"pulling back on the yoke at the same rate you are sinking". YES! Huge key there. I never taught my students to "flare". They just balloon. Instead we taught them to LEVEL OFF right above the runway. Wait for the sink....then offset the sink with back pressure as long as possible...."don't let it land" The result is a flare with a nice nose high touch down on the mains. Peripheral vision....Yes ! In some airplanes you are completely blind straight ahead in the flare and peripheral is all you got. Flaring to high is usually caused by looking too close over the nose thus experiencing ground rush. Knowing where to look is everything. Like your tips. Ur a good instructor. Landings are the hardest thing to teach and learn because you can't quantify it. It's a feel. Cheers from a fellow CFI and pilot.

I smiled when you said"Not bad since I hadn't landed in a month." I just received a biennial flight reveal endorsement after a 12 year absence. My career took me to sea for 15 years, I had to put my flying aside. It sure felt good to be left seat once again.

Great clip. I was a flight instructor back in the 70s in Australia. Few of our airports suffered the curse of PAPI back then, with T-VASIS only at major airports (it had vertical and horizontal white lights, set to give a visual analogy of a glide slope indication, with all lights turning red if you got decidedly low), so student pilots weren't distracted from learning to judge what a correct approach angle looked like. Most of the instructors I knew also taught looking towards the end of the runway during the flare and sustaining it during the hold-off. On final, peripheral vision would initially give a perception of slowly moving down the approach path. Judging the flare was associated with a transition in peripheral vision from the world 'moving slowly' to 'moving quickly'. This also was the cue for lifting the line of vision towards the end of the runway to enable the hold-off to be accurately judged and controlled as airspeed dropped and controls became less effective. That's sounds a bit clunky when said, but I think you get the drift. Not quite sure about the 'high flare', 'low flare' thing. It will certainly work in 172s (and the 150/152s we commonly used), but if you were training people in Victa AirTourers (probably the finest 'ab initio' trainers I flew) you would have something a little different happen. They were tough aircraft (2 seat, aerobatic, +9g / -6g, strong spring steel 'legs', faster and with a higher wing loading than a 150) and had a very interesting 'character'. It was easy to fly (almost as if you were 'riding' it), and very forgiving, but if you didn't fly it quite right, it wasn't dangerous, but it would let you know it "didn't approve" of what you were doing. If you used that high flare technique it would drop in just a bit hard. If you flared too late it would thud in decisively, like it was doing a carrier landing. Do the same thing in a 150/152 and it would just waffle gently in anyway, feeling much the same, and the trainee often wouldn't be much the wiser. The 172 was similar, but the 182 and higher models were (from my observation at least), a bit less forgiving. Thanks for the memories. BTW, I compete in Oz, in IPSC, Service and WA1500, using a CZ-75 SP-01 Shadow.

My landing are good and even my short field landings and soft are spot on. Working on getting not forgetting the steps on a slow stall. Like forgetting to descend first a bit before pulling up.

So like riding a dirtbike you need to be aware of the obstacles down the road but don't look so far out you miss the pot hole in front of your tire, pick a point, plan a path and ride it out.

Josh is the man! These tips improved my landings practically over night! My bad landings really had me second guessing my flight training. I got in touch with Josh, put this practice into action and now I'm excited about continuing my lessons again! I cannot thank you enough Josh!

I agree that the mantra of “look at the end of the runway” is incorrect. A lot of CFIs say this, and it’s wrong. Proven by a simple thought experiment: if I built a runway 100,000ft long, are you going to put your eyes at the end of it? My eyes are approximately shooting through the same square inch of the windshield throughout the approach, round-out, and maybe a small portion of the flare. I could draw with a sharpie a square inch box on my windshield right where I normally look through on approach, and assuming no wind, tell my student to keep the same spot on the runway inside that square, and he or she will fly a stabilized glideslope. When we get to about 7-10ft AGL, you keep looking through that same square inch of window for the roundout, but shift aiming point maybe 200-400ft further down the runway while simultaneously reducing power. Then the flare begins at about 2ft. The airplane will be slowing down during the roundout and will want to nose-down due to the rapid loss of airspeed, so it’s a constant *increase* in pull to achieve the same glidepath during the roundout. A roundout is simply flying a shallower glidepath while reducing power and airspeed. This allows the airplane to reach its landing speed and for you to have time to react for the flare. If you look outside your car side-window on the freeway doing 60mph straight down to the ground, all you will see is motion-blur. That motion blur extends out in front of the car based on your speed and it gradually gets less and less motion-blur. If students are using their periphery to look in this area of motion-blur to judge height, it won’t work. They need to look far enough out, maybe 200ft in front of the airplane to start seeing what I call the “texture” of the asphalt. There is no shame in even just darting your eyes back and forth between centerline and about 20ft off centerline to judge height when you’re learning. You have to see the “texture” for your brain to judge height correctly. This is also why landing into the setting sun is difficult. Everyone has what is called a “dominant eye.” There is a simple test you can look up to figure out which eye is your dominant eye, but for most people it is their right eye. Your brain relies on information from your dominant eye far more than your non-dominant eye. And in a Cessna 172, when it’s easier to get the periphery sneak-peak out the left side of the front windshield, that unfortunately will be utilizing your non-dominant eye. I encourage students to actually use their dominant eye to periodically check their height above the ground by looking at about 200ft in front of them and about 20ft off centerline, and then going back to looking at about 500-800ft down the centerline of the runway. A “pro” in my view keeps their eyes about 500-800ft down the centerline in a light single piston and uses periphery for height judging. Another landing tip. When a gust of wind or turbulence changes the bank angle of the wings, don’t let the angle of the wings stay like that longer than you could prevent it. A bank angle means there is a horizontal component of lift, and the airplane will begin to turn, and it becomes harder to maintain centerline. One thing many students fail to understand is adverse yaw. Whenever the yoke turns (i.e. it isn’t in the neutral position), a yawing motion will occur in the opposite direction. This is what rudder is for, to control and counter adverse yaw. With every aileron input, there must be a slight rudder input as well, or else you become an unstable wobbly mess on final. Saying “apply rudder at the same time as aileron” is probably good enough, but when you get really good at stabilizing yaw that rudder input occurs just a fraction of a second prior to the aileron input. It becomes a muscle memory of how much to put in, and you don’t look at the ball to see if you’re applying the right amount, you look at the imaginary longitudinal axis of the aircraft (a line from the tail to the nose). One last tip. There is such a thing as the “landing attitude”. It’s a pitch angle (or sight picture if you prefer) that corresponds with being at the right airspeed for touchdown. If you are noticing a flatter pitch than usual to hold altitude during the flare 1ft off the ground, it means you’re too fast and risk touching down on the nose gear first. Which structurally isn’t good, but touching down on the nose gear is the first step in a porpoise landing/crash, and it also causes significant lateral steering issues once rolling on the ground. I’m sure you’ve experienced massive swerves with students upon touchdown. Vice versa, if you’re increasing pitch beyond the “landing attitude” to hold that 1ft off the ground during the flare, you’re getting too slow. Keep getting slow, you risk a tail strike or losing visual cues ahead of you. Pros can lose visual cues ahead of them and maintain control using the side “Lindberg reference”, but it’s just not a textbook landing at that point. Once you reach the “landing attitude”, it’s better to just hold that sight picture and let the airplane sink to its touchdown instead of continually increasing pitch to milk the landing, unless you achieved that landing attitude at some unsafe altitude, like 5ft+ in the air. Now you’re in good-around territory holding altitude at 5ft+. Even 4ft holding altitude is making me uncomfortable. 1-3ft, ok.

Youre my best FI in youtube. Thanks a lot

Love this lesson! The analogy of aiming and relating it to landing make sense! Thank you

Great vid, interesting that I’d pondered many of these things in trying to land better…good to get confirmation 😊

Fabulous and well presented tipsy. Thank you for your efforts I'm looking forward to trying all this in the sim. Each landing an adventure!

Thank you!!! Very good instruction!!! Deeply appreciated!!!

Looking forward to putting these ideas into practice. But one "student to CFI tip": stress leads to tunnel vision. I know I've had to put a lot of work into remaining calm with everything that's going on as we round out and touch down. I distinctly realized that on my early landings, I had my eyes locked on the end of the runway and my circle of vision was about 5 degrees wide - pure tunnel. But with more experience, that cone has widened a lot, but I'm still working on it. These tips are going to help a lot, but in early landings, my sense is that most students are going to be tunneling pretty hard so it will take some time and experience to have the ability to implement this stuff, outside of students who may be unnaturally chill.

Flaring too high is my #1 bad habit when it comes to landings. You’re exactly right about “high flare, hard flare,” and I didn’t even realize that was the reason why I had to apply so much back pressure to keep the nose at horizon level…but of course now I’m 5-10 feet off the ground, and I come down hard, every time. My problem is that peripheral version and gauging my closure rate and exactly how high I am above the runway. I always feel like I’m way lower than I am. As someone else pointed out, this is probably because I am staring right in front of the nose of my airplane, and that ground feels like it’s coming up QUICK. It’s been too long since I’ve gone and hammered out some touch n goes. Going to do that soon, and my focus will be on looking TOWARD the end of the runway, flaring in that 2-3 foot sweet spot, and pulling back to match my sink rate. Great video as always, Josh. Just got my instrument rating a couple days ago, and your videos have helped me tremendously with just flying the airplane.

Good job, Josh, finding various points of view to help with landing. Sparky's, Wolfgang's "stall down," and the Army's apparent brisk walk rate of closure (similar to "stall down") all are good orientation. Good job with the rate of closure. Whether conscious or not, the same deceleration we use in autos to keep the rate of closure appearing to remain at a brisk walk really helps. Luckily in Ag, where the student already had the license to learn, we didn't have to deal with the more difficult round out and hold off technique but could actually decelerate enough to actually use the dynamic throttle as a very precise glide angle and rate of descent control all the way to touchdown with power/pitch and flair. Eliminating both round out and hold off not only makes it STOL, but more importantly emphasizes energy management and actually makes the landing less complicated. Forcing the elevator into both airspeed and altitude control with extra speed requiring round out throws the whole flying/landing (not flying) thing off. We land (not fly) much slower than Vso, an out of ground effect number. Wolfgang says it best on page 302, "The 'stall-down' landing requires that you blend the approach glide, the flare-out, and the slowing up of the airplane all into one maneuver so that, when you arrive at ground level, you arrive in three-point attitude, all slowed up and ready to squat." No problem if we wish to move the touchdown spot (ground level) down the runway a bit. I realize hiding the lack of round out might upset the DPE, but it is a much easier, more energy managed, and safer way to land.

Terrific job, Josh! This video is now a part of my high-rotation aviation watch list as I re-enter flying after a 20-year break. I was a member of the Point Mugu (CA) Navy Flying club for several years flying our two T-34B Mentors. BTW, gun videos are always appreciated!

Hey thanks Josh, great video and address some of my issues. Even though I am a PPL I worked with a CFI yesterday to work on landing and worked through some of the same things in your video, I will continue to rewatch this video as a reinforcement tool. Also, I shoot competitive 22 pistol and 22 precision rifle matches.

I learned at a short and narrowish field, where the PAPIs were broken on one end of the runway. I wholeheartedly agree with what you present here.

Your the best! Helping make better pilots is a wonderful mission, thank you CFI's !👍👍

I really appreciate these explanations! They’re really helpful to go along with the cookie cutter explanations from books. Super practical. I passed my written exam yesterday and now I’m preparing for the checkride and trying to get more precise with my landings and maneuvers.

Good to see a new post. Haven’t seen any of your videos for a while. Must’ve been a pretty good mission that you were on.

Even if it doesn't help me, I can see how your videos may help others, and I like that, so I click the 'like' button, because that is what it is for.

Just did my first solo and buttered the first two landings, last one I swore I got hit with a bat and dropped like a stone after trying to correct from ballooning it. I think I am getting the cause of why watching this. Thanks! I ballooned up pretty high and instinctively I tried to correct and reflare but lost all speed and plopped in pretty hard. Airplane was ok but I swore I hit the prop. Lesson learned. It was such a great approach too! if you make it to Oshkosh There is a Cheese curd Taco on me waiting for ya! Oh and Rock River shooter here! LAR-8

Great video, thank you. Best regards.

I started watching you last year while training and got my PPL Sept 2023. This video would have been beneficial. I practiced this yesterday and greased all 3 of my landings. Multiple things happened, I flew in ground effect, I used peripheral vision, smaller corrections closer to the runway, and being more aggressive in flare. I was soooo shocked at how smooth my first landing was, then I repeated it 2 more times! Thank you very much.

I am a Class 2 flight instructor in Canada and this video is excellent the only thing I would comment on is I only use the vasis/pappi as a guide only in small GA aircraft otherwise the student tends to be low and if you have an engine fail you probably won’t make the threshold especially when doing circuits! I prefer a steeper angle and at about 200/300 ft I am on vasis profile!

Uncle Josh with the golden aviation knowledge nuggets once again! Thanks for helping improve all our landings to be buttery smooth!

had my first solo but my landings were rough... great vid, just in time for me while I work on em :)

Hi Josh, I'd like to take the opportunity to thank you so much for all the Free Pilot training here on your channel. I've been working towards a VFR PPL license for the past year and next week will have my pre-exam test here in the Netherlands. Your video's were a great help in getting a that more comprehension on some of the tougher subjects. Also nice to see the beautiful scenery and to hear the somewhat different ATC style on the way. Thank you very much sir.

good vid. nice points.

beautiful landings...great tips...and beautiful mountains:)

Gun lover 🔥🔥 hey brother, working through the ppl now and your channel has been invaluable. Thanks for all your hard work on these videos! They really help

Just in time. My landings needed this!

Awesome Josh! Thank you so much for all the great info! Definitely will improve my landings :) keep up the great work you do! I really appreciate it 🙏 p.s Would love to see an engine fire video and learn more how to deal with a situation like that. From your experience at least! Thanks again!

Very realistic and useful tips, thank you.

Awesome chanel thanks

As always, love your videos Josh. By far the most practical and easy to understand content for a low hour pilot looking to improve. Question, on downwind do you set your power abeam the numbers or intended landing point? I’ve read/seen it described both ways so just curious what your method/thoughts are?

Always Great Great tips and very informative might even help me in the sim and Happy Memorial Day Weekend. PS Come On Mannn like a certain presidant says now I have re learn everything I know about landings and in the sim well here we go then,

I’m a gunner too. I’ve been practicing shooting from the hip. I’m a new PPL student, been up 3 times so I’m better understand what you are doing in flight. Thanks for all the videos I can study books but a lecture helps me understand.

Thank you

Thank 👍🏼 you

I recently got shown I'm way over controlling in bumpy turbulent crosswind. The instructor demonstrated how you don't even need to move the ailerons to land. He kept it still and only used rudder to pick up a wing if it dropped. The landing he made was super smooth and calm despite the wind. He just held the yoke still. A friend and I tried this yesterday and it absolutely works. So the strange tip is: once you put the plane on the right path, leave the ailerons absolutely alone and hold them still unless you need a bank to start a turn to change the path. But if the wing drops add some pressure with the rudder and wait for it to raise back up.

Great video. You are my favourite KZfaq FI.

YES! As soon as you said look at the cowling suddenly all my struggles during the ppl made sense. By looking at the end of the runway, I would lose all reference to how my axis were actually aligned with it. I understood how landings were supposed to work, but I could never actually see in the flare the corrections that needed to happen. I did figure out eventually that keeping eyes on the cowling, and orientation to the runway in the peripheral, allowed me to actually see the yaw corrections I needed much easier. The way you described it was like OHHHH why did nobody tell me this five years ago 😂

Thank you.

Another great episode 🤓

good work

Great video! Next time you’re in Oklahoma, you’re welcome to come to KSNL and we can do some air work in my Skyhawk!!

I'm a lover and i love red dots on my hand guns it trains my eyes to maintain target focus

I do a similar thing with peripherals on the flare but since i have to share students with other instructors, i tell mine to watch the point where the stripes no longer have the gaps ahead of us and use peripherals to feel out our distance over the ground. other instructors will tell them eyes at the end and that's where i have them look. I also made it a point for them to learn this peripheral skill by practicing this when learning wind corrections and crab angles by flying straight, watching a distant object like a smoke stack at a factory, and watching how the ground shifts under us. Transferring that experience to the landing helped a ton when i started teaching and including a "wind check, power idle, glide down" call out helps with the last second wind shifts we get in the south. I agree about the end of the runway being too vague though since some people stare at the trees and others the pavement so it's very inconsistent. It was a major hurdle for myself as well when i learned to fly. Honestly the hardest thing as an instructor is that no method is perfect and you're always wondering if something you tried with someone today would have helped someone more yesterday.

I didn’t learn this too by you common sense after watching spotters videoing other aircraft landing now you just confirmed I was right choose decent point then aim for the landing zone

I was taught that VASI / PAPI were just a reference as you note and the important thing was learning to 'see' the dynamic aim point as the line where runway coming towards you changes to runway moving away from you. Having an eye for that makes it a lot easier to adjust pitch and power to keep the spot stationary and if you've setup your initial glide well the angle will take care of itself. While it was never quite termed peripheral vision, I was also taught to look a bit to the side in the flair for better sense of height and sink rate. I think different words for the same concept. A note that in aircraft with laminar flow wings, like Comanches and Mooneys "high flair hard flair" is a good way to get a very hard landing. These aircraft don't 'mush' in the stall but pretty much stop flying so you don't want to be too far above the runway in a full stall landing. Adding a bit of power or going around in a short field situation is usually the best move if you really mess up the flair. Similarly, the Comanches are known to float forever with a clean wing that is set very low to the ground. A full size nose wheel doesn't make matters easier for a smooth landing (but helps a lot on grass). Good speed control into the flair and gentleness in pitch help a lot to make a good one. Another tip that works in many airplanes is to consider 2/3rds instead of full flaps. Often trim forces are much less, it's easier to position the nose high for a nice main gear landing, and for typical paved airports the difference in ground roll isn't really an issue. Works nicely in Comanches and Bonanzas in my personal experience. Also good in strong crosswinds in many aircraft.

And here I thought 'Aimpoints' were more or less obsolete optical shotgun sights. 😅 Literally did pop into my mind despite the context here. Thought this might be a yawner but no, the articulation of the why's made all the difference. Excellent communication, love it.

It was funny to watch this video and see the part about shooting a handgun... because I'm watching this video while waiting to start my day at the range for pistol qualifications lol.

I'm not a pilot but this makes a lot of sense to me. I was a trucker for 21 years and one of the things we're taught and learn is "where you're looking, that's where you'll go". That's because we just have a natural tendency to follow our eyes. That's one of the reasons you'll so often see someone who's gone off the road manages to hit the only sign anywhere around. This is especially true if you turn your head to look at something versus glancing at it with your eyes. Tunnel vision isn't good either which is why a good driver will constantly adjust their focal point between near and far to keep a complete picture.

Looking at the cowling while using your peripheral vision to look towards the end of the runway seems to work, but would that technique work at night?

So, C182H with a XP470 (IO520, p.ponk upgrade). I land perfectly every time, until the last 2-3 feet AGL, then I drop it in. It feels great, I float out the energy, but drop it in. Ideas? Also, on my home grass strip, I grease it in...its only on larger hard surface runways where I drop it.

I like to land with just a bit of rpm, and when in ground effect then go idle. Is that okay?

Happy JULY 4 and Thank You For Your Service and don't fire those flares for tonight lol

I always fly the papi and vasi. I trust those, especially at night when there is no ILS. But, I don't ONLY FLY the papi. As a pilot, you should be using ALL of your knowledge and skills on EVERY FLIGHT. i do a lot of single pilot IFR and my home airport is in the mountains, and the "black hole effect" is a major issue. If you do not fly the instruments or the papi, you will fall into the black hole effect.

I used to be a trim dozer operator, and peripheral vision is paramount to precise work, similar to landing. Pretty much everyone who jumps into a trim dozer at first tends to focus too hard on the blade and ends up just like pilot induced oscillation - up, down, up, down, bang bang! Good tips! Keep on trolling the trolls😂

Excellent tips - thanks - BTW what are you using to record the ATC?

I'm currently working on my commercial, but there was a topic talked about at my flight school the other day. Since a lot of your vids are "Real Life" flying.... how about doing a vid on an IFR Visual Approach? It's easy to read about it in a book, but when we are working on our IR... we do published approaches. None of the students have really flown a visual (including some CFII's). Could you do a vid on it? The questions that came up the other day were.... What will ATC/Approach/Center tell you to do after accepting it? (Vectors to a long final? Move into the pattern?) Then, what will I say to the tower once ATC tells us to change freq? In a normal published procedure, I would say something like.... "Johnstown tower, N697LB on the RNAV 23". Not knowing exactly what ATC will have me do... I don't know what to say to the tower. ANyway... as always, thanks for the vid.

How did you find an opportunity at PAAQ when Blue RIver didn’t have 7 aircraft in the pattern asking “where are you”, making ‘extended base’, ‘long crosswind’ , ‘abeam the Butte’ calls along with ‘lining up to wait’ and generally ruining aviation for everyone else? Impressive.

My smoothest landings have been swooping in below the glide slope at around that 200 foot mark and coming in 5kts fast in a light flare just barely held off the ground. It’s a terrible technique that eats up available runway, but man the touchdowns are smooth.

Maybe mention FAR 91.129 regarding glide slope indicator use in Class D airspace

I tell students to look 1/2 way up the trees at the end, level out so that point will smack you right between the eyes. Then ease back on yoke as the airplane starts to sink. Don't pull back to cover the trees so you don't balloon.

The object of the perfect landing is stability. You should be looking way down the runway, and the peripheral vision should be judging the height above the pavement down through the sides of the windscreen. By maintaining proper approach speed, 1.3 times VSO with maybe five extra knots, you will visualize coming down a hill in a car and your reaction to level at the bottom will be automatic. Once you have leveled out, you then slowly rotate the nose up to just below takeoff attitude, and the plane will settle each time very softly. Oddly, I have softer landings at night than I do during the day. I was lucky enough a couple of weeks ago to practice my landings in a tail wheel airplane. This made my landings, very consistent. Wheel landings, well those needed a little bit of work but then again I haven’t flown a trail dragger for over 10 years. A good rule of thumb is do not descend more than 400 ft./min. and average your descent of 350 feet in each leg of the pattern. Fly one speed throughout the pattern until you are on short final, then you can slow the 1.3 times VSO.

I learned to fly wearing cowboy boots. My instructor asked me to switch to tennis shoes? My landings got better! That was over 35yrs ago

One simple rule to saev a lot of words in videos nad instructing. Never use the word "what" unless you are asking a question. Gets ridof "what i'm gonna do is I'm gonna" and "what you wanna do is you wanna" and the dreaded "what you wanna do now is you wanna look at what you are gonna do".

which sunglasses are you using?

Here is a tip about how to turn base: When you make that left turn, wait for the runway number to appear on the left mark of your gyro compass. For example, if you are going to land on runway 15, end your turn just before 15 reaches the left hand mark. When 15 reaches the left mark, your actual course will be 240 degrees, which is perpendicular to runway 15. When you level the wings, the runway will be right where you expect it to be. For me, this works much better than choosing a landmark 90 degrees to my left and turning to it. In general, turns to base can feel really strange. You are low, slow, turning, sinking, and (in a high wing airplane) you can't see the runway. That is normal! The instruments can reassure you that you are not too low, too slow, or banking too much.

The key to a good landing is the correct airspeed. Even in a small airplane, if you fly it often, don't just go for the same Vref every time (presumably the one for MTOW, which is too high for all other scenarios < MTOW). Use a table or some other tool to estimate the adjusted Vref, and fly that. Approach speeds that are too high lead to ballooning, which combined with crosswind, changing aileron and rudder effectiveness with reducing speed, and the wish "to bring it down" leads to all sorts ofbad landings. Most approaches flown by beginners are simply too fast which makes it harder once you flare. Also, always use full flaps - unless you have no flaps or an electrical failure or something like that. Half flaps on landings reduce the stall speed while not adding a lot of drag, aggravating the issues of an approach that is too fast. Even with strong crosswinds, use full flaps - or no flaps. Half flaps make sense in takeoffs (for some makes and models) but not in landings.

YEP

Australian pilot Roos and livestock make me focus further down the runway

i lost all my guns in a fishing accident 🤪 keep up the great videos

Power for airspeed pitch for altitude.

Vasi is ok in IFR conditions. On a nice day, ignore ‘em

Did you move to Alaska or are you just on an extended stay?

Come to Australia and you won’t need to worry about papi or vasi as they are few and far between.

put sun visor down to help you see.

Lookup “ICAO PAPI obstacle protection surface”, because your interpretation of what +/- 10 degrees from centerline is doesn’t match ICAO. You get more protection than you think. I understand you took that phrase from the AIM, I’m not saying it isn’t in the AIM, I’m saying you’re interpreting what that means incorrectly.

I shoot, trying this out in the sim

13:00

Guns!!! Yeah maybe I have a few... Why? You thinking about war bird content or fly out hunts or something?

Can you start a podcast with training?

Love firearms!

Love your videos -- one of the best pilot channels on KZfaq! Just one tip for you: if you're intending your videos to be viewed and appreciated by pilots, STOP CHANGING CAMERAS AND ANGLES!!! As a pilot, the only camera or camera angle I want to see is the one that I would see if I were flying the airplane, i.e. the one directly behind you. No offense intended, but the last thing I want to be looking at is your face, especially when you are on short final. I want to be seeing the runway so I can appreciate and understand the instruction you are giving.

The problem with uaing a VASI or GS (Glide Slop) if your engine failse more than 200 or 300 feet from the threshold U will not make the runway. Don't believe Look up your angle of decent at best glide speed, far steeper then 3 degrees.

“Landing an airplane is a lot like shooting a handgun” Go around procedure is tap rack bang?

Exactly the way I was told how to shoot back in the 70s by a hunting instructor

Is it strange that I've been landing this way since I figured out how to fly?

Hi, fellow gun frien

The PAPIs are set too far down the runway to be of any use to me in my Skyhawk

The biggest mistake I see with students is trying to look straight ahead during the roundout and flare. There is no useful information staring at the panel and hoping you catch some clues in your peripheral vision. I show them how to look at the edge of the runway anywhere from 45 to 90 degrees on their side of the aircraft. Keep a scan of the usable viewing area, but don't move your head excessively to avoid disorientation. Relying on runway markings, other than the edge will lead to poor performance on unmarked, off airport landings. Refer to the Lindbergh technique.

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Big shooter here.

+1 gun lover

Gun lover here... Hunt, target, reload, etc... one of rhe reasons moving back to AR from CA. Can't believe how big the flight community is here. Cost is some of the best in rhe country.

Funny how u love guns you look exactly like kentucky ballistics