PILOTS forgetting to FLARE! Hard Landing COMPILATION by Captain Joe
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- Опубліковано 4 чер 2024
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0:00 Intro,
0:24 Airbus A350 struggling to land
02:02 HOW TO BECOME A PILOT SIGN UP
02:59 Boeing 747 forgot to flare!
04:37 Boeing 747 destroying runway
05:47 Boeing 747 using to much rudder
08:38 Cessna 210 missing its landing gear
09:25 Airbus A380 flaring to long
10:57 Impaitient Pilot
11.52 Boeing 777 struggling with landing and go-arround
14:21 Pilatus fighting with a Blackhawk
16:08 A321 struggling with windshear
17:32 Pilot hand starts his propeller
18:52 Howard engine failure on take-off
20:12 Outro
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Thank you very much for your time! I hope you enjoy this video!
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You know it was bad when he automatically reacts in German
Yah
Where pls wirh time stamp
He doesn't, stop talking bullshit.
Wo is das denn passiert? 😅
That just cringed me out 💀 it's overreacting 🙄
Big Airbus pilot here, yes the A380 wing is a fantastic glider, to put it into perspective it’s a group C aircraft and has an approach speed close to an A320/319. By comparison the A350-1000 is a group D with an approach speed similar to a B747-400.
Thanks John! Appreciate the feedback!
Also that A380 Landing was in Hamburg-Finkenwerder, so probably it's been a test flight and the plane has been very light. And depending on the wind that runway can sometimes be a bit tricky
I can't get though, why extending the spoilers upon noticing that floating develops is not a solution? They disrupt wing lift and the plane "falls" onto the runway. And that without any major roll/pitch/energy disruption.
I don't mean specificly for commercial passenger airplanes, but for any plane in general.
@@NikolaiUA the spoilers/speed brake/ lift dump on an airliner are hugely more complicated than the Air brakes on a glider for instance, as the first part of my comment has eluded to they serve three functions, roll control, speed brake and lift dump known as ground spoiler, also on Airbus aircraft they are used to dampen turbulence in what was called Lift Augmentation Function or LAF for short.
As pilots we have no control over the first function that of roll control as this is just a factor of control surface deflection in order to aid the ailerons and reduce a phenomenon known as adverse yaw, this system employs only a small number of the available spoiler panels and only to a small maximum deflection.
The second function that of speed brake is entirely under our control where we have the ability to extend the speed brakes in order to decelerate or to increase our descent rate (on the A350 the autopilot can extend the speed brakes if the aircraft enters the overspeed regime), again this function employs a different group of the available panels and again to a small maximum deflection.
But the ground spoiler/ lift dump is only an automatic function, we arm the ground spoilers prior to departure and again prior to landing. On departure the spoilers will extend to their full position if the thrust levers are reduced to idle with the aircraft still on the ground. On arrival the spoilers will extend to their full position when both undercarriage sense an on ground situation (partial ground spoiler will deploy if only one undercarriage senses on ground) and this full spoiler is a requirement of our landing distance calculation. If a pilot were to disarm the ground spoiler and use the speed brake function instead, first as the pilot has no real idea how high above the ground they are this action could set up a very high descent rate leading to a hard landing, second even if successful the aircraft would only have a small amount of lift dump due to the reduced nature of the speed brake system, this could result in an aircraft overrunning the the runway.
Add to the above that the function of the autobrake system is integral to the arming and disarming of the ground spoilers, not to mention the interplay of the reverse thrust system also and you can probably see that while the idea sounds like a good one the actual practicality of doing such a thing would be unworkable.
So much of what we do on an airliner is predicated on the systems involved and what will happen next, so in the instance of this aircraft floating down the runway, the safe thing to do once the end of the touchdown zone is reached is to go around rather than make it land as putting a large aircraft down on a runway that the pilot has made much smaller than it used to be is a recipe for an accident report.
A bit long but I hope you see why that’s not possible?
For fun, years ago I was on my bicycle in Munich on a straight road pointing due west when at the end of the road a 740 crossed the road REAL low.
I was totally perplexed. Where did that beast go???
Turned out it was more or less an optical illusion, the Oberpfaffen airfield (home of the DLR) is 16 kms further on,
and at that day the made trials with the A 380 vortex wake to determine the distance between landing aircraft. What I had seen was the 747 that flew behind and measured the wake.
Hey, it seems like the emirates A380 was landing at Hamburg XFW (the airbus factory) You can see parts of other planes and other painted A380s as well. The reg is F-WW... so it was an aircraft prior to delivery. There is a strong chance that they were testing the ROPS (Runway Overrun Protection System) and deliberately floated the aircraft to see if the onboard computers would warn them.
@kasbap good catch!! Yes, temp. registration was F-WWAN. It is airframe number 234, around 17 November 2017. Final registration with Emirates is A6-EUS
Good catch
Wow, an almost full video of why "when in doubt, go around" is one of the best bits of advice a pilot can get.
Ryanair pilots: land hard. It’s ok. If the gear is damaged, keep it to yourself.
This could really put you off flying! Captain Joe is chortling!
_Jet Airways Flight 9W555 has entered the chat._
I've had that exact same situation with a blackhawk. I was a student in a PA-28 and ATC told the blackhawk in a hover, holding short, to set it down. It wasn't until that moment I realized the danger. ATC saved my life that day I'm positive.
Happy to hear that ATC helped you out and a bad situation was avoided!!
Helicopter downwash is nuts, i was with an instructor in a PA-38, we were at the fuel station at my local airport and a heli a bit bigger than our tomahawk came in and parked on the other side of the pump from us. The draft was shaking the plane around, and it almost unhooked a ladder that was attached to one of the bollards!
@@flywithcaptainjoe oiê
4:37: "Hey, that's some nice new sod you put down there."
4:43: "It would be a shame if somebody..."
4:45: "RUINED IT"
You can see the pilot of the first A350 tried to flare it (elevators are fully up) but the wind he had was suddenly taken away from him, which wouldn’t let him touch down smoothly. That guy had a pitch of around 7-8 degrees yet still touched down hard. It looks like from the crab angle that it was an angled crosswind, which is why the plane banked to the right on touchdown
Might also be that the speed was too low and didn't have enough lift anymore
@@SHOVEIT probably lost speed, kinda need to have high idle and a hell of an angle on long heavy planes like the 1000
Excelente video captain Joe
My DC-9 Hard landing in the 70's. Captain: "crosswind took your ground effect away"
You can see the descent rate increases just as the flare should begin. Wind problems, I'd suggest.
I was on the field at Heathrow when the Cathay Pacific A350 landed. That day was Storm Eunice with the wind between 50 to 70kn with heavy gusts. Many aircraft conducted go-arounds or diverted to alternates. All flight crews did amazingly to get everyone back safe with no aircraft incidents that day!!
As a long time GA pilot whose plane is little more than a ton, I shouldn't talk about commercial pilots handling a 75 ton beast, but here's the story. A friend was going for his type rating in a 727 for a now defunct airline and landing the plane at the end of his checkride, up till then all had gone well but he set it down rather hard. Right afterwards the company chief pilot called and asked how he did and he remarked about the hard landing. Chief pilot asked " how many oxygen masks came down?" He replied "none that I know of", chief pilot then remarked, hey you passed, that's OK. That afternoon he got his results and yes he passed. MayB back in the day the standards were a little different. His other remark was that the rubber he left on that runway is probably still there.
We’ve got an expression in our aviation community like “pilot is alive so the flight’s successful” 😅
Well the planes can handle it and some manuals say to put it down firmly as its safer than a soft touchdown. Especially in rainy situations.
I love watching the Qantas pilots coming into Brisbane. Those guys have the plane flared 5 km out and the plane holds that position all the way in to land. Beautiful to watch it is so majestic and a testament to their skills.
It's a different technique completely. Aus/NZ pilots use it a lot.
Captain Joe said "Don't try this at home" like I could fly an airplane in my living room.😂😂😂
Haha :)
9:24 man, the A380 is just gorgeous. Maybe I should go on a long distance vacation just to be a guest in this magnificent beast.
The A380 is amazingly comfortable and silent! The landings are also crazy smooth, flown 4 times and in 2 of them, couldnt tell if we had landed or not, even looking through the window since the plane is so tall. It's amazing, really sad that they were a "failure" ://
As someone who's had the privilege of doing multiple hops between Dubai and Sydney in the A380's, it's truly the best experience I've ever had in the sky. Super quiet (for a quad engined jet), super smooth and ample room in whatever class you choose.
Everyone should get a chance to fly on one of these big beauties. I still wish we could see 747's and A380's ruling the skies, but those days are behind us now.
@@shakeelali20 are they? I didn't know that, I thought that they're both still in service.
@@PH1LZ They are both still in active service, however finding a commercial passenger 747 is super rare nowadays. The A380 still has about 10-15 years left if Emirates/Qatar/Etihad get their way. Although you may get lucky if more airlines start bringing that back into service.
You have to go on one to experiance the experiance .........its that original , and it is a design that actually desires to fly by design .....go get on one ,its a life experience not to be missed ...happy flying ...
This was really good. The respectful comments on the grass landing. I liked the analysis of the rudder inputs on the crosswind landings.
I was recently on aa flight from Houston to OKC. When the plane was landing I knew it was going to be hard just by the decemt rate the last few seconds. It was a hell of a hard landing.
"descent"
Normal AA landing I guess 🤷♂️
You’d feel fine on Ryanair then 😂
Wow crazy. I’ve driven through OKC before. Glad you survived!
I have to disagree on the last clip with the engine failure on takeoff. I don’t think the pilot lowered the nose, I think just the opposite. As soon as the airplane comes back into view, the up elevator deflection is pronounced. I think the pilot instead of lowering the nose, actually kept up elevator applied and maybe even applied more and the airplane stalled and thus hit hard. I suspect the only reason the wings were still level is that the stall occurred too low for spin entry to begin.
Well spotted!
thought the same but didnt wanna call it out myself…well done
@@Twinkie1960 Why not? As pilots, we must all have the courage to stand up and all out things so that we all can learn and get better.
@@LTVoyager didnt want to crush joez mojo 😆
@@Twinkie1960 I don’t think Captain Joe’s ego is all that fragile. 😁
I used to hate when we got 747s and C5s when I worked in airfield management. Every time they'd throw rocks all over the runway and we'd have to close it and have the sweeper clean up. I was at a base with F-16s so they were obsessed with FOD. F16s have a tendency to suck up everything with that low intake.
I bet my landing the other day looked like the Martinair landing. My first ever landing at a high altitude airport (greater than 7,000 elevation), and right at near max landing weight. Our groundspeed was 195 knots over the threshold, and a descent rate close to 1,000fpm. Really caught me off guard.
A quick note on the Emirates A380: The scene occurred at EDHI Runway 23 (Airbus Finkenwerder factory airport), which has a massively displaced threshold (you can't see it in the video, but just before the runway threshold is the Elbe river, which is also used by large container vessels). Since the aircraft already has its livery painted, this was most likely a customer acceptance flight with an empty aircraft - so either they were aiming to do a touch & go (not uncommon to be seen there), or the crew was struggling to get that unusually light aircraft back onto the ground :)
Need more videos like this. Definitely fun to watch these videos. But having a pilots input on what's happening is much more informative and always as said good pilot or viewers keep learning
In the case of the Cathay Pacific A350, I think the reason they held the nose up so long was because they were trying to prevent it from slamming down too hard (like the Main Gear) and possibly causing damage to the nose gear due to their unusually high angle of attack..
and actually, keep nose up is an effictive way to using drag to slow down in GA and fighter jet. Don't sure if the crew here were try to do the same.
I'm so happy that I was actually there in person at Myrtle Avenue when that Cathay Pacific A350 had that tricky landing. The only reason I went was because there was a Singapore Airlines Cargo 747-400 coming into land and it was my first 747 spot. Will treasure both videos for a long time!
I am already a pilot but still willing to look into your online course. Stay safe and happy landings Captain Joe.
Thanks buddy!
These reactions are priceless 🤣 But yes great debrief as always!!
Awesome video Joe! Always loved this series from the start :) and super excited about the launch of your course!
Thanks Ryan! Always appreciate your comments!
Former chinook mechanic here. While the blackhawk does have a pretty substantial rotor wash, you don't want to be anywhere neear the chinook in an aircraft when the chinook is taking off or hovering. Couldn't even get the rotors turning when parked next to apaches or the apache could flip if not chained down properly
I think the crew mistook what was meant by what was meant by 'hold short' where they thought they meant hold short of the aircraft on the runway
One year I had been waiting for a Captain Joe debrief!
More to come :)
Can’t wait for it!@@flywithcaptainjoe
I’m so so happy you’re back here, Joe!!! ❤❤❤❤🎉
Love this series! Although I have to disagree with the last clip, pretty obvious the stick is full back and he stalled… should have pointed it down, even though close to ground (I know I know, it‘s easier said than done…) keep‘em coming Cpt. Joe 👍🏻
I was an helicopter pilot. Once I had to make a low pass above an airfield for a show with the forces and the families (I was in the French Army). But the airfield was a civilian one. So lots of Cessnas, Robins, Pipers and whatever. I remember that we had to make some low passes and a very low flyby. This time, the downwash of my chopper made 3 little Cesnas act like little flags and leave their parking spot... A really bad day at work. For me and for the poor recreational pilots that used to park their planes there for their week-end activities ^^
A couple of years ago while on a United flight out of Iceland, the pilot(s) scraped the tail on takeoff, THEN actually retouched down before taking off again... and then slammed the tail on the landing. One thing I noticed when they were boarding was that one of them was very young. Barely looked 20. Maybe the older guy was letting the younger guy get some experience that day. Whatever the case, in 40 years of flying, I've never experienced anything like it.
Captain, with 3 stripes? Okeeeeeyyyyyy.......
Signing up for the course Captain Joe. Unfortunately I’m 40 years old now, but I’m hoping there’s still time for me.
Aviation is truly in my blood. My father was a pilot, his dad was an aircraft engineer, his dad fought in the war with the RAF, etc etc.
I feel really bad at letting this tradition go by the wayside, and want to right this wrong. I’ve applied to become an ATC but bizarrely (given all that is going on with ATC) they are not currently accepting new applications.
But my absolute dream is to fly a plane.
Good luck, I start my training at 42, after 24 years in the aeroclub. Due medical issues I cant proceed to the comercial, but I really enjoy flying. There is a lot of oportunities across aviation so I think you can find your place in it.
Captain Joe debriefs are definitely very informative. He points out important information I would never have thought of…Most excellent…
the rope attached to his belt loop hahahahhahahaha. so funny
8:38, My instructor and I had to do a a forced wheels-up landing in a Cessna 172RG (just like that one). Unfortunately, that engine windmills just a little too well for the propeller to fully stop. Ours did effectively the same thing with the couple-blade prop-strike. Curiously enough, it was also the left-main gear that failed on ours also, the hydraulic gear actuator cracked, the rest of the system normal (the nose and right main work, but were retracted for the landing to not bank and drag a wingtip).
The only difference between our event and this one was we elected to stay on the runway because we were concerned about unevenness in the grass and controllability. It was slightly smoother on pavement. They did have to rebuild the engine and replace the blades, but there was minimal other damage other than a bent exhaust tip.
I'm instructor in a regional turboprop. If the pilot flying keeps holding the nose wheel up in the air after landing, I tell him/her never to do that again. While, it might look impressive, you have poor directional stability, and you have to brake hard afterwards.
yeah, nose up and crosswinds will give you a turn you won't make xD
Thanks for the explanation of the stages of the flare and when to start putting flare in during landing.
Sometimes we can do butter landings and sometimes ryan air landings. We all have our good and bad days. But the most important if you are still alive and can walk away after a landing - that a good landing.
Thank you Capt. Joe! I loved watching your video, learning every day, and this was so informative. My dream is to become a pilot. Thank you.
Thanks very much for sharing your knowledge with us
I absolutely love watching these 1 min debrief vids with Capt Joe. Please keep doing these!
I wanted to add how crazy it is that within a few hours of the video being posted and boom, fellow viewers literally figured out where that A380 was in the world, at least roughly when this happened, what they were probably doing, the fact it was a pre-production flight and here's its ID, oh! and here's the updated ID now that it flies commercial! Y'all are impressive man!
At 17:50... Hand-propping in mid-air to restart a Cub, OMG! I have never seen or heard of that before. We're all one step closer now to having seen everything. I assume the pilot forgot to switch tanks and starved the engine. When you think about it, the plane was probably only doing about 50 or 60 knots so not that hard to step outside and reach past the cowling to the prop, and the onrushing wind would also help spin the prop and keep it turning long enough for the engine to catch and start running again. Still, that was some crazy shit! Thanks Joe, this is priceless.
(Edit: Yeah, this was planned. I didn't see the safety rope tied around the guy's belt until you pointed it out. But it does demonstrate that in a pinch you can air start a Cub if you still have gas and enough altitude.)
It was clearly a staged stunt. Notice the rope tied to his back, which he could only do on the ground. (If the idiot still has the video up on YT, it's with comments turned off.)
You have some super knowledge as an airplane spotter Joe.
I love these 1 minute debrief, always so funny to watch
Ryanair: "Call'em all, we're hiring! " :D :D :D ;)
Another great video, Joe! This reminded me of my flight from LAX-IST and then to MUC. The landing was so bad that if I wasn’t buckled, I would have flown off my seat and I would have had a concussion. Then, our A321-200 Landing to Munich was worse… The plane had severe turbulence during the approach and then it took forever to land. Then, the landing was so bad that my phone that I was recording with almost fell. 😂 Love your videos, Joe. Keep it up!!
I'm always super impressed by the engineering of the landing gear, when they flare too late and effectively drive the gear onto the ground hard on top of the weight of the aircraft and they can still handle it, wild.
That was one heck of code brown compilation you put together there sir. Well done.
The Emirates A380 performed one one the most beautiful touch-and-go, i have ever seen 😍
yeah, just its touch is more like a bark hitting the ground xD (love the A380 it is awesome!)
Thank you very much for this Debrief!🙂👍
Absolutely loved watching this 🙌🏻🥰
I’m a bombardier global, 7500 Captain, I have 3809hrs on type, and 9322hrs total. We most commonly often hold the nose wheel up like that, my 13 year old son thinks I’m “riding a wheelie” when I land. Lol. That is especially when the runway is wet or freezing slushy wet, to help using the aerodynamic force of the elevator, to hold all the weight on the main gear to help maximize the braking performance to get maximum braking efficiency! As for keeping it straight while doing so, that is very easy! That’s why airplanes are fixed with independent braking, and rudders. Most usually the momentum will keep you straight anyhow, but using the rudder, and the independent braking will insure your ability to keep it going straight. Usually around 50 knots the elevator will lose aerodynamic forces. It needs to hold the nose well up anyway. And as anyone who’s ever used tiller command to steer the aircraft straight down the runway above 50 knots, probably already realizes that tiller commands are not effective enough above 50 knots to justify giving up the additional braking performance, in light of getting the nose wheel down to use tiller commands to keep it straight anyhow. They don’t teach this practice in the airlines, due to the risk of a tail strike, and I don’t recommend anyone doing it, ageist their company regulations. But it is definitely something I recommend keeping in your bag of tricks, for worst case scenario situations.
" hold all the weight on the main gear to help maximize the braking performance to get maximum braking efficiency" ... "They don’t teach this practice in the airlines, due to the risk of a tail strike" My concern (former airliner braking performance engineer) is that there could actually be less weight on the MLG (and therefore less drag available from the tires) with the wing at an increased angle of attack, even after allowing for shifting weight off of the NLG (which carries ~8-10% of aircraft weight under static conditions). I never ran the numbers for an off-nominal case like that, but after even a nominal AoA touchdown an airliner wing is still carrying much of the weight until spoiler deployment.
Other factors would be a slight increase in MLG tire load from the vertical reverse thrust (if present) component, a complementary reduction in the horizontal (stopping) reverse thrust component, and of course an increase in aero drag (typically that only "absorbs" 5% or so of the brakes-on kinetic energy). High-AoA drag could end up being a net positive in some situations, but personally I would want to see a careful analysis to confirm it, perhaps with a MBS. I've provided simulator data for other types of contaminated runway stopping studies, but don't know of high-AoA landing being studied.
I would like to say Thakyou so much for every single video. So helping!!!
Yessssss! the debrief format is back
Wind plays an important factor in these clips. We don't have wind conditions to determine all facts... Thanks Captain Joe for sharing this video
15:19 it may very well be that this airport does not have ATC - any controller knows that the helo downwash is exceptionally tricky (it basically is a mechanically created downdraft).
I was on a flight to Glasgow and I was still fairly new to flying. On the descent we were being thrown around everywhere because of blustery wind (it was like swirls. It wasn’t a straight wind when I walked out of the airport). We were shifting left and right and had a few moments where it felt like going over a hill on a roller coaster. When the came on the PA after landing, the captain was out of breath when he welcomed us to a “blustery Glasgow.” Always a comfort. Especially when it looked like our wing was close to hitting trees a few time while we were being blown around.
Hey joe good to see u hope ur well, regarding the first clip a lot of cargo operators are now requesting their pilots use aerodynamic braking (keep nose up as long as possible)
I only found out recently when we got a bulletin. We should go for a beer soon
11:54, the JAL 777 was trying to touch down in high winds due to an approaching storm. I was actually on the aircraft in question there.
Really? I was on that flight too!
Despite those incidences captain I’d probably still fly,thank you and safe flights,👋👋👏👏👍🇦🇺
That last landing was a panic full stall. I can see the elevator at maximum up the whole time after the engine quit.
I love your reaction, Captain Joe 😂
A few of these make me feel a lot better about my Flight Sim landings. 😆
16:34 Russian people are using the same words when reacting like that Ай Яй Яй 😅😊😂
Those are perfectly good landings in Flight Simulator 2020
Enjoyed that. 😊
One more amazing video from Cpt. Joe!!!! Congratulations !!!!
First Officer Joe, you mean.
This video was incredible! 🙌🏾 Them landings were insane 😂
Love your videos so glad to see you make more of them
Finally you’re back doing debriefs’!!!! ✈️
I love that without knowing the full facts of the situation some of these are either examples of excellent or terrible airmanship.
Really missed those compilations :)
Thank you Captain Joe for using our footage 👌🏻✈️✈️✈️
Very satisfying see a pilot UA-camr not trying to sugarcoat possible errors from other pilots, as Mentour Pilot always does.
All i want to see is you Captain Joe in the crosswind.
Would have seen how perfectly you do it yourself.
I truly love your videos. But, I love the sham-less book plug you have standing next to you.😂😂😂😂. Brilliant M8!
The one at 6 minutes is textbook pilot induced oscillations, both on the elevator and rudder.
Love that we start off with a BigJetTV clip!!
Captain Joe, your wings are crooked on your shirt!! LOL - sorry I couldn't resist.
Plus he's STILL not a Captain.
Finally a new episode of 1 minute debrief.
Great format - that was fun.
Thank you for another informative video Captain ❤
Sir If you have time then could you please make a video for ADIRU system.
Great video! I really enjoyed the show 😄
Amazing as always capt Joe. Should check out the egypitair a320neo landing at Dublin. Really rough landing
ATLAS was take off here in Minneapolis when they just put SOD down! ;)
With that guy in the UK, we say ‘line up behind’ - what we want is them to line up after the other plane takes off, not while they haven’t even started rolling!
Great video thanks.
Hi Joe the news showed a clip from one of your videos of the fire suppression button. Was in a story about the alaska airways incident where an off duty pilot attempted to use the fire suppression system to shut down the engines. Cheers from australia
7:25 shouldn't be applied right rudder as the wind (seems to me) is coming from the right side pushing toward left the plane? or you have to apply left rudder because the wind push toward the left just the stern (is it called in this way also for planes?), making the bow turn toward right?
Pretty scary for nervous passengers. Some may never fly again. All in a day's work for pilots to keep on learning on debrief. Wonder how the main gear checked out. Just wow.
Best is the Piper in the end of the video 🤣 crazy guy
Great debrief Cap’n J.. should have also stressed on the importance of keeping a safe distance away when filming an aircraft taking off.. that plane in the last one could have crashed right on the cameraman.. the actual cameraman may survive though.. but not the people with him..
very good point! I agree with you!
So, did they survive?
A question if I may, something that happened to me some years ago that I have never been entirely sure of.
I was piloting a pa28-archer 3, in an ATC controlled airport, I was given clearance to line up and takeoff behind a huge Agusta-Westland AW-189 which hovered down the runway but stopped at about 10ft vertical, mid point down the runway and remained like that for around 5-6 minutes. I was lined up ready to depart, again clearance approved as myself and I assume ATC believed the chopper was leaving. Once said 'copter departed my concern was rotor wash turbulence and possible inbound traffic. I decided to wait on the numbers for a further 2 minutes to avoid any turbulent air however I was kind of expecting an expedite departure instruction as I had now been lined up ready for near 10 minutes now.
Understanding my position as pic puts the safety onus on me so I believe my decision was correct however had a jet been instructed to go around due to myself being unnecessarily hesitant, - could I be seen as incompetent and fined for causing delay?
This is the biggest problem with windsheer & wake turbulence that non pilots dont realise, it's literally an invisible killer, knowledge combined with first hand experience are the only ways to understand and prepare in the future for such instances
Thank you for the comment about not cutting the engine to prevent engine and prop damage (Cessna 210 w/ 1 wheel). In all the videos of no gear / some gear landings I have watched, I ask myself every time why they don't kill the engine ... haven't seen 1 yet where they do!!!
I wonder if there's a compilation video of Cpt. Joe's firm landings 😊
The most important thing to do is report the hard landing because only then will maintenance be able to carry out the mandatory inspections described in ATA 05-51.
Love your videos
You are amazing captain joe
Captain Joe thank you so much i have learned so much from your videos i am hoping that when i come of age i could fly the a321 for Air Canada🙂
Then you should get my online course :)