I think we all knew what you meant 😅

G'day, And, not only but also, you claim that a P-51 D Mustang is "61 years old"..., and that's how old I am, but in 1961 North AmeriKan was NOT building P-51s any more, and the DC-3 was NOT still being built in 1955, either... What did you do, ignore the History Books - and then look up when the Airframes first went onto the Civilian Register ? "Must Try Harder....!" As one's School Reports used to say... Such is life, Have a good one... Stay safe. ;-p Ciao !

I'm a little confused. How is it a Pacer? I clearly see the nose wheel of a Tri-Pacer. Was it a conversion? Would be a strange thing for someone to do to a classic airplane.

It’s good to know so many are still interested in real facts - very interesting watch 😀👍

Thanks for correcting that. But, wow, as a real-life pilot, I was sweating out those landings as though I was in the airplanes! Taildraggers are a handful in a crosswind. I owned a SONEX which wasn't all that bad, really. But I've flown the J-3 and the Citabria and they DEMANDED your attention on landing. You aren't done flying a taildragger until you've shut 'er down.

Dramatic much ?

I appreciate the comment, thank you!!

Aeroshark?

Ist’s a Shark

I agree with you on that one... that one had me wincing in my seat and should have been a go-around the instant they were too high and dipped their left wing

Not much aileron, which would have helped.

Never be afraid to go around if you get a bad approach. Pride is much cheaper than a plane.

All my students were schooled that the landing was an option. What I see on this video are airplane drivers 'feeling' for the runway. I wonder how many of them practice crosswind approach and landing procedures with a good instructor? Most airplanes can easily handle at least twice the published crosswind limit. I once found myself in a situation of having to land in a PA 28 in a given cross wind of 40kts. The Piper had plenty of control ability available. Taxying was the real challenge.

Amen. Not done flying until it's tied down. Everyone's approach speed seems excessive beyond the extra for the crosswind. In tail-draggers in a heavy crosswind with a lot of runway: why flaps? By using flaps and reducing the airspeed at touchdown, they thereby raise the crosswind component. And are your worst enemy when trying to keep the upwind wing down on roll-out and during taxi. Flaps are only useful when they are useful. Otherwise..... ahhh no.

That's the way it's done. That technique works on nose-draggers too!😉

Correct me if I'm wrong but I don't recall seeing hardly anyone correcting for the crosswind after landing.

Yes, Like the Piper.

Thank you so much!

17:30 I'm assuming you're talking about this one? I'm guessing the issue was that he was still at landing power for his go-around, and was close to stalling? Obviously a non-pilot here!!Timestamps are helpful!

@@carlwilliams6977 his approach was very unstable from the beginning. Good decision to go around

@@carlwilliams6977 He reminded me of Kyle Franklin's drunk pilot airshow act. It looked similar.

No matter how many times I've watch that aircraft, it makes me feel sick!!! Was sooooooo close to crashing and would have been right in front of thousands and seen around the world.

Thanks so much! That means a lot!

@@LeppAviation I agree - great work! You even captured me walking in front of your camera at one point. 🤣 Sorry for getting in your way while filming the C-47!

There was a mistake at 5:00. That was a Tri-Pacer, the D was confused for a 0.

Absolutely. I really liked the decision making at16:00. The second he got a bounce he didn't like he was gone. He didn't try to salvage a bad landing.

Thants a better line that the one at the hospital or repair shop. 🤪

@@bradleydobie3891 I've flown that airplane for 10 years and 930+ hours and that was in the top 5 toughest landings I've had. With an aft CG (80ish pounds of stuff in the back seat and baggage compartment) and half the runway already behind me, I considered trying to recover for about a half second before throttling up and going around. Nothing was bent or broken other than my pride...and no runways got shut down because of me.

You generally don't get sent to the back of the line for the whole Fisk procedure again. Tower will try to work you back in.

@@cgtbrad unless they forget about you on downwind and never call your base turn. Ask me how I know. 😌 This was my 6th time flying in…1st issue I’ve had. 🤷🏼‍♂️ Great show, super fun, gotta stay alert!

Thank you. Someone just shared this video with me. I love my Comanche.

Yup! Pilot in the Chief has it dialed in. Only on I could see fed in full aileron as the aircraft slowed during landing roll out.

I watched in person and i thought he was going to die for sure

The Tri-pacer and the Skyhawk who let their upwind wing come up were not using crosswind controls either. The 180 that hit the wing tip even helped the upwind wing upward. Best airmanship might be those who went around or those who refused 36 at Fisk.

@@watashiandroid8314 I’m sure Definitely a learning Experience for all pilots who attempted a landing in that crosswind situation👍

Same. Thought we were about to watch him spin it in. It didn’t sound like he had full power in on the GA either.

Yea, all that planning and they finally get there to ruin their plane they’ve been polishing the whole month right in front of everyone, really bad crosswind skills. Then the slushventure kicks in with high winds to do more damage.

@@tropicthndr the damage was minimal on Saturday from the storms. This was Sunday afterwards.

It’s definitely something that is required but there is always that relief of landing and the urge to relax and set everything to neutral…. The exact thing that you shouldn’t do. As you correctly said, keep flying the aircraft even on the ground.

@@romeomike3945 No matter what you are flying you must keep on flying it. I noticed several tricycle gear planes with the left wing lifting because people stopped flying on the runway.

Exactly.....well stated.

Oh that’s awesome! And a great landing to go along with it too 😉

10 flaps is what you should do with crosswinds like that.

That approach was scared. He just chopped and dropped and then took off to steeply. Someone was looking after him.

Glad you pointed this out, as i was about to. Although many pilots when tasked with landing beyond their 'spot' when it was a long way down the runway, seemed to keep the piano keys as their aiming point, and then skim the runway 'til they reached their spot - instead of making the spot their aiming point and flying a normal approach to that point. Lots of them were applying power to keep flying, close to the ground, in a crosswind. Possibly not the best technique!

I thought the exact same thing! You only your wing to pop up on you 1 time on a landing roll out to convince you to fly your airplane all the way down to taxi speed and in light airplanes, you fly her all the way to parking!

You are correct. There were only a couple that had the wing down !

To me it seem like the tail draggers tended to have better crosswind corrections and kept flying to the end of their ground roll in the video.

The aeronca was flown very skillful, that was fun to watch. Also one of the few pilots not carrying waaay too much speed into the landing, as it seems.

@@doncroyle1790 They need to. Otherwise the pilot is flown by the aircraft.

@@mhoeltken I absolutely agree! I thought the Aeronca pilot demonstrated a damn near textbook example of how to execute a crosswind landing in a taildragger! Very well done!

I was yelling, POWER POWER POWER!

The pilot of N144R was behind the curve, way behind. I was expecting a stall- spin almost any second.

That’s exactly what I thought. He was his own worst enemy🥴

I might be right out of the ballpark here, but I would never make a slow, highly flared landing in those conditions. Minimal flaps, wing into the wind, plenty of speed and fly the windward main onto the pavement. I noted many aircraft did not have ailerons into the wind after touchdown.

@@Matt-mo8sl I was yelling get the gear up and nose down and power the hell outa there

That's because of the P&W 1340 radial. If you ever hear like an over Rev when he's flying that's the prop going super sonic

That and all of the KZfaq “pilots” with less than 100 hours flying into that crazy scene so that they can get views

not a shark but close that was a tarragon hence the RR on the tail shark has a pointed tail like a shark

@@marcusfalconieri4576 Seems odd that they identified it as a "shark" over the radio- My son even wrote it on his kneeboard so we could look it up later.

@@stephenyoung7267 11:20 kzfaq.info/get/bejne/as5zmZB-qbG7iIk.html

@@stephenyoung7267 at 11:19 look at the tail you will see the RR for tarragon the shark is made by TL-ultralights two different planes that look alike

definitely not a Shark, but the Tarragon looks similar.

Yeah absolutely!

I was thinking the exact same thing. You see a lot of them on the ground with the nose gear and one of the main wheels in the air.

While I don't have time in all of these aircraft to speak to their characteristics specifically. At this event you have multiple aircraft landing on the same runway and even taxiways at the exact same time. There are colored markers that each landing aircraft has to target for landing. As a result a higher angle is sometimes needed.

The F16 most likely did this for the show.

The f16 has to worry about getting stopped more than the others. There was one that didn’t get stopped at osh a few yrs ago. Career ending move. If he used up a bunch of space trying to flare then going around was the right call.

Yeah, I could land mine in anything. It goes from plane to brick with the pull of one black knob.

I appreciate the comment and feedback Peter! I’m just going off of the year that was given to me on the aircraft via Google or FlightRadar24 search. But who knows, those ages may be off.

I believe it is actually a Pelegrin Terragon. They do look similar though.

en.wikipedia.org/wiki/Pelegrin_Tarragon

Same here, a good instructor should put you into situations that may arise so you actually experience them and can therefore deal with them.

Crosswind was mild. It was a strong headwind mostly. and flaps help control speed.

@@CFITOMAHAWK Flaps also increase lift and lower stall speed. So what you wind up with is an airplane that just keeps floating and refuses to quit flying while you wrestle with the crosswind component with reduced control authority. We saw a bunch of that in this video. Like others are commenting, my instructor also taught me to use 1 or 2 flap instead of 3, and increase landing speed by 5 or 10 because the slower you get, the less control authority you have. So by landing fast with less flap, you have better control authority getting it down close to the pavement and aligned with the centerline, and then it quits flying sooner instead of floating forever. You could tell the guys that did this because they got close to the pavement quick, and then thumped on when it quit flying. Which is arguably a little more effective than floating down the runway forever, while being pushed around by gusts over and over and over.......the other thing I noticed a lot in this video, is that very few pilots kept the aileron input in once they touched down. You need to keep the ailerons into the wind on rollout and taxi! The taildragger guy that ground looped, failed to do this and the wind got under his wing.

@@thekill2509 You can use some flaps until short final. To control the descend and the speeds. Then cut them. Done that since 1997.

@@thekill2509 Also, if you keep the flaps in the flare, it wont float as much if you kept the right speed before flaring. And if you dont lower the wing, it will float more too.