Wow thanks so much for this video! I’m a ppl student now and just failed my last mission… due to my traffic pattern and landings….had a very hard 4 landings…the first one was a really bad bounce and my instructor took controls and got us back up to go around. Honestly that first one threw me off my game mentally for the next ones and the next 3 were bad too. This video really helped to clearly make sense of some of the mistakes I made. Thanks so much for what you do! It’s so very much appreciated!

I didn’t realize how not so great my young instructor was until I started watching more of your videos. Wish you were my instructor

I’m looking for a pilot instructor that I could trust with both our lives. This video convinced me. I flew my first Cessna when I was ten. But sometimes life gets in the way of dreams. Now I’m 64 and a disabled USAF Veteran, but I’m not too old to dream. I’ll watch all these videos until I can get the certificates I need. Thank you for sharing your knowledge to keep us all safe.

You've taught me more about landing and common mistakes than in my 9hrs of lessons so far. Thanks very much brother keep up the good work, we all appreciate it very much.

You are definitely my favorite CFI on KZfaq sir. Thank you so much for all you do for us. 🇺🇸

You legitimately make the best content on KZfaq. Straight and to the point and stuff that can be easily practiced. One thing im struggling with is sectionals and airspace. Going to work on that next!

Great Video! I fly with the Civil Air Patrol in New Mexico. My favorite aircraft is the turbo 206. One of the things that makes it a challenge is with short approach speed being too fast (75 KIAS), and floating. We're often at or below 3000lbs. on landing. All of Cessna's book approach speeds assume landing at 3600lbs. It's a physics problem. The implication is that there are slower SAFE speeds when landing weights are significantly lower than maximum, but Cessna doesn't publish them in a Vref vs Weight table. Often, I just use the short field landing speeds of 67 KIAS, with 65 KIAS over the threshold, and it works pretty well.

Thanks so much, for a most informative video - I have trouble with the last couple of seconds prior to touching down, in a Piper 28. I shall view your video a few times to etch it on memory, to help me nail good landings every time. Thanks for sharing. God bless you.

Love the channel. You cover a lot of nuance and more advanced technique in other videos that most others don't.

Well done!, much appreciated!

One technique I have found can help is you literally visualise your path down to the runway, the flare, the runout, as if there is a road in the sky - then keep the aircraft on that road, which means energy and attitude management. I think a lot of beginner pilots treat the landing like a "procedure" that follows nice near steps, and they loose focus on where the aircraft "is".

Great basic lessons that every civil pilot should learn… good tutorial video👍

Very insightful and helpful video. I'm a plopper. But I think I finally figured out how to stop that.

This has helped me with identifying what I need to correct my landings, I'm consistently coming in with good altitude and airspeed but I always seem to end up diagonal to the runway when I touch down, or I flare too high and we float down for a while. Ill try controlling the rudder while CFI flies and report back, thank you!

Thank you so much for these videos! I watched all your landing videos after I did my first day of just pattern and landing work with my instructor. On day two my instructor said my progress was incredible! I think it was because I just watched your videos over and over again the night before our lesson and your reference point/aim point Strategy helped me immensely!

Beautiful

Great teaching for all students, thanks for all the videos.

Truly the best CFI you can find on KZfaq!!!

It is an AMAZING video, I have many problems with landing, becouse my aerodrome has constant strony crosswind, and this video MATTERS. Thank you for posting it

You guys are great! Thanks for all the information you share. Student pilot on his way to pilot.

Excellent video, I am a student pilot and have "bounced" during one of my practice landings....not fun and I got that look from my CFI....I pushed power and definitely did a go around. After evaluating how/why that happened, I remembered that all my other practice landings with my other CFI, were "no flaps" which made the landing faster, but also did not cause the plane to want to pitch down as with full or partial flaps. All that stated, It was my fault for not taking this into account, which caused me to bump the nose tire before going into the flare. Love this video, and I'm quite more mindful of my landings because of it.....Paul.

Thanks mate, could not understand what was going wrong with my LDGS, now i understand im Number 3 error

Excellent instructions. Thanks.

Great Video!! Thank you so much!!

Iam 54 years old and have always been interested in aviation I lost my wife of 34 years a year ago Iam looking into attending flight school to get my ppl I’ve been watching videos on KZfaq trying to get an idea of what it takes to be a safe pilot and I found your channel and I’d like to thank you for all you do for people like me and the ones that are already pilot’s I think anyone can learn a lot from your channel keep up the great work 👍

Love it! Great video! (Just had to share...)

Awesome video! I think I've already mastered all 5 of those bad landings!

I hadn't flown the 182 in a while. I few it today and flared high and kind of dropped it in, but I instinctively saved it and touched down softly

Great content thank you! I always used to power to idle once I knew id make the runway. On my last renewal I was pulled up for this and told you should wait til the round out and this would also help with a crosswind. I struggle with this because doing it this way I kept ballooning as carrying far too much speed on to the runway. Would be interested in your thought on his method? Stu

Your Videos Always helping me! Thank you for your tips! Last week nailed my first landing like a BOSS here in MX!

Great job 👏

Great video sir. In regards to a stabilized approach, I was told on final to “pitch to the aim point and power to 60 knots” (for a C152). Have you ever heard of that method? I would love to know what method you use to help a student remain stabilized on final? You’re the man!

This is very helpful for me as a new pilot.

Thank you for the great tips

Thank you so much, I'll put in practice on my next flight!

Amazing job once again 👏 👌

Thanks mate!

Thanks!

Awesome again thanks

Beautiful landings. Very helpful tips.

This is a good one-Congrats!

First of all, good content. Second, you went like ten minutes after casually mentioning “I might have a chance with his daughter.” to explain this guy is your father in law! I hit the rewind button and confirmed “Did he really just say that?!?!” Haha

Thank you sir

yes good review thank you

Nice tutorial

grrrrrreat video! thank you!

This was awesome! I will be putting this much needed advice to use in the morning. thanks!👍🏿

Nice tips man

Thank you :)

Sooooooo helpful !!!

it has beeb quite a while since ur last upload, i cant wait for the next one!

Wow, this was a great one! Love to sasquatch

I was taught to land that after the round out, look diwn the runway and fly as far as you can down the runway, keeping the wheels just above the ground. That way you settle on the stall horn.

Very good lesson with identification of problems and how to correct them. I can't help your students with the airspeed problem because the ACS has you both between a V-speed rock and a hard place (the runway.) You can go ahead and take the -5 knots that is allowed in the +or- 5 knots allowance. The real problem is that you are forced to teach the very hardest approach and landing technique. You probably know the easier power/pitch approach technique, but I'll review. The ACS will not allow you to use it, but getting as close as possible can help. First, the airplane will not land at Vso. It lands at the airspeed (unpublished) that the wing will no longer lift the weight in one inch ground effect. That airspeed is much lower than Vso. Second, the throttle is not a useful glide angle and rate of descent control until the airspeed is slow enough to cause sink or mush. At that point (short final is a good place) throttle can very accurately establish a glide angle to the numbers or wherever we want to touch down. But we need to decelerate to get slow enough to continue sinking in ground effect. That means dynamic throttle to maintain glide angle and rate of descent. If done well, we will need to maintain power to touchdown. ACS will not buy that. However, we can get a bit slower and get down a lot quicker after round out. The most difficult thing ACS V-speeds force on the student is how to make the elevator control airspeed and rate of descent at the same time after dumping the excellent throttle control of glide angle and rate of descent. So it goes. You are absolute correct about the anti-turn control: rudder. We absolutely need no aileron to keep the centerline between our legs (under the prop is at an angle.) Aileron here is for drift control only. The stronger the crosswind, the easier it is to see this fact. Light crosswind and no wind is a poor teacher, but we CFIs must teach them not to use the aileron with its adverse yaw to maintain longitudinal axis alignment. In no wind jam the yoke with your thumb. Again, good job with the problems. Encourage them to come back after PPL to actually learn better ways to fly small airplanes. For those going on to big airplanes and the airlines, not so much a problem so long as they survive the 172 taking off too slow (Vx or Vy doesn't leave any room for the three second startle following engine failure or shear or ?) and landing too fast and with too few controls to touch down on the desired spot slowly and softly. We don't have the power for straight math Vx or Vy. On most runways, neither is appropriate. Low ground effect to cruise is much safer. At low altitude airspeed is life except on short final coming into ground effect.

Started as sailplane pilot, this is all a bit different. With a motorglider it is still somewhat different because you land with the powerbrakes. Balloning and flairing to high, it still hapens to me also in a motorglider that has almost 15 meter spannwith. I will try those tips, giving a a bit power wenn it occurs. Flying is easy, landing is the art of flying! I created a playlist for landings in my channel, a lot of opinions from a lot of experts :-) This video is high in the playlist, thanks.

I watched a student do this in a sweet 182, she bounced twice getting back up to 20' and then her dad and instructor shoved the nose Down and the nose gear collapsed. The plane suffered prop, firewall and of course collapsed nose gear damage. Then it was totalled by the movers who dropped the fuselage when loading onto the trailer. So sad because it was completely preventable.

This is great, thanks Josh. I’m about 15 hrs into my training and I’m struggling with flaring. Constantly pulling back too much.

I never wanted to believe that Cessna float. I fly Cherokees and don't really have to deal with this so much, But this fantastic! Seeing as I may purchase a Cessna down the road.

One thing I’ve noticed in most videos that talk about improving landings is a lack of discussion about left turning tendency. While the subject of left turning tendency seems to be well covered when discussing takeoffs, climbing with power and during slow flight, I have yet to see a video that explains why flight instructors find themselves calling for more right rudder in the flair. In this video, you did address looking to the end of the runway and keeping the airplane aligned with the centerline using the rudder pedals. But your airport also had a gusty right crosswind that day. What about a relatively calm wind day? Why did my airplane just crank to the left right before I touched down? “This is a disaster!” I give great credit to my own flight instructor for calling my attention to left turning tendency in the flair. While torque and spiraling slipstream are less of an issue at engine idle when touching down, the change in the alignment of the propeller “disk” in relation to the ground during the flair will also cause a left turning tendency for two of the four issues going on with left turning tendency. Gyroscopic precession and P-factor. Since flat propeller pitch isn’t a thing in most small airplanes, the descending blade still produces more “lift” than the ascending blade. As soon as you level off from dive-bombing the runway, you have changed the alignment of the propeller disk. You’re going to need some right rudder for that. Just for context, I’m 65 years old and still a student pilot. I own 50% of a 1975 Bellanca Decathlon 8KCAB. I can do credible loops, rolls and spin recoveries in the Decathlon but my landings and takeoffs are still far removed from a tailwheel endorsement. I’ve soloed the Cessna 152 but I still can’t find the centerline on a consistent basis. Also, I need to get my basic med resolved to move forward. You have a great channel. Thanks for listening and keep up the great work.

I was really struggling with landings and ballooning and floating a ton until finally one day during short field practice it clicked. Looking back I think the issue was I felt like ANY amount of floating was bad and so I had to "rush" to get the plane down. My instrucor had made it super clear to never ever touch down on the front wheel and main wheels first. I never made that mistake but that would then cause me to over-flare and balloon in an attempt to slow the airplane down and land sooner ... and of course it had the opposite effect. These were landings at 65 kts on a 172S. So with short field practice it became really clear to me the difference between an aiming point and a landing point and how a 172 is going to have some amount of float no matter what you do and that it's okay and you just have to learn to account for it by picking an aiming point that is ahead of your intended touchdown point. Doing the short fields at 60kts also made it easier to avoid ballooning since I'd carry in less energy. Once the short fields clicked for me, the normal 65kt landings started getting much better too. I'd apply the same principles and sight picture and just accept a slightly longer float since I'm carrying an additional 5 kts. TLDR: 1. A 172 is always going to have some amount of float. That's okay. 2. Therefore understand the important of picking an aiming point that is ahead of a touchdown point. When you think of it this way, you'll be happy and feel successful when you make the touchdown point versus "floating so far past the aiming point" 3. Consider doing short field landing practice as a way to really dial in the round-out + flare and overall energy management.

Next up …. Soft and short field!! Love all your work! Great series!

Great videos but I would like to see these with a forward facing camera with a closer sight picture from the cockpit instead of the belly view. But great video, thanks for sharing.

¡Gracias!

Hey guys! Great videos!! Please keep them coming! Perhaps you can give me some advice... I find myself with throttle at idle when I just finished the turn from base to final in order to maintain my 90 km/h airspeed in my Super Cub. The thing is that I ALWAYS BOUNCE after hitting the ground too hard. No matter what I do with the controls, I always hit hard and bounce a few times. Sometimes too hard like going around and sometimes a little softer like to recover it. But always hitting the ground hard every single time! So far, I'm trying to do 3 point landings. Never tried wheel landings yet. Any advices??? Managing my throttle on flare perhaps? I know there is something I'm missing but I can't figure it out by myself. Thanks in advance!!!!

keep them comming

Good advice! Even this 500 hr. pilot learned a few new things, or rather relearned a thing or two I'd forgotten!

Im having a problem after Im landing that i think my foot is hitting too much right rudder causing it to almost go off the runway. This actually happened to me today. Do you have any suggestions? Im trying so hard to remember to keep my heels to the floor and not apply the break too soon. I normally have decent landings but today was a little embarrassing to to say the least. No damage, just too much right and over compensated to the left put me in the grass a little. My ego is still hurting lol. I pray this doesnt happen again.

Can you make a video about a 40 degree flap problem in C150, when you have to go around without touch down on the rwy and the thing won't climb. So it's kind of committed landing, same story happened to one of the most experienced pilots on YT Dan Gryder crashed the C150 when flaps got stuck in full position. I mean only thing I could think of is to clean the flaps incrementally over runway in ground effect. Because this thing WILL NOT climb while 90 degrees outside with weight.

I'm going to watch this one or two more times. I think I identified my problem because of this.

Hi, I know this is an old vid, but hoping you can answer- for balloons, when you say a "bump of power" to recapture exactly what is a bump? 100rpm, 500 rpm? and by "bump" do you mean in and back out or in and slowly pull out as you descend? Thanks!

Landing Left of center is my biggest thing gotta practice that rudder control 😭

Crab is not my problem in crosswind right now. However, it's hard for me to land on the centerline during crosswind. Exactly like 16:34-16:38. At 16:34, I will use right rudder to bring the nose align with the centerline. I thought everything should goes fine,but then when touch down I found I'm on the left of the centerline. Why I drift to the left? wind? but if your nose point to the left, it's should be left crosswind. Is that a nature the plane drift to the left when we use right rudder?

When you say flair high, does that refer to being too high off the runway? Or applying too much pressure to the yokep?

bro i love you

I live in Grove. Are you training out of Vanita? If so that would be amazing.

One danger of going around after a porpoise. Did you prop strike? I watched an airplane crash after a porpoise/prop strike that tried going around.

Why did you raise the flaps on the roll-out? Do the after landing check list after you exist the runway.

nice

Always cross threshold at bottom of green arc with full flaps. Then slowly pull all power while pitching for climb attitude. Airplane will sit on runway just above stall. Add 5 knots for stronger crosswinds.

More views from inside cockpit of pilots perspective would be great ... like done in some of your other videos. Great videos and tips.

Vinita very close to me. I fly out of Grove

Are you In Oklahoma by chance that terrain looks familiar? Love the videos and the wisdom.

14:08 Landing I am cheerful.

hello josh ! what is the difference between the ballon and flaring too high ?

What mount do you use for the outside view

The C-130 recommend procedure is to float during equipment extraction.

Hah I was all "awkward talking about your crush on his daughter" then realized he was your father in law. Sure know how to draw in the attention! I appreciate your tips and tricks and look forward to learning how to fly. Only 5 hours in, wish me luck!

Specially built A.I. was used to scan over 800 billion YT videos. The program determined that “eyes-wide, mouth-open” reaction videos had already reached saturation in late 2016. Current recommendations are to either abstain from creating reaction videos, or to tone down the “over-the-top, just-saw-an-alien-wearing-a-fedora surprise face.” Easy tips: 1) close your mouth 2) narrow your eyes a bit

Absolutely love your content, thank you so much!! Btw I was gonna ask whether he‘s the father of your gf/wife, then you disclosed it yourself 😅

How do you freeze that pitch alitude

Are they saying "pineda" at the end of each radio transmission? Can anyone confirm or correct this?

What does 'recapture' mean?

Not sure I’ve ever added power in a slip? Think I was told when training that was a huge no no. However, yeah when you’re too slow and too low but you’re still not at the runway you have no choice you as you showed.. have I mastered perfect slips? Umm.. I’ll just go ahead and raise my hand that I’ve made every mistake you’ve mentioned but the slip power. So I’m confused as to why my instructor was so stern about not adding power after slipping to a runway?

Although this video is showing you how to fix mistakes. As he stated... don't try to safe bullshit. Go around! That is the main message.

Co-Pilot checklist: 1. Sit down 2. Shut up 3. Don’t touch anything. 4. Complaint department located other side of door.

Once saw a student have a prop strike, started porpoising and went around for another try

What a happy ending haha

Stabilized approaches . . . ?

My instructor says we are not allowed to slip in the circuit to lose height....

Gotta be top 10 instructor in the country, at least.