time, find one who does.👍
@@hotrodray6802 greasing it in as good as long as you're not doing it at the very end of the runway 😁 better to land the plane firmly with runway to spare then hold off and burn 100 ft and end up in the grass
@@jackfrostcm108 I trained at KSDL on a 9,000 foot runway that has a long no-land zone between the fence and the runway so perhaps that was an adjustment made by my good instructor.
I'm a fairly new pilot, about 160 hours. I have trained with I think 7 CFIs, all of them quite good. But this is the best breakdown and explanation of landings I have heard. I will definitely be putting this advice to work next time I go out. Thank you for making these videos.
1:48 - I figured that out half way through my INSTRUMENT training and finally started nailing landings. I'm probably the only guy ever who got BETTER at landing during instrument training :)
Great tip on when to begin the round-out. I never heard that before. My instructor taught me to keep the decent until you feel like something must be done about it. At first I had a tendency to round out too high and that just makes for way too much to that has to be done in a hurry to correct. That's for the videos.
I have been watching everything on flying trying to learn as much as I can before I take classes. This is by far the most informative video on U Tube on landings. Thank You.
Excellent illustration and lesson... This was one of the things that my instructor drilled into my head... first and foremost, establish a stable approach. Be on your airspeed on final and locate that aiming point. Then "fly" the airplane to that aiming point and, like you said, once it goes under you, reduce power and begin the flare and let the airspeed bleed off. The stall horn should come on just before touchdown. In our Tiger, airspeed is 80 on one mile final with 30 degrees flap (that's our minimum maneuvering speed), 75 on short final with full flap, 70 across the fence and 65 when the wheels touch down. Of course, things change a bit when you're landing in gusty conditions and crosswinds, but that's for another lesson, eh?. Again, nice job.
Sure could have used this a few years ago for my private training. It would have saved me about $2k in remedial training with a different instructor narrowing down why my landings were so inconsistent.
In my 52 yrs of light plane CP, I have found that 90% of high time pilots fly like they are herding cats. Many instructors are the blind leading the blind. My two pet peeves are rough touchdowns and pilot induced ocillations in turbulence. Thanks for your well developed instructional videos. 😎🔔
Hey Jason!! Just took my family recently to our first flight. Had a very respectful amount of crosswind, but thanks to your excellent videos, the landing was smooth as could be for my precious cargo, and they got off the plane begging for the next flight. Thanks so much for the videos you put out, greatly appreciated!
This video helped me so much... I have about 40+ hours in a Grumman Traveler but have now started transitioning to a C172 due to the Grumman being involved in a hard landing due to an emergency... I had my first flight in a Cessna this afternoon and I used your pointers from the Jacobson flare and i was shocked with how my landings were right away... with your help and my CFI this transition is going to be a breeze... Thank you for all your amazing content 🤟🙌
I'm a private pilot from Argentina and I find all your videos so interesting and useful. Thanks for the information you share! Especially in these particularly quiet days.
I was able to land perfectly after 6 landings on a big runway 150 ft wide x 5710 (KNYL), I was not able to master a perfect cross-wind landing on the 60 wide x 2800 ft long (44A) on the same day , maintain a center line with gusty wind feel harder on the small runway compared to the big runway, we need practice for all the possible combinations, even a simulated flat tire landing, I had no rush to complete my training and the solo at 20 hours wasn't a goal, my approach was spent more time flying with the instructor never in a calm and cold day, in the desert as soon as the sunrise, we are in the roller coaster, a appreciate the knowledge in your videos.
Jason, just by the way you break the process of landing into its 5 sub-components, I know I'm speaking to an expert. A similar situation occurs in the world of shooting, where to be a good shot, you need to know and apply the 4 marksmanship principles. Jason, therefore, has to be one of the best. I love his use of a model plane to support his explanation. Really professional!
Great advice! It was guys like you who set the foundation for my career. I'm now a retired Delta captain muckety-muck but I enjoyed your video. I had a leg up when I entered USAF pilot training owing to my GA experience. I liked that you mentioned the lack of flare in a large transport- you shoot for a round out with very little vertical speed and land or else risk a tail strike. Aimpoint and centerline discipline is also a big deal with high performance airplanes. Keep up the good work!
Great stuff! I had my 172 landings nailed, and then I threw two people in the back seat and it changed how the plane responded on the roundout, not my greatest landing. I suggested to my CFI fly the airplane with seats full with a student before the checkride or they take their first pax up to let them account for the difference.
@@TheCruizer21 Yeah I started off tandem tailwheel, the M-O was always power off, so switching to tin cans I had a hard time remembering that keeping some power on is ok.
One hurdle to get over is going from rote applications of pitch and power. Those rules of thumb will get you close to the right spot, but read your instruments and correlate that to your sight picture. Use whatever inputs are necessary to create the sight picture and aerodynamic forces that you want. That must be filtered through the aircraft limitations, and for nonprofessional pilots, your personal minimums and comfort levels. It’s a tricky step to get through, but in different conditions, different things are done. Command the airplane, do pilot stuff. The difference between “this is what I’ve done in the past” to “this is what I want the airplane doing right now” is a different perspective, but moving to a deeper understanding of how to manipulate the airplane in different conditions to create the desired outcome is the goal.
I took lessons with my GF and another friend in the back, and in another flight with my mom. Obviously the CFI next to me. As long as I wasn't afraid of my ego being hurt by them hearing me get corrected, he didn't mind it. I'm hard to offend, so it didn't bother me at all having them hear my instructor criticizing me.
@@sherwoody7580 I know this is an old comment but I had to say, it is a superb comment! Nailed it. I had to changed instructors when I struggled with landing - he just wanted 'the numbers', ie set airspeed, same thing every time and if I didn't have it exactly like that he made me go around, so did hardly any touch and go's. I changed to a guy with 40 years experience who undid the mess I was in and slowly I learned to feel what was happening and to make the correct inputs to place the aeroplane where I wanted it, at the right speed. It took ages, anyone else would have given up on me, but he promised to get me solo. After I solo'd the rest of training was huge fun. I never lost the landing skills, even when tired or in tricky conditions. Yes, I got my licence, thanks to great instructing.
Jason,....Excellent video!!! Learned to fly in an L2 Taylorcraft, (tail-dragger, no flaps). Biggest thing I took from that was learning to operate in the “nose-up” environment. With no flaps to employ, dissipating all of the lift was a real challenge....I also learned, during my training, that, “If you can do it, I can do it”!!! Just show me how....Best feeling in the world was being over the numbers, just high enough and just fast enough to “nail” the landing....Like I said, excellent video....Glad I subscribed.....
I really appreciated this video lesson and your use of visual aids and video to complement your audio/lecture. I like the idea of breaking the landing down into 5 phases. Will try this next time (and every time).
Thanks "The Finer Point" I have been practicing my landing on a regular flight simulation at a school. Its really good. I was wondering what that sound was because I seen it done with a student and a C.F.I. I wanted to try it too. He said the same thing you said about this is the correct way to land a plane. I have been going to simulated for 2 months and it has helped me a lot in my flight training. I do a month subscription for $299.00 per month anytime I want to go. I do 5 hours a flying a week. Always the best!! thank you
Thanks. I learned something new and that is to pick a spot on the runway to start pitching my nose up. I used to look between the fuselage and the wing to see my altitude.
Probably the best video on landings. I like that you don't trip up on the word "flare" and still use "transition" to adjust your viewpoint. Jason, you are a one-of-a-kind CFI. You must really love flying, bc you are able to explain so much... in just a few words. Thank you!
I am a pretty new student pilot and i've been having alot of issues with the landing and this helped alot in understanding the steps and I think it will help me get my landings done and finally solo, thank you!
Hey, I am so new at all this with aviation but I have seen many videos and I even a Private Pilot Video Course and I can tell you my friend that you are a really good instructor, I am from the Dominican Republic and if I had the chance to learn with you trust me on this, I know I would have been your best student, i can say all this by just watching a video where you show how passionate you re about this beautiful career, congratulations and keep up the good work my friend.
Thank you for this great video! I was just doing the low passes/landings yesterday and my instructor also say pull back pull back don’t land it don’t land it and then we land :) really enjoying your videos they are great re-enforcement of my CFIs instructions and additional learning!! Blessings
Nice video. I especially like your tip about flying the plane all the way to the tie downs. That’s something I really learned in my taildragger training. Because there it is absolutely necessary to avoid spinnt the plane on the ground.
These are just excellent videos! I just wanted to add one tip that could help some students struggling with those last few seconds of the landing. Try to not worry so much about executing a "flare" and think of it as more of just holding the low and level flight path you have after you roundout. The plane will naturally flare a bit on its own if you hold that and just let it settle onto the runway. I had total frustration with landings until I stopped thinking "flare" and started thinking of just holding it level. Give it a shot!
This is an excellent video. Never really gave this much thought as exactly when to when to round out. This is good stuff for pilots of any skill level. Thanks!
GREAT tip!!!.. absolutely spot on about the approach... if not stabilised and trying to ‘change’ things on short final... well.. you’re leaving it to dumb luck... makes a whole lot of sense to me!! 1000hr pilot, but learnt about the ‘holding back’ even after the main wheels touch down.. too often, I’m guilty of ‘letting go’ once I’ve touched down.. will practice this on my next landings for sure!!
At 5:29 I was watching this randomly and wasn't paying much attention to the terrain but holy shit this was at San Carlos. I was pretty shocked as soon as I recognized the apron and museum in the back.
2:17 - It's a whole range from 1 stripe to 5 stripes. Put your mouse cursor on the video and see it bounces up and down, but averages to the same spot.
It's odd, both of my instructors said the opposite: "let it land". Basically, hold your attitude, nose up, and the plane will land when it's ready, don't force it. I had never heard "don't let it land", but I can see what you meant by it. Anyway, these little tip videos are great. I've made them part of my prep for next week's flight review.
Great video, I'm having issues with landing right now. Just having a problem with understanding my distance from the tire to ground. Slap & bounce is what is in my log book 😧
Great videos...really helping me progress faster and helping me direct my training with my CFI with your skill building exercises (like the one with the side slip practice) - far and away the best flight training videos I've seen
Nice video… Thank you! The nose wheel of the 777 has to be carefully lowered onto the runway....With such a high nose to wheel height, in addition to how far off the ground the nose wheel is above the runway during the flare takes getting used to...it’s easier said than done. I miss the days when you could patiently wait for the nose wheel to come down when the aircraft lost elevator authority. I instructed for a long time so it’s great to come back and re-familiarize myself with some of this stuff. Landing technique doesn’t really change much no matter what you’re flying and I think your method of teaching the landing is spot on… In addition, using terminology like “go around” is the same as what the airlines use, so you’re getting the student off on the right foot from day one. Also worth mentioning is your emphasis of the “stabilized approach”. As all of the airlines work towards improving safety, this single item has revealed itself to be one of the most important and heavily emphasized in the industry today.
super helpful! Hopefully, I can finally perfect those landings and not balloon after watching this- such a struggle right now in this learning process.
teaching a student to fly the runway especially a nice long one like this is the very best way to achieve good landings. in other words fly the entire length of the runway in ground effect holding the centerline with ailerons and using opposite rudder to keep the longitudinal axis aligned with the runway while using a combination of pitch and power to keep the aircraft in ground effect in a level pitch attitude. once you can do this you have achieved a level of control of the aircraft to do excellent landings. few pilots ever achieve this level of control. if you learn it in the beginning you will be a much better and more confident pilot. i believe you should not even consider putting an airplane on the ground until you can control it in the air just above the runway.
Yeah, I'm an msfs pilot too. One thing I didn't understand is when he talked about rudder on power. Is it that at the low speeds increasing power will cause the same effect you have when taxiing where you need to counter with the rudder?
@@GizmoMaltese Here's my amateur understanding of it, hopefully I'm not mistaken. The torque that pushes the plane to one side on the ground doesn't just dissapear once you're in the air like it does in many sims. It's always there whether in the air or on the ground, so you need to be aware of it whenever adding power.
@@t-rev94 Thanks. I guess a sudden increase in power should result in a sudden increase in torque. I'm guessing this torque is not noticeable at high speeds. But maybe at low speeds, a sudden increase in power would lead to a noticeable effect. Actually, in high power cars, the same thing happens in essence. You get torque steer when accelerating from zero. I'll test if this is modeled in the game.
Divide leaning into 5 parts: 1. Approach- maintain constant speed and rateo of descent. Identify aiming point( the point at which everything appears to emminate from). 2. The round out: round out when some point 100 ft in front of aiming point disappears below cowling. 3. Flair: tease energy out of wings by stalling at when just above the ground with a slight increase in angle of attack. 4. Touch down: Keep the longitudinal axis of your airplane ( nose to tail ) aligned with the center line of the runway. Even if you stall the plane a foot or two above the run way the plane will be just fine if you are aligned with the center line and above because the spring steels can handle it. 5. The rollout: fly the plane all the way to the tie downs. Allow the kinetic energy of the plane to dissipate on its own by holding light back pressure on the elevator so the nose softly touches down. Respond to ATC when clear of the runway and at a full stop.
Hi Jason, Top marks for differentiating between light aircraft and medium or heavy technique in saying “don’t de-rotate, this is not a big jet”. I really think more instructors should do this when appropriate. When introducing a concept to someone inexperienced it’s obviously fine to start out with broad statements and refine them as pilots progress - relaxing elevator pressure to reduce AOA will never get you in trouble in any aeroplane - stopping roll with rudder is also fine in most GA types. But if you go on to fly swept wing aeroplanes then the correct technique is to use the ailerons/spoilers to level the wings as the outboard sections should still be flying. Like a lot of things “it depends…” As an example I was flying with a great friend of mine one day, he was also my First Officer and flying the sector. There was a strong crosswind, he briefed that he was going to “hold it on the runway a bit longer and lift off quickly”. Sounds fine except this was a heavy jet… My reaction was kinda the opposite of yours - that technique is not appropriate for all aeroplane categories. My advice is to watch your channel and read your POH/FCOM/FCTM and do what it says 😁 I have introduced my Dad to your channel too, keep up the good work 🤘🏽
Last weekend when I went up the instructor said I should aim at the numbers and I was kind of making the mistake of having the nose too high because it's slightly not intuitive to be pointing an airplane at the ground but I guess when you're landing you have to get over that mental block because you need to fly toward the ground before you can land on the ground
I appreciate your video and the "phase" thing makes sense. I am curious how you describe the round out point vs the aim point when landing on an unmarked runway such as grass, dirt or gravel.
I have not flown in 40 years and watching videos is very entertaining, some are down right scary. I was taught to slow flight with just a little power from long off and the stall warning screaming 3-6 seconds to save rubber on the tires. From videos and watching landings it seems the majority drive them in like not trying to take too much time at an international airport. I've never heard of a target on the runway, just don't run out of space, maybe cause I soloed at 16 on a short grass/gravel runway that had a tower on approach, one had to maneuver around. Not long ago I witnessed a 190 coming in too hot deflecting the gear enough for a prop strike in grass. While watching this video I was wondering how many different conventional techniques there can be.
Flying a Beech Bonanza now after a few thousand hours total, I learned in a Cub in ‘75. My CFI emphasized safety in airspeeds, in all phases of flight. The lessons I’ve carried forward, concerning the approach and landings are, to be very mindful of speeds during the turns from downwind to final. I add 20 above stall during those turns and keep a slightly wider pattern, longer pattern to avoid over banking and to steep of an approach. Unintentional, low altitude stalls in the pattern are generally always killers. A three mile final gives plenty of time to establish a stabilized final approach. I always use the timer on the yoke to determine my turn to base, it’s a calculation of groundspeed to distance. In the V35 it’s usually around two minutes. As a CFII, Ive ridden with way too many pilots that were taught to do fighter style approaches, steep turns and steep, short finals. Once on a stabilized final, airspeed is maintained at +10 above stall given the winds are favorable. Higher crosswinds may require a bit more. Once over the numbers and power goes to idle. Giving myself time and a threshold of safety is how I achieve good landings almost every time. It also avoids the dreaded stalls, poorly managed touch down speeds and resultant extended floating.
Thank you for this very helpful video! One question though: at 6:24 when you say "you're slow on the flare here" he's at 60 KIAS...I'm confused as to why that's slow.
Definitely with you on all these tips. Really feel ya with the “small battles” with students. Landings are really built on several different components and steps, and it’s a slow process of refining and honing those skills. When my students are looking down the runway, I have them “freeze the sight picture”. If the sight picture drops, they’re ballooning. If it rises, they’re dropping. This helps them understand what the sight picture should look like and how much back pressure to feed in. Good tips on the when to look down the runway. I have a lot of students ask when they should transfer their gaze to the end of the runway. I phrase it as “walk your eyes towards the end of the runway once you can pull the power and make your aiming point”, but I’ll start to incorporate your tips. Good stuff man. This stuff is great for all pilots - Students-CFIs. Thanks for putting this stuff out.
Oh man I’ll bet nobody can guess what company that sweatshirt comes from! Lol you have to be a real fanatic to wear that. Lolol. Thanks John Lucero that was one of my favs.
Never took a formal flight lesson, but for a time long ago, had several pilot friends. I learned to take off, hold course and altitude, make turns, fly figure 8's, etc. One day, I was allowed to make a few attempts at flying a landing approach at idle. But as the plane slowed, it seemed to start flying like a truck, becoming sluggish to respond to the controls. I would overcorrect and wasn't able to keep from getting out of shape and my friend would have to take back the controls. I remember thinking that I could land if I had to in an emergency by keeping just enough power on to maintain better control until I was low over the runway. Are beginning pilots still taught to make their 1st landing attempts at idle?
Hey Jason, thanks for the tips! I have 2 questions: 1. you said, that you are trying to get idle approach. But isn't it a bit risky in a rough air? 2. and another question - how do you calculate where the groundout point is? or is it always a 100 feet? And how do you change it depending on air?
Hello guys, I'm just writing this comment because I think this is the perfect place to get answers to my questions I'm still in the 11th grade of highschool (17yo), my dream is to be a pilot but I don't think any flight academy will think about accepting me because of my height (150~151cm) Is height really a problem for this job or it's just what people say? U can answer if you was sure of the answers.
![5 Common Landing Mistakes [+] How To Fix Them | Flight Training](http://i.ytimg.com/vi/YCcRidKWIqY/mqdefault.jpg)
My instructor has been teaching for 50 years and never had a student fail a checkride. When you get into the flare he says, "Okay, now don't land. Don't land, don't land" until you grease it on. Great technique. You shouldn't be thinking about landing, you should be thinking about not landing. Cool to see you taking that approach as well, it works!
Funny that is what my CFI said. "Don't land don't land" Work pretty good and I can get some good Greasers.
@@kimberlywentworth9160 100% Kimberly!
I've been saying. We're playing a game of "how long can we keep it off the ground"
Wow... impressive! If this instructor is still teaching, would you mind providing the contact info? Thanks.
My guy says the same thing
The one point in my windscreen that never moves is typically a bug.
Mark 😂
Hit a bug last week at 16k....no idea how he got there
Not gonna ruin your 172 likes
@@sherwoody7580 he wanted to try out IFR
@@sherwoody7580 "In Berenbaum's article, she mentions a 1961 study by J.L. Gressit in which an insect trap was placed on a Super-Constellation airplane. That plane flew 116,684 miles sampling the air, catching whatever was up there, and, Berenbaum says, "the trap managed to capture a single termite at 19,000 feet." That's the record."
I still watch these vids as a CFII... and I hope my students are watching these when they’re on their own!
Currently a student doing my first landings this week spamming the video
Ditto!
Student here!
Student here, exactly what I am busy learning.
@@benatsea1 I’m a student too, I’m flying again today. Practice on a Piper warrior 3
I still remember the landing I had to perform for my private pilot check ride. The examiner had me flying above the runway a good 2-3000' AGL. As we passed the mid-point, he said, "Put the aircraft in a slip and land it." Yoke hard left, rudder hard right and down we went. About 100 feet or so above the runway I kicked out of it, pulled back on the yoke to get the nose up and stuck the landing. It helped that the runway was a 13,000 footer formerly used by B-52s at a SAC base that the Air Force closed the year before and turned over to the city. Thinking back on it, that's about the only thing I remember from that flight. So much for all the touch and gos I shot preparing for the exam.
I have to admit that I had a great instructor. I'd ask him one of those "What if" questions, and he say, "I don't know, let's go find out." And we did.
👍👍
At the end my CP examiner said....
"You van do all the snappy manuvers.. NOW you need to learn to fly like you have 40 people in the back."
Best advice I have gotten in 60 yrs.
"I don't know, let's go find out." - i like that!
Was it LNK?
Wow. You could have landed an aircraft carrier in 13,000 ft. I'm learning on short asphalt in the middle of a city, surrounded by shopping centers and a river. The fence is 100 foot from the runway. Glide slope is 5%, and the river approach is between tall trees about 300 foot apart. They tell me if I master that place, I'm solid everywhere. We do touch and go/pattern work at different airports because it's too risky at home base with new students. They have a series of chekrides before they let you solo onto that asphalt.
The big thing for me was speed (in a 172). I already had a rotor private cert and did a fixed-wing add-on with a CFII who takes guys to type ratings in CJ2-3s so he had been around. He had me coming over the fence at 75 knots and I kept bouncing landings. Pretty much starting to fly again. I finally realized he had created a lot of frustration by working me for hours of rental and CFI fees and after an in-cockpit altercation told him I would never get in an airplane with him again. Switched to another school and got an instructor who was almost 80 years old. He had gotten his CFII the year before I was born - and I'm old! We go out for the first time and on our first approach I asked about speed and if we should be over the fence at 75 knots. He says "oh no, that is way to fast. 65 maybe 70 knots or you will have too much energy and bounce the landing." He was absolutely correct and I greased that first landing with CFII number 2 and never looked back. Wasted a LOT of time with that first instructor.
BRAVO.
Too many students have similar experiences.
MOST every student who quit AND pilot I have ever talked to told me they almost quit because of the landing thud their instructor always did.
If an instructor cant grease it on every time, find one who does.👍
So simple. Easily missed. 65kts = 75mph. My instructor had me doing the same thing until the light came on.
@@hotrodray6802 greasing it in as good as long as you're not doing it at the very end of the runway 😁 better to land the plane firmly with runway to spare then hold off and burn 100 ft and end up in the grass
Shouldn't that be 60 KIAS as stated on the Cessna 172 check list?
@@jackfrostcm108 I trained at KSDL on a 9,000 foot runway that has a long no-land zone between the fence and the runway so perhaps that was an adjustment made by my good instructor.
I'm a fairly new pilot, about 160 hours. I have trained with I think 7 CFIs, all of them quite good. But this is the best breakdown and explanation of landings I have heard. I will definitely be putting this advice to work next time I go out. Thank you for making these videos.
1:48 - I figured that out half way through my INSTRUMENT training and finally started nailing landings. I'm probably the only guy ever who got BETTER at landing during instrument training :)
You may very well be 😳
Great tip on when to begin the round-out. I never heard that before. My instructor taught me to keep the decent until you feel like something must be done about it. At first I had a tendency to round out too high and that just makes for way too much to that has to be done in a hurry to correct. That's for the videos.
This video should be mandatory viewing for every student pilot. Nicely done sir.
I have been watching everything on flying trying to learn as much as I can before I take classes. This is by far the most informative video on U Tube on landings. Thank You.
Excellent illustration and lesson... This was one of the things that my instructor drilled into my head... first and foremost, establish a stable approach. Be on your airspeed on final and locate that aiming point. Then "fly" the airplane to that aiming point and, like you said, once it goes under you, reduce power and begin the flare and let the airspeed bleed off. The stall horn should come on just before touchdown. In our Tiger, airspeed is 80 on one mile final with 30 degrees flap (that's our minimum maneuvering speed), 75 on short final with full flap, 70 across the fence and 65 when the wheels touch down. Of course, things change a bit when you're landing in gusty conditions and crosswinds, but that's for another lesson, eh?. Again, nice job.
don't pull all the power off before touch down, it'll stall prematurely, leave a 'trickle of power on until touch down!
Sure could have used this a few years ago for my private training. It would have saved me about $2k in remedial training with a different instructor narrowing down why my landings were so inconsistent.
In my 52 yrs of light plane CP, I have found that 90% of high time pilots fly like they are herding cats.
Many instructors are the blind leading the blind.
My two pet peeves are rough touchdowns and pilot induced ocillations in turbulence.
Thanks for your well developed instructional videos.
😎🔔
Correct. MOST modern instructors are incompetent, at best.
JMO of 50 yrs. CP
Hey Jason!! Just took my family recently to our first flight. Had a very respectful amount of crosswind, but thanks to your excellent videos, the landing was smooth as could be for my precious cargo, and they got off the plane begging for the next flight. Thanks so much for the videos you put out, greatly appreciated!
This video helped me so much... I have about 40+ hours in a Grumman Traveler but have now started transitioning to a C172 due to the Grumman being involved in a hard landing due to an emergency... I had my first flight in a Cessna this afternoon and I used your pointers from the Jacobson flare and i was shocked with how my landings were right away... with your help and my CFI this transition is going to be a breeze... Thank you for all your amazing content 🤟🙌
I'm a private pilot from Argentina and I find all your videos so interesting and useful. Thanks for the information you share! Especially in these particularly quiet days.
I give you the best tip ever... never get cocky behind a joystick. This guy has some good tips I admit.
I was able to land perfectly after 6 landings on a big runway 150 ft wide x 5710 (KNYL), I was not able to master a perfect cross-wind landing on the 60 wide x 2800 ft long (44A) on the same day , maintain a center line with gusty wind feel harder on the small runway compared to the big runway, we need practice for all the possible combinations, even a simulated flat tire landing, I had no rush to complete my training and the solo at 20 hours wasn't a goal, my approach was spent more time flying with the instructor never in a calm and cold day, in the desert as soon as the sunrise, we are in the roller coaster, a appreciate the knowledge in your videos.
I always had this problem with when to roundout, and thanks to your video my landings have improved a lot.
Jason, just by the way you break the process of landing into its 5 sub-components, I know I'm speaking to an expert. A similar situation occurs in the world of shooting, where to be a good shot, you need to know and apply the 4 marksmanship principles. Jason, therefore, has to be one of the best. I love his use of a model plane to support his explanation. Really professional!
Yeah that's not going to age well
Great advice! It was guys like you who set the foundation for my career. I'm now a retired Delta captain muckety-muck but I enjoyed your video. I had a leg up when I entered USAF pilot training owing to my GA experience. I liked that you mentioned the lack of flare in a large transport- you shoot for a round out with very little vertical speed and land or else risk a tail strike. Aimpoint and centerline discipline is also a big deal with high performance airplanes. Keep up the good work!
This is the best breakdown of landings. Huge thanks to you Jason
Great stuff! I had my 172 landings nailed, and then I threw two people in the back seat and it changed how the plane responded on the roundout, not my greatest landing. I suggested to my CFI fly the airplane with seats full with a student before the checkride or they take their first pax up to let them account for the difference.
don't pull all the power off before touch down, it'll stall prematurely, leave a 'trickle of power on until touch down!
@@TheCruizer21 Yeah I started off tandem tailwheel, the M-O was always power off, so switching to tin cans I had a hard time remembering that keeping some power on is ok.
One hurdle to get over is going from rote applications of pitch and power. Those rules of thumb will get you close to the right spot, but read your instruments and correlate that to your sight picture. Use whatever inputs are necessary to create the sight picture and aerodynamic forces that you want.
That must be filtered through the aircraft limitations, and for nonprofessional pilots, your personal minimums and comfort levels.
It’s a tricky step to get through, but in different conditions, different things are done. Command the airplane, do pilot stuff.
The difference between “this is what I’ve done in the past” to “this is what I want the airplane doing right now” is a different perspective, but moving to a deeper understanding of how to manipulate the airplane in different conditions to create the desired outcome is the goal.
I took lessons with my GF and another friend in the back, and in another flight with my mom. Obviously the CFI next to me. As long as I wasn't afraid of my ego being hurt by them hearing me get corrected, he didn't mind it.
I'm hard to offend, so it didn't bother me at all having them hear my instructor criticizing me.
@@sherwoody7580 I know this is an old comment but I had to say, it is a superb comment! Nailed it. I had to changed instructors when I struggled with landing - he just wanted 'the numbers', ie set airspeed, same thing every time and if I didn't have it exactly like that he made me go around, so did hardly any touch and go's. I changed to a guy with 40 years experience who undid the mess I was in and slowly I learned to feel what was happening and to make the correct inputs to place the aeroplane where I wanted it, at the right speed. It took ages, anyone else would have given up on me, but he promised to get me solo. After I solo'd the rest of training was huge fun. I never lost the landing skills, even when tired or in tricky conditions. Yes, I got my licence, thanks to great instructing.
Great points.
Need this for FS2020 for now...
Real plane when I can afford.
Jason,....Excellent video!!! Learned to fly in an L2 Taylorcraft, (tail-dragger, no flaps). Biggest thing I took from that was learning to operate in the “nose-up” environment. With no flaps to employ, dissipating all of the lift was a real challenge....I also learned, during my training, that, “If you can do it, I can do it”!!! Just show me how....Best feeling in the world was being over the numbers, just high enough and just fast enough to “nail” the landing....Like I said, excellent video....Glad I subscribed.....
I really appreciated this video lesson and your use of visual aids and video to complement your audio/lecture. I like the idea of breaking the landing down into 5 phases. Will try this next time (and every time).
one year ago this video turn on key in my mind, help me a lot on my PP license. Im Brazilian and live in Brasil. Thank you
Thanks "The Finer Point" I have been practicing my landing on a regular flight simulation at a school. Its really good. I was wondering what that sound was because I seen it done with a student and a C.F.I. I wanted to try it too. He said the same thing you said about this is the correct way to land a plane. I have been going to simulated for 2 months and it has helped me a lot in my flight training. I do a month subscription for $299.00 per month anytime I want to go. I do 5 hours a flying a week. Always the best!! thank you
Thanks. I learned something new and that is to pick a spot on the runway to start pitching my nose up. I used to look between the fuselage and the wing to see my altitude.
Probably the best video on landings. I like that you don't trip up on the word "flare" and still use "transition" to adjust your viewpoint. Jason, you are a one-of-a-kind CFI. You must really love flying, bc you are able to explain so much... in just a few words. Thank you!
I am a pretty new student pilot and i've been having alot of issues with the landing and this helped alot in understanding the steps and I think it will help me get my landings done and finally solo, thank you!
You should try our Ground School app! www.learnthefinerpoints.com/ground-school
I'm a student pilot. This content is gold. Thank you!
Hey, I am so new at all this with aviation but I have seen many videos and I even a Private Pilot Video Course and I can tell you my friend that you are a really good instructor, I am from the Dominican Republic and if I had the chance to learn with you trust me on this, I know I would have been your best student, i can say all this by just watching a video where you show how passionate you re about this beautiful career, congratulations and keep up the good work my friend.
Nice job Jason. My daughter is working on her multi and have been flying 91 for 15 years. We both love your videos. Thanks and keep them coming.
Ron Smith thanks! Wilco
Thank you for this great video! I was just doing the low passes/landings yesterday and my instructor also say pull back pull back don’t land it don’t land it and then we land :) really enjoying your videos they are great re-enforcement of my CFIs instructions and additional learning!! Blessings
I love your content sir , great work🎉
Thanks! 🙌🏻
Took my first lesson yesterday. Looking forward to applying these tips. Thanks!
don't pull all the power off before touch down, it'll stall prematurely, leave a 'trickle of power on until touch down!
I've been trying to get back into flying and would really really like to spend a week or so with you. :)
Nice video. I especially like your tip about flying the plane all the way to the tie downs. That’s something I really learned in my taildragger training. Because there it is absolutely necessary to avoid spinnt the plane on the ground.
Plus side load on the gear is punished severely
5:25 heyyy san carlos airport!! thats where im training!! thanks for the tips too
These are just excellent videos! I just wanted to add one tip that could help some students struggling with those last few seconds of the landing. Try to not worry so much about executing a "flare" and think of it as more of just holding the low and level flight path you have after you roundout. The plane will naturally flare a bit on its own if you hold that and just let it settle onto the runway. I had total frustration with landings until I stopped thinking "flare" and started thinking of just holding it level. Give it a shot!
thanks!
Excellent tips and a breakdown into 5 stages.
this is a great episode, Jason.
This is by far the most useful channel I have found on youtube so far. Keep up the great work. Consider me subscribed
This is an excellent video. Never really gave this much thought as exactly when to when to round out. This is good stuff for pilots of any skill level. Thanks!
GREAT tip!!!.. absolutely spot on about the approach... if not stabilised and trying to ‘change’ things on short final... well.. you’re leaving it to dumb luck... makes a whole lot of sense to me!! 1000hr pilot, but learnt about the ‘holding back’ even after the main wheels touch down.. too often, I’m guilty of ‘letting go’ once I’ve touched down.. will practice this on my next landings for sure!!
This video is epic. Super helpful. Thank you!
this was so helpful in understanding what to be looking for and when
At 5:29 I was watching this randomly and wasn't paying much attention to the terrain but holy shit this was at San Carlos. I was pretty shocked as soon as I recognized the apron and museum in the back.
Great video! Ever since I botched a landing 30 years ago I've used the "bug" technique.
Thankyou Jason. This will surely help when I begin training !
2:17 - It's a whole range from 1 stripe to 5 stripes. Put your mouse cursor on the video and see it bounces up and down, but averages to the same spot.
I am a CFI from nor cal, found your channel today and have been binge watching- great content !
I’m in NorCal, I’ve been looking for a different CFI.
Bragger 🙄🙄
It's odd, both of my instructors said the opposite: "let it land". Basically, hold your attitude, nose up, and the plane will land when it's ready, don't force it. I had never heard "don't let it land", but I can see what you meant by it. Anyway, these little tip videos are great. I've made them part of my prep for next week's flight review.
Great video, I'm having issues with landing right now. Just having a problem with understanding my distance from the tire to ground. Slap & bounce is what is in my log book 😧
I remember my CFI: "Don't let it land... don't let it land... don't let it land," before the touchdown.
Ill bet you had 40* flap on the little Cessna.
Almost impossible to land smoothly consistently.
@@hotrodray6802 Yep! Full flaps and stall horn sounding on the old 172H!
What a new video!! Never been so eager to learn!
Great reminders/tips we can ALL use and be cognizant of again....
1800TT 1100 hours of instruction given here. Awesome lesson. 👨🏻✈️👏
Thanks for the tips and tricks, they are appriciated!
whoaaa how sick is that Black Label hoodie!! One of my favorite companies growing up.
🙌🏻
This is a very good training, exactly the help I need. Thank You!!!!!
Thank you so much for this video, i'm studying my PPL right now and it helped me a lot!
Awesome! There is so much more in our Ground School App - you can get a free trial here -
www.learnthefinerpoints.com/ground-school
Thanku very helpful video ! My CFI suggested I watch your videos !
Really interesting and very professional . Thanks from Ecuador.
Great videos...really helping me progress faster and helping me direct my training with my CFI with your skill building exercises (like the one with the side slip practice) - far and away the best flight training videos I've seen
Nice video… Thank you!
The nose wheel of the 777 has to be carefully lowered onto the runway....With such a high nose to wheel height, in addition to how far off the ground the nose wheel is above the runway during the flare takes getting used to...it’s easier said than done. I miss the days when you could patiently wait for the nose wheel to come down when the aircraft lost elevator authority.
I instructed for a long time so it’s great to come back and re-familiarize myself with some of this stuff. Landing technique doesn’t really change much no matter what you’re flying and I think your method of teaching the landing is spot on… In addition, using terminology like “go around” is the same as what the airlines use, so you’re getting the student off on the right foot from day one.
Also worth mentioning is your emphasis of the “stabilized approach”. As all of the airlines work towards improving safety, this single item has revealed itself to be one of the most important and heavily emphasized in the industry today.
super helpful! Hopefully, I can finally perfect those landings and not balloon after watching this- such a struggle right now in this learning process.
Sick black label hoodie man, you just got way cooler!
you are making my flight sim training much easier thank you :D
teaching a student to fly the runway especially a nice long one like this is the very best way to achieve good landings. in other words fly the entire length of the runway in ground effect holding the centerline with ailerons and using opposite rudder to keep the longitudinal axis aligned with the runway while using a combination of pitch and power to keep the aircraft in ground effect in a level pitch attitude. once you can do this you have achieved a level of control of the aircraft to do excellent landings. few pilots ever achieve this level of control. if you learn it in the beginning you will be a much better and more confident pilot. i believe you should not even consider putting an airplane on the ground until you can control it in the air just above the runway.
this channel has been great for my MSFS 2020 adventures
Yeah, I'm an msfs pilot too. One thing I didn't understand is when he talked about rudder on power. Is it that at the low speeds increasing power will cause the same effect you have when taxiing where you need to counter with the rudder?
@@GizmoMaltese Here's my amateur understanding of it, hopefully I'm not mistaken. The torque that pushes the plane to one side on the ground doesn't just dissapear once you're in the air like it does in many sims. It's always there whether in the air or on the ground, so you need to be aware of it whenever adding power.
@@t-rev94 Thanks. I guess a sudden increase in power should result in a sudden increase in torque. I'm guessing this torque is not noticeable at high speeds. But maybe at low speeds, a sudden increase in power would lead to a noticeable effect.
Actually, in high power cars, the same thing happens in essence. You get torque steer when accelerating from zero.
I'll test if this is modeled in the game.
Divide leaning into 5 parts:
1. Approach- maintain constant speed and rateo of descent. Identify aiming point( the point at which everything appears to emminate from).
2. The round out: round out when some point 100 ft in front of aiming point disappears below cowling.
3. Flair: tease energy out of wings by stalling at when just above the ground with a slight increase in angle of attack.
4. Touch down: Keep the longitudinal axis of your airplane ( nose to tail ) aligned with the center line of the runway. Even if you stall the plane a foot or two above the run way the plane will be just fine if you are aligned with the center line and above because the spring steels can handle it.
5. The rollout: fly the plane all the way to the tie downs. Allow the kinetic energy of the plane to dissipate on its own by holding light back pressure on the elevator so the nose softly touches down. Respond to ATC when clear of the runway and at a full stop.
subscribed to the channel purely for that black label jacket! love it
Great video I fly in sim world and have mastered it there. Nice video
Hi Jason,
Top marks for differentiating between light aircraft and medium or heavy technique in saying “don’t de-rotate, this is not a big jet”.
I really think more instructors should do this when appropriate. When introducing a concept to someone inexperienced it’s obviously fine to start out with broad statements and refine them as pilots progress - relaxing elevator pressure to reduce AOA will never get you in trouble in any aeroplane - stopping roll with rudder is also fine in most GA types. But if you go on to fly swept wing aeroplanes then the correct technique is to use the ailerons/spoilers to level the wings as the outboard sections should still be flying. Like a lot of things “it depends…”
As an example I was flying with a great friend of mine one day, he was also my First Officer and flying the sector. There was a strong crosswind, he briefed that he was going to “hold it on the runway a bit longer and lift off quickly”. Sounds fine except this was a heavy jet… My reaction was kinda the opposite of yours - that technique is not appropriate for all aeroplane categories. My advice is to watch your channel and read your POH/FCOM/FCTM and do what it says 😁
I have introduced my Dad to your channel too, keep up the good work 🤘🏽
This was very helpful thank you!
Helping us understand what it takes to land well.
and still working on it myself ... haha, does it ever end!?
Last weekend when I went up the instructor said I should aim at the numbers and I was kind of making the mistake of having the nose too high because it's slightly not intuitive to be pointing an airplane at the ground but I guess when you're landing you have to get over that mental block because you need to fly toward the ground before you can land on the ground
I appreciate your video and the "phase" thing makes sense. I am curious how you describe the round out point vs the aim point when landing on an unmarked runway such as grass, dirt or gravel.
I have not flown in 40 years and watching videos is very entertaining, some are down right scary. I was taught to slow flight with just a little power from long off and the stall warning screaming 3-6 seconds to save rubber on the tires. From videos and watching landings it seems the majority drive them in like not trying to take too much time at an international airport. I've never heard of a target on the runway, just don't run out of space, maybe cause I soloed at 16 on a short grass/gravel runway that had a tower on approach, one had to maneuver around. Not long ago I witnessed a 190 coming in too hot deflecting the gear enough for a prop strike in grass. While watching this video I was wondering how many different conventional techniques there can be.
Flying a Beech Bonanza now after a few thousand hours total, I learned in a Cub in ‘75. My CFI emphasized safety in airspeeds, in all phases of flight. The lessons I’ve carried forward, concerning the approach and landings are, to be very mindful of speeds during the turns from downwind to final. I add 20 above stall during those turns and keep a slightly wider pattern, longer pattern to avoid over banking and to steep of an approach. Unintentional, low altitude stalls in the pattern are generally always killers. A three mile final gives plenty of time to establish a stabilized final approach. I always use the timer on the yoke to determine my turn to base, it’s a calculation of groundspeed to distance. In the V35 it’s usually around two minutes.
As a CFII, Ive ridden with way too many pilots that were taught to do fighter style approaches, steep turns and steep, short finals.
Once on a stabilized final, airspeed is maintained at +10 above stall given the winds are favorable. Higher crosswinds may require a bit more. Once over the numbers and power goes to idle. Giving myself time and a threshold of safety is how I achieve good landings almost every time. It also avoids the dreaded stalls, poorly managed touch down speeds and resultant extended floating.
Thanks for the video, all these little points definitely help!
Thank you for this very helpful video! One question though: at 6:24 when you say "you're slow on the flare here" he's at 60 KIAS...I'm confused as to why that's slow.
Definitely with you on all these tips. Really feel ya with the “small battles” with students. Landings are really built on several different components and steps, and it’s a slow process of refining and honing those skills. When my students are looking down the runway, I have them “freeze the sight picture”. If the sight picture drops, they’re ballooning. If it rises, they’re dropping. This helps them understand what the sight picture should look like and how much back pressure to feed in. Good tips on the when to look down the runway. I have a lot of students ask when they should transfer their gaze to the end of the runway. I phrase it as “walk your eyes towards the end of the runway once you can pull the power and make your aiming point”, but I’ll start to incorporate your tips. Good stuff man. This stuff is great for all pilots - Students-CFIs. Thanks for putting this stuff out.
I have 2 DUIs one was 10 years ago the other one is 5 years ago. But I read that having them will affect getting a pilot job
I feel as though I go through those same 5 points every time I try to kiss my wife
LOL, and what percentage of the time do you have to go around?
More times than not, I imagine. My problem has always been stabilizing the approach. Lol
Mite be time to find a new landing strip
@@gavinhanson9213 hahahha!!!!
Usually my pitch is to high
Great video! Thank you for the tips!
Please make a video with the same topic but for short runways, like 1800 ft runway. Thank you!
Wilco! 🙌🏻
@@TheFinerPoints great, thanks a lot!
Oh man I’ll bet nobody can guess what company that sweatshirt comes from!
Lol you have to be a real fanatic to wear that. Lolol.
Thanks John Lucero that was one of my favs.
Very informative. Thanks.
Will there soon be a leason on the POWER of the ailerons, and how their misuse comes about to, put plane off, or inverted on the runway ?
Great video, thank you!
Excellent flight Instructor. 3/8/2021
Never took a formal flight lesson, but for a time long ago, had several pilot friends. I learned to take off, hold course and altitude, make turns, fly figure 8's, etc. One day, I was allowed to make a few attempts at flying a landing approach at idle. But as the plane slowed, it seemed to start flying like a truck, becoming sluggish to respond to the controls. I would overcorrect and wasn't able to keep from getting out of shape and my friend would have to take back the controls. I remember thinking that I could land if I had to in an emergency by keeping just enough power on to maintain better control until I was low over the runway. Are beginning pilots still taught to make their 1st landing attempts at idle?
Are you taking on new students? I really like your style of teaching. I just got my PPL and I’m looking for a good IFR instructor.
Big Thanks, this is so helpful!
Hey Jason, thanks for the tips! I have 2 questions:
1. you said, that you are trying to get idle approach. But isn't it a bit risky in a rough air?
2. and another question - how do you calculate where the groundout point is? or is it always a 100 feet? And how do you change it depending on air?
Hello guys, I'm just writing this comment because I think this is the perfect place to get answers to my questions
I'm still in the 11th grade of highschool (17yo), my dream is to be a pilot but I don't think any flight academy will think about accepting me because of my height (150~151cm)
Is height really a problem for this job or it's just what people say?
U can answer if you was sure of the answers.
Excellent content as always!
Question: why do the power off approach? Wouldn’t that mean you need to be high with steeper glide path?
Thank you!
Man I sure hope your my instructor someday!!