The Secret To Perfect Landings Facebook LIVE - MzeroA Flight Training

hey everyone Jason Schaffer here m0a dot-com so excited to have you all on the livestream this evening appreciate you all taking time out of your busy evening to chat with us to be with us to learn more about the secret to perfect landings and really what it means to have a great landing each and every time that is what we're really after this evening so let's not waste any time let's get into this for those of you who are new maybe don't know much about myself much about our team here at m0a comm let's give you just a real quick rundown so I was named AOPA is outstanding flight instructor 2014 2015 2016 nearly 10,000 hours of dual given time and through our online ground school we help over 1200 pilots per month with their written knowledge tests and with their check rides that online ground school I mentioned is a complete private instrument and commercial pilot online ground school prepping you like I said for the written for the Check Writer most importantly making you a safe real-world pilot up to eight books now some of them you can see pictured there a few of them share with you at the end how I'm giving all these books away for free as well so something else very exciting let's talk for a moment now a little bit about how this works so you're watching this live here on Facebook if you like what I'm saying go ahead and hit the thumbs up hit the heart let's do a test on that real quick you hit the thumbs up you hit the heart you'll see all those go across the screen right there as you can see that there they go perfect good job so if you see that that's like we can we call it like applause I don't know that way I feel like you're you understand what I'm talking about here so you can see all of that now I can when you see me looking over this way it's because I'm looking at your comments so right now Wes from Ohio hey Wes I see Jonathan Fort Lauderdale press kit is Becks Rafael good to see you awesome good to see you hey Robbie good to see you Dennis George all you guys coming in here I can see all your comments over there now not only I can see those comments but I have mattes and over here taking questions I've got Billy and Ali sitting over here taking questions hunters back home taking questions Larry Tom Ashley all back home taking questions as well so do say hi to the m0a comm team when you see them in there and know that when I'm looking this way I'm not not paying attention to you if anything I am paying attention to you hey there's my buddy Larry Larry excited to see you it's done and fun Josh fill up a guy Larry good to see you all Josh good to see you all that's my way of being able to communicate with you so that's a little bit of how this works this is being recorded - we'll go on Facebook YouTube and on the m0a comm page as soon as we're done with all of that so our topic tonight is something we all strive for it's the perfect landing what is the secret to perfect landings and let me start by asking you all a question here what make a great landing what makes a great land again type in your facebook comment so I can see it over here what makes a great landing how do you know when you've had a great landing let's say that's what we're looking for here let's let's see let's see I see a bunch of hello they Lisa good to see you on there okay Meryl good to see you Larry says able to reuse the airplane certainly a positive isn't it here Jack says a perfect iron Jack I think you've seen some MJ ENCOM videos before haven't you here set up in the pattern crit Brian to get reused the airplane again kevin says stable all the way down absolutely here let me see no speaks on the wheel says Kendall Mike I like this one centreline light on the runway Kent says he made it he didn't I I get it I like it smooth as glass do it again says Ron Darrin says grease it smooth down early on the runway says Phillip John stable approach absolutely these are all things that make great landings let me ask you another question now what makes landings so difficult you just told me all the things that make a great lay I want to be smooth I want to be on centerline I would be able to reuse the airplane again I get it but what makes them landings so difficult to began to that question for me if I just told you this is what we need to do why our landings so difficult and not just difficult for student pilots they're difficult all the way through my instrument guys my commercial guys I know cf eyes it still struggles landings crosswind landings in particular paul says everything happens in the short period of time tim says wind rusta the approach absolutely absolutely these are all things jeff says wind wind can be a big thing we're going to talk about tonight so what you're telling me is we know when it takes to have a perfect landing or a great landing but what's difficult is all these different variables just like Tim Tim perfect sentence conditions are always changing Darin adjusting the weight and bouncing Sean when all these things you're right they make it so difficult so let me share with you now a quick story about early on in my flight training I was a low time a student pilot and I was flying a Cherokee 140 at the time and we were doing some pattern work I really I was again I'm 16 years old at this time so put yourself in that mindset I it's ironic that we run an online ground school right now because back when I was 16 years old I wasn't thinking about round school all I wanted to do was fly that airplane I knew I was getting close to solo because my instructor had told me and finally I one of our lessons she said to me Jason if you can land on this dinky little runway that runway by the way is 3,000 feet long by 50 feet wide which isn't bad but when you look at it when you've got ten hours or so and you look at a runway of that length it's a little bit intimidating she said Jason have you could put it down on this little runway I'll solo you and of course again that 16 year old kid Imagi I have abso lutely I can do this I am committed I'm going to make this a great Lenin and I'm going to solo right after it so here we are the Cherokee 140 we fly our traffic pattern and we're coming in and again you know how a narrow runway can be so intimidating sometimes and we're coming in and I am just so far to the left of center and then I'm far to the right to Center you've been doing one of these these s turns out there on file and we're just oscillating back and forth and back and forth and then finally we're coming in and we're just about ready to to touch down I am just so far left of that runway when I start to looks at me and says Jason what are you going to do and I knew the right answer I knew the right answer was go around but I didn't want to go around because remember she just said to me that if you can land this on this tiny little runway I'll follow you that was right I wanted that right so but I'm so far left this right I said you know what I'm gonna do the right thing I'm going to go around so we're sitting there and this is a Cherokee 140 now keep in mind I go and I don't what was the procedure you right give it full power baby out laughs I didn't do that the very first thing I did is I reach down for that flat bar right there and I took out all the flaps at once if you flown the Cherokee 140 before you don't talk about you taking that emergency style break flats power wasn't there yet I took out all the flaps at once and then when to add power what do you think happened when I took out all the flats at once we came down and we hit the ground so hard and not the runway I'm talking the grass a hundred feet right of the runway well I tell that story people say man you're lucky to hit any lights or science or anything said lights and signs are close to the runway I was a hundred feet to the right of the runway my first soft feel landing though was uneventful for the most part we impacted the ground so hard my instructor took the controls I didn't know a thing about Safi old technique because I hadn't been the books I hadn't been studying she pulls back on the yoke pops us back up on the taxiway the word she said to me I cannot repeat here but the one thing I can repeat that she did say literally looked at me as I was just I had my head down but I could feel her staring at me and said Jason maybe you're not meant to be a pilot and when someone says that to you after a traumatic experience like that you believe it and I almost gave up it was to the point where I just I can't do this Idol I don't want this anymore this used to be my dream but I just stink at it this isn't for me my landings are terrible I make bad decisions I can't be a pilot that was the negative self-talk I had at the time and I remember it was it was going home and I had another lesson scheduled but my lesson I was supposed to solo but I wasn't going to solo but I told everybody I think I'm going to solo was that awkward dynamic there and I end up canceling that lesson because I was sick my mom knew I wasn't sick and I remember my mom came to me and said Jason you know what's up I told her the story she sent me oh this is your dream this is your goal you've got to hit those books you've got it you've got to study more and work at what you really want so through that traumatic landing experience I truly became a student of landings and studied and learned everything I could about landings about what made great landings why was this landing better than the other I feel like I didn't change anything but something tiny did and what I discovered from that moment all the way up through becoming a flight instructor to helping students deal with the same kind of difficult struggles I share with you now and I get I share these stories with you because we all have stories you look at me and say man patience as flight instructor everything much is imperfect we all have these stumbling blocks and through that research though I found that there's two things that held me back from making perfect landings if you're taking notes you're going to want to write this down because I'm gonna give you the first one right now the first thing and if you've been following us for any amount of time you know this but can be great to hear it again is this a perfect landing starts with a perfect pattern let me say that again a perfect landing starts with a perfect traffic pattern I don't care if we're talking a rectangular traffic pattern we're talking a new circular pattern it doesn't matter at this point right now right what matters is a perfect landing starts with a perfect traffic pattern that means follow along here closely that means no trapezoids you know what I mean you see on your screen there these trapezoid style patterns it means no shortcuts we can't just apply this here I think I'll just enter on the base this time it doesn't matter we can't have any shortcuts think of it like this for those of you that are into sports imagine it like this like a golfer who lines up each putt each putt they approach the ball in the same way like a basketball player shooting a free throw they approach the line they dribble the ball three times spin it once whatever it may be it's the same routine every time I like the golf analogy will but better though because their goal is to make each putt seem the same each and every time the grip is the same the stance is the same but what changes is the environment what's the wind doing where the lie is at how the green is reading and running that day you see that's how landings are every landing is going to change the wind is always going to be different weight and balance is always something different ATC is going to tell you to enter on a two mile left base but we have to work to make it as close to that perfect pattern or the same pattern each and every time meaning the goal is to roll out on final in the same spot no matter where the airport each and every time you see how can you expect to have a perfect landing when your approach is always different when you're just doing pattern work and one time you're high the next time you're low and next time you're fast next time you're slow you're all over the place every landing is going to look different you never get a chance to have that solid repetition over and over obscene the same type of landing right the secret of perfect landings it starts with a perfect pattern I'm going to share with you here just this image you see on your screen here the rectangular course that rectangular Trevor I know we're talk about some really neat things with a circular pattern we talked about that more in later months but I want you to do some here I want you to chair fly this with me in your head so I'm literally going to sit down real quick and I want you to chair fly this with me now again geez Sheriff line is one of the most powerful things you can do in aviation if it's a winter months right now you're not flying as much as you want to chair flying is such a great asset let me share with you how I do it so you're sitting down preferably in your big comfy lazy boy chair and you sit down and we want to work through everything so let's work through that takeoff here together first so we're sitting down I typically fly in the right seat so we're sitting there we roll out onto the runway I confirm yes this is runway three six I look at my magnetic compass it's three six my head indicator is three six I see three six outside my heels hit the floor my toes move to the bottom of those pedals I smoothly apply full power as I apply full power I'm looking at my airspeed indicator verify air speeds alive I come across my engine instruments verify engine instruments scream as soon as that powers go in while I'm doing those checks simultaneously I'm getting a stronger right foot just a little bit to compensate for some of that left-turning tendencies that torque that p factor it wants to pull us over to the left we oftentimes forget that I want to hold centerline on through I'm rolling down the runway my eyes are glancing from outside to my airspeed outside to my airspeed watch my air speed build I see rotation speed coming I feel the controls getting lighter as time to fly we go ahead we rotate we climb straight on out I'm doing my best to hold that same three six zero that North heading but I'm still occasionally going to if I have a back window I'm on glance back and make sure yes I'm still flying that runway straight out another way to do that if you're on a wide enough runway sometimes this is a quick glance down do I not see any runway but I can see runway over here I want to see about the same amount on either side there right so I'm flying that runway on out because the wind could be pushing me I can hold three six zero I want the winds pushing me my pattern is already screwed up and I'm just on the upwind and I'm getting pushed the left I'm have a very short crosswind and this this weird kind of down one is going to continue pushing away if I don't fix it I'm flying on my upwind and then when I get 300 feet from traffic pattern altitude I do two things I turn and talk let me say this again I'm on the upwind I'm climbing out when I get 300 feet from traffic pattern altitude I turn and talk so let's say traffic pattern altitudes a thousand feet to make it easy alright so I'm coming up at 700 feet I'm going to turn and Oh Cal is towered but for this say glutes say it's nighttime or whatever it is it's not open today so you make regular traffic calls I turn and I talk Ocala traffic seven one five nine Quebec turning left crosswind runway three six Ocala the reason I turn and talk is very simple first off it's procedural so I can do it there's nothing wrong with multitask in the cockpit right we're told we have to multitask but truth be told it's because we're easier to spot it's much easier to spot a turning aircraft right if I call them and say I'm turning crosswind other traffic knows exactly where that in the traffic town that is I'm turning downwind they know exactly where look where as I'll say I'm downwind that's a big chunk of airspace from the scan for traffic if I say I'm turning downwind they can look at the crosswind the downwind hinge in virtual space where it should be and actually see it there right so I teach to turn and talk on my crosswind same thing on my Crossin so important to because as I turn obviously I want to hold your 90 degrees off my heading here but I want to watch what the winds do to me what make sure not over banking I want to really look back at that runway make sure I'm flying a true 90-degree angle off of it in this case then when I get 50 feet from traffic pattern altitude I do turn and talk again again Ocala traffic Skyhawk seven one five nine go back turning left downwind runway 3 6 at Ocala and then as I'm turning talking I got another tee turn talk and throttle to the equation because I have to remember to bring that throttle back it's so easy to blow right on through the down one you get so focused on this turn so engrossed in your conversation of talking on the seat a frequency if you're coming around and you blow right on through that out to give momentum working for you plus you're turning to a tail there's a natural tendency to balloon through that altitude as you're doing it you bring that power back to that cruise setting because really 50 feet coming up you've got momentum with you you making just about a level turn and then make that adjustment accordingly you see you have to bring that throttle back because you already have a tailwind on the downwind we talked about this so much and note-takers write this down again to that airspeed is king you already have a tailwind you don't need all that power in there you are going to be hauling butt on that downwind and one thing I teach when I say airspeed is king you want to shoot for specific air speeds for us it's like 90 on downwind we're talking 172 speeds right 90 on downwind 80 on base 75 on final 70 on short final 65 over the numbers whatever it may be and slowly and as we go that's what we're looking forward to nail those air speeds down on the download it's so easy to simply just let the airplane get away from you early on when you've got all that tailwind pushing you now it may not be a tailwind though you may have to watch your ground track as well it actually end up being a crosswind this case let's pull this image up on your screen here real quick so you can see it now what if and this is again this is show and follow along with my cursor here once I find my cursor there we go I'll bring it on over there we go if you can see that there there it is in the middle of the screen there for you it's a little tough to see but look at this this is showing the gray area showing with the wind correction right and this is just normal downwind to base shown the crabbing oh maybe we'll forget to crab on baselet you may have to crab on downwind won't you right if you have a crosswind you could be creeping in on that runway you could be creeping away being blown away or blown into that runway we want to make sure we're flying and maintaining that same distance all the way around on that traffic pattern to be so important that we do that on downwind now the long stretch without any radio calls sometimes it's busy I'll make another radio call that a midfielder being the numbers just to just have another conversation there if there's two or three people in the pattern because the down one could be a minute minute 30 without making a radio call sometimes if it's busy everyone needs to know where you're at not excessive but you know straighten to the point with it now with that being said we're still chair flying together here now we want to fly to our a beam point here's what I mean you're a beam point is simply wherever you want to touch down if it's the runway numbers you fly we're making left traffic right we're making left traffic I fly to my a beam point when that is all 90 degrees off my shoulder here I'm a beam my touchdown point the numbers three six let's say of being my touchdown point I execute my procedure and I start that descent the procedure for me and my airplane is this carb heat power back ten degrees of flaps it's going to be different in every airplane but for me in my 1972 Cessna 172 Lima carb heat power back ten degrees of flaps in that order and you have to make sure you start the dissent because who on this knows what happens when you add flaps and sometimes especially when you're at a faster airspeed especially if you were to add flaps first is why it's corapi power flaps are last if you added flaps first and even adding flats last what do we have a tendency to do sometimes right we have a tendency you guys are absolutely right we have a tendency to kind of balloon up a little bit so here you are a beam your point now where you're supposed to be starting that descent and instead you've ballooned up a hundred 150 200 feet and we've just thrown that that idea of a perfect traffic pattern out the window just like that we have to fly that perfect traffic pattern we have to make sure we've started that descent we can now trim for an airspeed find out what your airspeed is for you and your airplane I gave you the example 90 80 70 90 on downwind 80 on base 70 on final find out what works best for you and in your airplane now we've started this descent we've trimmed for our air see we've got our 90 we're even slow and flirting with 85 is somewhere in that range right now as we're coming on down and now at our 45 degree point meaning I was just a beam now that points going to drift back this way right when it's 45 degrees back off my shoulder is what I typically want to turn my base once that point gets back over there is what I want to turn my base I turn my base I turn and talk I bring the throttle back this is a common misconception soon as we get confused it the only time bring the power back is Carvey power back 10 degrees of flaps out and touch the throttle till final on down when I'm adjusting that throttle it could be more it could be less it depends also as I turn base and after I turn base in particular I can work in more flaps I have two asterisks there for two reasons here the first is if needed like I said you could be too high you could be too low it just depends arm or flaps needed the second one here is never in a turn I don't teach using flaps in a turn I know some places do it they do it well and they have great success rates I'm not I'm not going to debate that okay I don't teach flaps in a turn or give you my rationale if you wanted to bait it we can debate it later but I look at like this I'm low I'm slow the aerodynamics of a turn say one wing is technically producing a greater horizontal and vertical component of lift than the other which means if I add flaps in that turn I'm having asymmetric drag that I'm adding to it one flap one wing is producing more drag than the other causing a yaw in motion as I mention I'm low and slow what are the ingredients for a stall spin scenario I've got three of them right there right if I don't keep that nose coming down but what's the tendency when you add flaps like we just said the tendency for the nose to come up if you're not watching for it I'm just telling you it could be dangerous that's it happening for yeah it's happening for that's how we we have this data can it be done sure it can be done if it's done safely I just don't teach flaps in a turn especially to my load time pilots so we're on base now we're looking at or watching that runway it is so important as we're watching this runway out here that we know when to turn final you'll read NTSB report after NTSB or if you watched two days ago Tuesday nights in flight emergencies you saw the big all the accidents on landing right they all came down to loss of control a big portion that loss in control accident was someone based a final looking turning oh you know what I overshot final let me just crank it around a little more and they end up just crank it too much and end up low slow in a very steep turn with flaps everything else and find themselves looking down the ground in a stall spin scenario that loss of control did you know you can go around on the downwind did you know you can do a go-around on base you can go around at any point in that traffic pattern if you think you're going to blow through final go-around go on try to crank around and save it there's no chance to to be a hero and save a bad landing because a bad approach leads to a bad landing you'll see it time and time again think back to the ladies where you tried to save it or where ATC vector view you're number four for land you're all over the place you think back to those those are some your you're not best landings right but let's get back to our chair flying here we're on final now and we're on final I like to ask myself a question really back on base I like to ask myself this question as well ask yourself am i - hi am I too low or am i right on glide path am i - hi am I too low or am i right on glide path and make those adjustments and how you can tell that is simply by picking a point on the runway pick a point on that runway and see what is it viewing on my windshield look at this image on your screen here with me if we use those numbers three six here and those numbers three six started tracking up our windshield what would that mean we're too low one of those numbers three six start tracking down here underneath the nose where we can no longer see them what does that mean I'm too high right by picking a point on that runway I think we've done a video like this too before we're your John's overlaid a circle on a point and you've seen how we work to fly that circle on down I used to do this the charcoal pencil and my Cessna 150 I draw a big circle on the windshield and say put the numbers three six in that circle and fly it all the way on down and it wouldn't work so we said there were two things I found that made a perfect landing the first one was simply have a perfect traffic pattern a perfect landing start with a perfect traffic pattern we said right the next thing is this and really the the most important step here is this it's a change in vocabulary I'm asking you this is going to sound crazy I can I can see some of the comments already that you're going to think I'm crazy but hear me out mess ditch the word earn flair from your vocabulary or if you don't want to get rid of the word flair change what the word flair means to you because here's what the word flair means to a brand spanking new student pot let me hear it when they hear the word flair as an instructor you're telling this they think of a triple seven coming in to land that flares they think of the space shuttle back in at a day when they want to come in to land it flares a Cessna 172 doesn't flare when it lands you'll strike the tail if you end up flaring when you try to land right a Cessna 172 I'm not saying we have a three-point landing yes our mames certainly touchdown before the nose but it's quick right let's do in so field technique replace the word flare instead with the word transition transition and what do we transition to we transition effectively to slow flight down the runway one of my best tips if you're struggling with landings is to do slow flight down the runway and we did a video very recently on this slow flight down the runway just four minutes long I want to play it for you here real quick and I'll be quiet just so you can listen to it and really see what it looks like what it feels like to do a slow flight down the runway everyone Jason Schappert here f-zero a.com we're at the Williston Airport we're number two for landing on the downwind here coming in and imma share with you guys one of my fast landing tips and that is slow flight down the runway if you ever find the runway sneaking up on you to quit expand we hit the ground way too soon and so you're not taking your eyes out the runway soon enough slow flight now the runway would help set if you find yourself struggling to land on center line learn how to control the airplane it's slow flight especially down the runway can help greatly with that I'm a chat I can't talk you through that here it's just a bit weird beam are touchdown point bring my car piece back power max has degrees of flaps I'm treating it just like I would a normal landing in this case before the hooks on RIT three getting off step out all right chef accessory decides to the Sosa's inbound for landing little eighty-three slopes at seven and will as the traffic sky on seven one five nine go back turn left base runway two three low approach Wilson and just like we would any other normal land we'll use flaps just like we would everything else now we're coming on in here like a potato just to keep up on base effects flowers let's see let's ignore this objective whatever and I guess so often do we practice landings or it ground effector such a split-second to go to practice and extend that out down the runway is so valuable so we treat like a normal landing it's so light before touchdown we come in we're going to give it a little bit of power the goal is to hold it as close to the runway without touching it as possible whilst the traffic Sayaka seven one five nine Quebec turning final runway two three low approach only Wilson both in chassis stop one two one two uniform captain from he'll talk to to see run-up via alpha we're looking good just coming on in everything sat before lane checklist and thinks all complete speeds are looking good coming on in eyes are looking at that number two three right now as we keep it coming on in hours back to idle I'm glide this thing on it entering into ground the fact about now transitioning and right about now old it bleep up some airspeed and giving it some power dividend some power eyes down that runway giving us the power hold it there holding it there feel like soap don't touch there we go got it almost is there for a second hold it look at my aileron how ineffective they really are here we'll put my rudder I've so much control on Authority there see what it looks like holding center line here as we head down this runway feel what the controls like burn this sight picture into your brain because this looks like right before you touchdown use only get to experience it for a split second slow flight down the runway helps with that I see the thousand foot marks about 5000 feet left to go so I'm going around full power remember I'm all those flaps in there you do go around so those have a tendency to come up be ready to fight that I can bring my flaps up a hair up a notch add positive rate clear my ah pay obstacle flap up and out slow flight down the runway is going to help you greatly with your landings I promise with that site picture with that feel for landing get out practice it with the flight instructor and leave me a comment down below this video in episode comm with how it worked out enjoy the arrestee or day and most importantly remember a good pilot is always learning have a great day guys see ya one thing I hope you realize that really should stick out to you in that video is this phrase as you transition the nose so you transition your eyes down that runway as well you heard me say it a few times in that video that as that nose comes up and again we're not flaring the nose does come up the mains do touch beforehand but we're transitions a slow flight down the runway if someone but it came to me in our two three four five when I was first being introduced to slow flight I didn't like it because this is back in the day slow flight not today's AC s slow flight this was back when we would hold it right at the stall it was July in Florida it was hot I didn't want to be up there I kind of feared stalling and his Cherokee 140 with a Hershey bar wing I didn't understand it but if someone had told me Jason we practice slow flights to get better at landings because right before touchdown you're effectively in a phase of slow flight but it lasts like a snap when you can do slow flight down the runway and extend that feeling extend that sight picture on out doing slow flight down the runway is the equivalent doing 50 landings in the logbook because you get to see that sight picture feel what the rudder pedals feel like feel what the ailerons feel like and you saw it wasn't a lot you saw how much I was working that yoke because it took that much just to get the tiniest bit of movement out of the airplane they're not as effective as you think so as you transition the nose transition your eyes down that runway have you ever found the ground well or the ground found you perhaps a little bit too soon you're like oh I invited her on the ground I kind of caught up on you it's because you didn't take your eyes far enough down that runway anytime a student mind has a bad landing the first thing I ask them is where were your eyes and usually it's like oh right that that center line right there that just went past us that's where they were looking right we have to take our eyes down that runway as we transition the nose we transition our eyes down that runway we work to bleed off that airspeed and we work to let the airplane really and truly settle in let me summarize all this for you here they're going to wrap this thing up we're going to go ahead and take your questions here in just a moment write this down if you haven't already a perfect landing starts with a perfect traffic pattern ditch the word flare from your vocabulary or just change how it's defined with you and lastly slow flight down the runway is the greatest tip I can offer you for doing that again the equivalent of 50 landings in one pass now do it like I was talked about in the video find a nice long runway where you're allowed to do we have time do with an instructor please beforehand but slow flight down the runway is going to help you immensely do it once and then come back around and land the airplane and see what a game-changer that site picture if it worked for you by the way I mean I see a lot of you already replying here but if slow flight down the runway helped you leave a comment let everybody know throw some like some hearts up there so everyone knows that slow flight down the runway is the real deal that can truly help you with your landings I see a lot of you know a lot of stuff too so perhaps you've already seen it and read it our book the secret to perfect landings by the way this entire month of January I'm giving away all of our books to our online ground school members pass your private pilot check right past your instrument pod check right our aim oh I'm dropping stuff for a manned play in English in-flight emergencies secret of perfect landings eight 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ground school academy.com /of books plural B oh okay F you can go there you can download everything that way but if you need help with your Private Pilot written test prep check ride prep instrument commercial pilot it doesn't matter CFI course multi ISM course coming soon now you have access that one membership gets you access to all three of those courses private instrument and commercial we are here for you are online ground school members if you're on or if you're a former member I saw James I saw a few others chime in and let these guys know how much the online ground school truly helped you succeed in your flight training dreams as well we have a lot of graduates we have a lot of current customers on here as well so don't hesitate to reach out to those guys as well because they're more than happy to be a living flying testimonial forward as well and yes James L it's good for the pilots inner circle membership as well that offer pilots inner circle membership is geared towards someone who's maybe in between certificates or just wants to live out that good pilot is always learning mantra and you still get all the books you get the webinars every Monday night and that community and that mentorship through it as well so just some neat stuff there let's go ahead let's dive into it let's take some questions now Josh you want to leave that slide up a few people are asking about the URL again ground school Academy dot-com and then from there go and click enroll now and you can learn more about the different packages the different levels or join today whatever you want to click on and you can read more about it there as well this offer is good through January after January this offer goes away the course will still be up you can start anytime you want you can stop any tiny and cancel anytime you want it doesn't matter the average per sign those question will come up is how long does it take I mean our private pop course usually gets knocked out in a month month and a half two months if you make it your life you can do it in a few weeks but the regular person with a nine-to-five job is is our typical customer it's a month and a half to two months to get it done so if you're a gold member you plan on spending 300 bucks with us to get all that done to get that benefit but 300 bucks and I'm telling you there's three hundred fifty five dollars in all this value if you add into the cart right now so just really neat stuff we do a great promotion every January it's our big promotion for the year other that we don't do a lot of promotions so this is our big one for the year so do take advantage of that as well but I'm gonna sit down here for a bit and let's take some questions and anything anything you want to chat about obviously landings is the topic tonight but anything aviation related I am just I'm honored and more than happy to do it Chris Chris McKay thank you for giving a great testimonial for the online ground school let me see hey clay good to see you any guy saw your email today what do you teach as the key points for a go-around well consider my first go-around was non-existent I'm more than qualified to answer this question right gosh first off knowing that I go around as an option is such a great thing to have because I find students just want to lay on that airplane no one wants to practice go around it it's not a sexy fun thing to do everybody wants to land the airplane no one wants to practice it go around but the first thing is get myself out of situation so for me in my 1972 172 Lima it's carpet and power basically simultaneous and it's up and away from that situation typically if it's an airplane cut me off I'm on final and they decide they're going to take off anyways it's up and to the right that way you can look out the window and go oh there they are down there they're still rolling I need to get out of their way here right and I can keep eyes on that traffic to just cut me off right if it's just something as simple as you know I overshot final and I went around carpet full power worry about the flaps later when wings are level baby them out in increments oh please don't be like me and that old Cherokee 140 emergency brake style flaps and duffle all at once because you'll sink like a rock they have to be babied out in increments so what I normally teach is flaps right to 20 you know car he'd full power get this thing flying get out of this bad situation first then flaps to 20 coming up positive rate of climb or you know flaps up to 10 through 70 flaps up to have a procedure for it for you when I reach this airspeed my flaps go to 10 when I can establish 0 or a positive rate of climb my flaps come up and out it has to be procedural you see there's so many procedures in aviation that allow you to sit down like this and chair fly them it makes it nice let's see here what so what's your best advice for easily pinpointing airports on cross countries I that comment kind of got buried but I think I got though just so I think it was Doug Doug show of hands let especially hands let's do hit the like button if what I'm saying applies to you I shared this last Tuesday in-flight emergencies one you're a brand new student pilot you're flying to a brand new airport on when you're solo across countries or maybe it's there for you've been to and everyone's lame in three six and you see three six but you're going it's data in three six or is that end three six and you have no idea which end is three six or maybe it was just difficult for you to even go out and spot that runway press the like button a few times have that's ever been you before look at all the likes come in here absolutely that's that's been so many of us before right here's how I do it first off when spotting that Airport obviously altitudes your friend I tried to start my descent down until I even see that Airport to begin with over fly in the field assume there's not like skydiving activity and that sort of stuff it's usually a good option to get a lay of the land do it nice and high and a nice turn from 2,000 feet above traffic pattern and look at the airport and see the lay of the land but remember when figuring out as silly as it sounds we tend to the runway is which you always land into the number allow me to explain if you're looking at your heading indicator and it's three six which we know is north you always land into the number so if North is over here right I always land into the number that would mean I'm on basically a right base plant into that number because when I'm on that runway North is up right so if you can visualize it that way on the head indicator makes life a whole lot easier sometimes let's see here Robert said of air flight training our sea pot no Robert we do a lot of work in the drone community right now it's remote pilot 101.com we're actually the largest provider right now there's been like 16,000 remote pilot tests taken and we're more than half the market has used us to do that Jeff good question he's just had slips question mark Jeff I'm going to take this one assume I know where you want to go with it I like slips I'm a fan of using slips I think it's a great trick to have in your flight back I don't teach it early on to students it's a much more advanced maneuver the next follow-up question from either Jeff or somebody is going to be what about with flaps extended well does the airplane have a placard or in the Poh and say avoid slips with flaps extended and I don't do it and here is really why do I have I have an airplane I have a 172 I have a 172 John made this so don't don't judge us on our modeling skills John John the director back there made this one think about it this way we didn't get more models like this John this is a good idea think about it this way you I'm coming to land right at you right I'm coming land I want to now slip so I'm slipping towards you right I'm slipping this direction now now what if I at where is that air flow right I'm getting more air flow on this side this elevator back here is not getting a lot of air flow right because the fuselage is obscuring it it's getting some that's coming over and some turns into induced drag and some other things but this elevator back here's left elevator isn't getting as much air flow as it should now the only air flow it's getting is coming right through here now let's add flaps the equation these flaps come down don't really move but pretend these flaps come down where is that directing where I just told you the only airflow I get coming through here is now being directed downward this back left elevator is now getting nothing in the airflow Department the only elevator that's fly this airplane is right over here there's nothing happening back here you follow me with that that is why it's so dangerous can it be done absolutely it can be done when the nose is like this and you literally put the elevator up into the wind that knows how to be so aggressive but if you're going to slip like this you're asking for it here you have to take that tail to get some air flowing over it that's why they're not crazy about slips of flaps extended it might be a great video idea John let's write that idea down in the near future to really show that and show why be very interesting let me see yeah pastor Willie you're spot on we talked about that you're absolutely right I'm not a big fan of flaps in a turn hey John going from a high wing to a low wing having trouble the distance from the runway what am I missing well you're not missing anything my friend it's a different sight picture ground effect is different in a highway we're slowing what is the definition of ground effect the definition of ground effect is one wing span length right up from the ground well that's different from a high wing to a low wing airplane right because of just how everything is set I'll set in it a little bit sooner and ground-effect in a low wing plane that I will in a highway plant it's just a different approach it's a different sight picture but the thing is this the techniques we just talked about all stay the same it's just figuring out that technique and seeing at that sight picture here Chris said why do some instructors teach full flap laments I don't know it depends on the situation too again I have a 1972 172 Lima it's 5 ankle Beck now it's changing a 2/3 mic Zhuge on a very cool paint job you're going to love it more on that soon but it has 40 degrees of flaps I can count on one hand how many times I've landed with 40 degrees of flaps because I had to I mean I'll do it science for training to demonstrate to a student on how dangerously slow you come in you you're logging like a rotorcraft time you land with power if you're going to come with four degrees of flaps even 30s a lot the sweet spot for my airplanes about 20 degrees of flaps and it's nice because there's no detent I can just tap it down once just you know just baby them down that way there's not like a detent where I'm just I'm limited to that now the tack numb is different the tech numb I have takeoff flaps and I have landing flaps like you would in a Cirrus there's no in-between that's just what I have I have takeoff and I have landing with that so those are the options I have the Cirrus is that same way just have a knob with two you know no flaps take off flaps landing flaps and those are the options there so it varies aerodynamically from airplane to airplane but for example my my Cessna 150 was even worse it had four degrees of flaps and a stole wing kit I could cross the numbers at 20 and the stall warning horn wouldn't come on like I just had so much lift being generated by that airplane it was crazy was great short field performer obviously you've seen that videos like that carbon cub coming in and just like hovering there getting that right wind I mean it the technique it's good to know to do it but it's done incorrectly it can be dangerous Diane I have some videos on spins Matt would you mind find that video on spins I did spins with ariel tweto from fly Lauda Laska a good one to to watch so Louisa thoughts on the oval 180 degree traffic pattern I'm going to do a new video on that I did a video previously in the techno Moe do a new one in the 172 once it's painted long story short I like it I think there is something there I think it's really getting a bad rap from a lot of people who haven't tried it it's it's one thing to sit down and write things when you haven't tried it so I went out there and I said listen let's let's do this and I don't have all the data everything else I just I know the concept I want to try this and it wasn't bad I've got a lot more data and just a lot more research that we've done and put into this and I really believe our next video we might turn some turn some haters into liking the old pattern a little bit as well I think it could be beneficial if used the right way and we're going to compare both the standard rectangular pattern and the oval pattern as well so it could be very very interesting as well here Matt or someone from em is very probably Matt just posted that it's the You Tube link right there so grab that spins with ariel tweto it's a good video Bren said what about ballooning what about the recovery on there Matt next video to find how to recover from a bounce landing good video there long story short I bounced I'm going around if you look at the NTSB reports there's action after action of people bouncing trying to save it and just stalling again and damaging the airplane even more so how do I come from a bounce land and that will post that one next there for you Chris McKay I like that comment there yeah long story short is simply just go to our matches posted that link if you guys want to open Sartre over there for some some new tabs so you have some some viewing material after we get done here let me see more someone some power approaches good stuff do I ever come to Dothan Alabama Trent no but I'd love to we're doing so Ashley I have a new little one little boy coming in April so my seminar my speaking schedule is really slowing down up until April so I can be a good dad with that process and we'll pick it back up late summer into the fall we're going to do a pretty aggressive speaking tour so be watching for that that being said - I don't charge a speaking fee whatever maybe if you guys have a location a great hangar a great conference room that can we're talking a hundred people or so though if we can get out there cuz all market it and you can market it to your flying Club your EAA chapters if you have a room or facility that can get a hundred people in there I'd be interested in hearing about it just go to em Joey comm click support and let me know about it because we haven't planned our all our stops yet we'd love to make that one to stop so buy that thank you for the congratulations on that too we do have an aviation name picked out those you don't know us yet we have a very aviation themed family the dogs are pedo and Magneto the goats are prop rudder and strut and Ella can't tell her that she's two now she's going to realize here eventually Ella is really short for Ella Vader Ella's our two-year-old and our son coming along is going to have an aviation theme to it as well so more on that later though let me see Colin I like that Robbie no but I'd love to get email this guy's all these comments are going so fast on my screen right now so please email what you're telling me with with your contact information or whoever the person is to contact the awesome Sal I would love that that's easy for us to get down to great great stuff Oh someone asked out wet runways yeah well how about just runways that are just out of the norm well it could be contaminated surface such as wet but it could be dirt it could be grass it could be grass that once it hasn't been mowed in a few weeks it could be grass in the morning with the morning dew' it could be grass that's just rained there's so many factors in here so what it really comes down to is adjusting that approach with a wet runway I know that I'm not going to get the required braking action that I need right my approach is going to be essentially the same assume there's a tower there I'm a call into hey there any puddles you can see anything I need to worry about hydroplaning wise now obviously runways are engineered most of them have the grids through them so they drain real well they're crust in the middle at the centerline important reason to land on centerline right but over time that changes ruts getting them from airplane after airplane for airplane landing on it so ask the tower if they have an asset or pilots ask the FBO on the ground here do a low pass do some slow flight down the runway and take a look at everything I do that oftentimes it's soft field going into grass strips anyways if switch is a very remote location do a flyby just to scare away any animals that may be there and then come back around and land little things like that to think about but just know that the braking action you previously have isn't going to be there so normally on a wet runway I'll just kind of let it roll out and kind of do some tactical braking and and kind of work the brakes that way not locking them up you can't lock them up that would be terrible for the situation but just know you're going to land much longer in that case here let me see hey Brian good to see you up in New York thank you my friend right we're going to be coming out we're doing a seminar in New York I don't have it finalized yet though because we're coming up for the AOPA fly on in Groton I believe it is or that area Connecticut somewhere so I'm sure you'll be at that one but we're gonna do a seminar in New York on the way so hope to see you and Christine and everyone out there - great mike says any reason not to keep a little power all the way down I found more control it's not that it's frowned upon it's a different way to accomplish the same thing but let me give you a better alternative because when you're landing with a little power in you're going to eat up more runway so you're going to want to go to cool strips maybe a little bit shorter and your put it down soft but you're going to use more runway so instead what if instead of using 30 degrees of flaps if your airplane can do it do 25 or it has a detent do 20 and land that way your thing is you're looking for a little more airspeed and you you're finding it's easier to put it in which is a little more power and there's nothing wrong with the technique it's just it could come back to bite ship in the long run by doing that that's the only way you learn how to land by doing it that way and you coming to a short strip I mean that is not a proper short-field technique you're going to need to know how to do it the proper way if you've got the runway and you want to grease it in because you have friends on board absolutely adoptions there even check write examiner's have said like I don't be afraid to give a little power don't slam me into the ground like I get it I don't know if it's a habit I would develop over a long time it's a it is a tool to have in your flight bag but it's not a card I'd pull every single time you understand try try land 20 agree the flaps instead next time see if that helps you in the same kind of way so I will post those seminars once there once they're up so watch for watch for that cool cool excited guys oh I have to I have to Brian's in New England I was talking to both you we could say that way I see that Tyler's an aspiring pilot who only has one Lena from Discovery's flight what would you recommend repair better for what I do take a step in and train all I have is a similar with a joystick can someone grab me a private pilot blueprint do I have I'm going to gain both the spacing that you can look and see I have a book Matt is feverishly running to get it just because I really want to show it to you I don't know if I have one on the set here there might be want to Stacy's desk Matt it's not that important if you can't find one the book is the Private Pilot blueprint Private Pilot blueprint comm it's matt has one thank you it's everything I wish someone would told me don't trip when you come through here Matt you wanna make your big webinar debut Matt's hand everyone give mouth the Private Pilot blueprint everything I wish someone would have told me before I started my flight training this book we shipped them to you the book is free all I ask that you pay shipping and handling Private Pilot blueprint calm so I believe it was Tyler the comments get buried so i pre-apologize for that the definite robot for saving time and money on your flight train your pilot certificate how to pick a great flight instructor how to save time and money do I need to do an assessment 150 do I do it a 172 journey to buy a headset it answers all these questions you don't realize going into your train by the way who's read the Private Pilot blueprint and who loved it if you don't mind Shimon in here as well thank you for sharing that link it's it's so much it's everything I wish someone would told me before I actually started my flight train so many of you don't realize that flight instructor should be working for your money it's not what happens 99% of time as you walk into a flight school you say Oh John's available today John's your new flight instructor you guys still fly have fun that's how it works but you should be interviewing these flight instructors making sure they work with your schedule making sure they work with just how you learn maybe for like for me I'm a as you can tell I'm a big picture guy I've got a lot of great tips and techniques here I'm a big picture guy if I'm flying with someone who's more of an engineer they need to know every detail not always the best guy for so they need to know every single little detail I also talk a lot I may not jive well with someone else who talks a lot as well in the cockpit so there's that dynamic in the cockpit that needs to be discussed as well I list the interview type questions to ask these flight instructors in here as well also look at our Facebook events page I believe it's Tyler but or Tim I can't remember sorry look at our Facebook events page because I'm doing one on getting the most out of your flight trainer that's the very last one towards the end of the month doing the most out of your flight train I'm gonna cover a lot of techniques in greater detail in the private pyle blueprint as well probably bring calm book is free and we'll ship it out to you so there's that what else thank you Kevin for those kind words I appreciate that my friend Howard didn't fly 15 years and sir just became a different kind of challenge yeah it find instructors are tough we talked about that in the book as well man I mean we are in a hiring boom right now for aviation if you're think about aviation as a career you came in at a great time because we cannot create enough pilots to meet the demand that is necessary right now I have good friends who I have a good friend who is a flight school owner designated pilot examiner making a very good living as a business owner checkride guy all the above took a job flying for a major airline because they were just the incentives cash bonuses and stuff and time off in seniority they were going to give him off the bat he couldn't pass it up it is Vegas don't worry I'm not going anywhere I have no airline aspirations I'm saying I've seen a lot of guys a lot of skill is deliver a lot of value deviation that are just getting scooped up into into major air carriers it's hard to keep good CF eyes around right now because the airlines are so hungry for pilots about CFI after retirement Tim absolutely it's a great idea as a side gig some most you guys should be looking for these CF eyes who are old retired airline guys and gals just doing a CF icing part-time because you know they're not sitting in a delta hiring pool and going to run off on you somewhere I had nine different flight instructors from my commercial pilot certificate there is no way to earn your commercial because this CF I knows I'm good at slow flight but the next one doesn't know I'm bad at steep turns that information never gets passed down I just keep I kept doing the same lessons over and over and over and just wasting money it's very very frustrating situation to find yourself in so let's see here Frank that third class medical man huge stuff we just did that video on the third class medical basic medics called now I won't get into it too much I'm going to a webinar online ground school members Monday's webinar change of plans we're doing it on basic met just to really bring you up to speed excuse me on what it's all about so be watching for that so all good stuff here trying to read must take a Lisa I totally agree with that make sure you're a member of women in aviation ashley is it will be women Aviation's orlando this year will be there let's see getting late for us let's let's take a few more here and then we will wrap this thing on up what is some advice to help me being scared about my solo Matt fear of flying solo video police actually got big small if he knows where I'm going all stuff we have a great video called fear of flying solo we kind of talk about things you can do is a six or seven minute video so I'm getting the whole thing here but just things you can do on working yourself up to that solo solo cross-country how to prepare for that everything else on YouTube not only posted here in just a second Edgar I'd love to do that by the way just let's set it up Matt just post that video if you're curious dog I think you're spot I so I went through 3cf is where it's found the one that works for him and I I totally agree with that man it is it is tough with that is very very tough - starting commercial rain with the easiest ways to get the maneuvers Randi the maneuvers are tough but the lazy eights of shandell's all that stuff it's challenging it can all be chair flow it's something you need to first offer any if you're not in an online ground school we have an amazing commercial pilot online ground school that we've just completed so ground school academy comm do consider checking that out and getting that amazing bonus of all this stuff here - so you have it check that out we have great not only I show you animations but I show you inside the cockpit so I fly the lazy 8 and then we zoom outside the airplane to show you the lazy eight actually what we're trying to accomplish and just it hits learning on all these different levels for people and it really makes them click and then once you have that foundation you sit back down like I am and you close your eyes and you chair fly through it okay at my 45 degree point line and this is my maximum page right you know and you just go through everything you know what you're looking for each and every point through that lazy eight that's what it takes I'm commercial pilot is groundwork it's a lot of knowledge if that's a hard knowledge test instruments the same ways a lot of groundwork really everything is a lot of groundwork but instrument commercial in particular just you have a foundation but adding on to it finding gaps in that foundation you built with private pilot's up it's a lot to work up to never let anyone tell you the commercial pilot is a glorified private pilot that is that is the most incorrect statement someone could say it is nine-day different is a very difficult check ride no don't let anyone tell you it's a glorified private pilot it is so much different it is much more difficult as well so just mentally not to psyche you out by any means but just mentally prepare for that as well you're welcome Robby thank you Matt did you see in a good comment so that perhaps I'm going to grab everything okay let's let's look and see if anything else good comes in here on the scroll here see what else is happening scroll too much past people have thought about that and maybe something I work on if you can asked about that a lot of pinch-hitter of course something look at Randy thank you my friend Dustin says I struggle steady right rudder into lane and yet it that tendency to land at left of center we talked about that scroll down a few videos and if your ground school member really go watch last week's webinar on P factor and left-turning tendencies it talks so much about drifting left of center because we don't have that heavier right foot on landing even left-turning tendencies are there Sal that's awesome thank you my friend can't wait to see you at Sun and fun as well let's see here Robert SC plane landing on water just just earn my seaplane in a Piper Cub amazing why you want to chief a fun way to do a flight review and to make yourself a better pilot seaplane flying is the way to do it you don't realize like a glassy water but you think glassy water like oh it's calm it's beautiful it's great for fishing and boating stuff but coming in you don't have that depth perception on glassy water which is everything's flat and it sneaks up on you like that you just it's very interesting we got some great videos on seaplane flying coming out here soon to be watching for that so very very cool stuff awesome awesome guys any other questions of stuff perhaps I missed maybe I

Channel: MzeroA Flight Training

Views: 8,679

Rating: 4.9179487 out of 5

Keywords: How to land an airplane, mzeroa flight training

Id: pAKqYf4dEAw

Length: 69min 50sec (4190 seconds)

Published: Mon Jan 23 2017