Please make this into a series, incredibly useful!

5:01 that sight picture is a go around hands down, and all my training has been part 61. I’ve seen SOPs from ATP and theirs is something along the lines of stable approach by 400 feet or go around. Coming in at that angle and high.

Thanks for all your help man, helpming me a lot, just started ppl few weeks ago...

This is awesome! Would love another one of these

Love this idea. If only I had bad landings to share (just kidding)

Great content as always! Thanks Josh!

My biggest problem has to do with side-loading the mains on touchdown (PA28-161) usually with a slight crosswind or (more commonly) when the winds shift a bit from 200ft AGL to flare due to ground friction. Usually I try a rudder-kick but maybe cross-control (wing low into the xwind with opposite rudder to maintain centerline)? Honestly I'm a bit nervous about it and my Part 141 final stage check is in four days. 🙄 Great video of course - thanks for all your videos. Between them and my online ground school, got a 90% on the written! 😁

Very useful feedback. I really like your tone of voice when giving the feedback!

Now I want Reese's Minis on top of better landings!

Good on these pilots for sharing these landings, and to you for providing suggested improvement. As a student pilot currently trying to improve my landings, this is helpful!

Liking the new idea man, thanks for all the work on the channel!

Great breakdown and tips 🇬🇧

thanks for the video! I don't have a pilots license yet but your PPL training videos are definitely helping towards passing my written exam!

I like this. Do more!

Thanks Man you are the truth! You are that dude. Very informative

awesome video!!

Hey Josh, passed my first progress check and will be moving onto circuits shortly Can't wait to be able to put all your advice into use, keep doing what you're doing

These tips will help those in the sim as well Thank You and the other day seen a canadian transport comming into Vancouver and thought about this guy who has a channel called Free Pilot Training .

Nice video! ❤

Thank You just what I needed.

Love the New Haven Connecticut landing.

Great video Josh. That was a cool idea to try helping your subscribers. I hope you and your family are doing well. Keep up the excellent work. Safe skies my friend 🇺🇸🛩️

Landed first time on wet grass this week. Super fun but oh the directional control XD Super helpful video, as always!

These landing videos make me feel better! Not because I’m any better, but because I know I’m not the only one struggling 😅

Dope video

Good stuff, and yes, I am also guilty of BAD landings, gets me so mad at myself. It is the single most thing about flying that I work on constantly. Nice training video!!! N552AT out.....

Great video I’ll be sending you a few hours of craterings!

Good informative video! When are you coming back to Oklahoma?

I always want to learn from others mistakes so I don’t make them myself. excellent video and analysis

I have trouble with my approach angle being too high. That's mostly because I did most of my training on a 35' wide runway. So a 100' runway always looks like I'm way too low. I've learned from my time on my simulator that when I'm near max weight, a high approach means a much more aggressive flare. So I've been working on finding the right glide path so that landings are more consistent when I have passengers with me.

My instructor has given me the best advice...don't let the plane land. What he means is to continue to fly the plane in to the ground. Get the plane in to ground effect and keep the plane off the ground. Pull back on the yoke gently and consistently. Then let the power bleed off throughout the entire landing. Kee the plane from touching the ground until it just cannot stay off the ground any further. Focus on airspeed and runway during the entire approach. Once you cross the threshold, remove power and then fly the plane down onto the wheels. The best thing he has said is to keep the plane off the ground, Do not LET the plane land, you ALLOW it to land.

this is great. 2:05 dumb question, how can you come in shallower if you are doing a zero-power approach? I mean, not for Pipers, because a zero-power is a vertical landing, but for those of us with real wings, there's not a lot of choice. my problem is the transition/flare becomes much more dramatic at that point. maybe I need to just keep some power in, but I've always felt that landing with power off by default is good practice. same at 6:00. without power, how should that be flown?

"Landing speed" should be "final approach speed", yes? Because landing implies touchdown in many english dialects. Steep approaches just need a little more final approach speed so you have the energy to arrest the higher rate of decent and your likely higher drag configuration. As an alternative to higher speed, pull power a bit slower and later in the round out, it will already be set lower due to the steeper approach, but of course you won't have any power to pull in the steepest and shortest-field approaches so speed and flaps are your only tools. (No point in going into too much detail because such an extreme approach won't help students pass an FAA exam.) Shallow 3⁰ approaches are rarely an option in my area except at the largest airports, even when there is a VGI they tend to be set at or above 4⁰ due to various obstacles.(And maybe only 700 feet from the threashold)

If it makes any of y’all feel better, I’ve played literal hopscotch down the runway on one of my landings!

I have one/two quick question/s: Have you done any of ‘mountain special’ landings and have you taught the technique to up-and-coming bush pilots? Best wishes!

Wait, the video that the dude had to go-around because he bounced, didn't he pull flaps up too soon and then lost lift and almost hit the ground ?

Great timing. I just had two terrible landings yesterday. I spent the last 40+ hours in a pa-28 for my instrument rating and decided to fly the 172 I used for private. The round out height is way higher in the 172! I bounced it off the nose wheel and had to go around. I find the 172 way harder to land than the piper. Is this just me or does anyone else have this issue?

how can I send you videos of my landings?

I was born in Connecticut

I don't share the worst landings since the owners might check such videos as well...😊

Isn't there a saying about every landing you can walk away from? JK, great video!

Was the first one really that bad?

My assessment of all 5 is that they are over controlling ailerons. They induce their own turbulence and really none of them except for nr4 had any reason to move their ailerons at all. Ailerons are for establishing a bank and together with the elevator to then enter or exit a turn. The small turbulence should be corrected lightly with rudder pressure. I was shown this recently, I was totally over controlling myself because nearly everyone does it, especially on youtube and I thought you’re supposed to do that. And since I stopped my landings have vastly improved. The next big problem of all of them is the incorrect use of rudder control. They should use rudder to keep flying straight but also all of them didn’t fly straight because they aim over the spinner instead of one side straight ahead. So they all touch down with a side load. There was also some high flaring which is poor landing technique. They should use the Jacobson flare and have the correct flare cut off point and use light pressure on the elevator. Nr4 j on top of all that also messed up his cross wind control. He didn’t use the rudder correctly to straighten out his longitudinal axis but instead kept a bit of a wing low attitude and then the wind blew him over when he touched down with a side load and not enough of aileron into the wind. Lastly I didn’t think the steep approach was an issue. If you land at our airport you will routinely have to make that kind of an approach between airliners due to wake turbulence. Also if your engine quits the glide angle will be quite a bit steeper so best to be used to it.

Hey Josh! are you looking for a video editor? let me know, I can help.

First

First one agree a bit high on round out, but wing wagging was disruptive. While he used rudder for coordination, the nose went a bit wrong initially each time (adverse yaw.) If we direct our nose (between our legs) down the centerline with rudder only for correct yaw, no adverse yaw. We don't want to turn so why bank? Also, if we get slow enough to sink, which requires bringing in dynamic throttle for exact glide angle and then use apparent rate of closure with numbers to decelerate a bit more coming into ground effect, no need to round out...easier power/pitch approach. Agree on second and also too much speed and too far down the runway. Agree too much airspeed on third and also wing wagging, nose going wrong, adverse yaw. Why aileron. Put hands in lap and use rudder properly for correct yaw. Dynamic proactive as with TW or broom on hand is best. Again, with power pitch glide angle makes no difference. Agree with too much airspeed with bearded guy on go around. And again, why did he get on the steering wheel on short final in useless hope to drive the nose back with bank which should have been set in crosswind side slip. Strong crosswind and using side slip actually teaches the student proper rudder control best. Set the wing and then just walk the centerline extended/centerline with rudder only. Dynamic proactive rudder and no aileron once wing is set. If wind changes then yes change wing but no coordination as it is rub tummy pat head deal. The last guy was doing fine on his short field to touchdown on the numbers. He had it slowed enough to bring throttle into dynamic play as the most excellent glide angle and rate of descent control (not elevator which is airspeed control.) The horn should not bother us on short field, as we want to power/pitch all the way down with power and no round out and hold off. We are looking for an unpublished number well below Vso, an out of ground effect number. We still have to flair at the bottom to protect the nose gear. He could have used the apparent rate of closure with the numbers speed up in the last shot to get this power/pitch, slow and soft, less than Vso in low ground effect illusion. Like coming into an intersection with our auto (good muscle memory with right foot for deceleration) we need to develop proper elevator deceleration (flair) at the bottom in low ground effect. The airspeed indicator and Vso are of no help in low ground effect (where we should be first on takeoff and well down the runway and where we should end up all slowed up and ready to squat on power/pitch approach.) You unfortunately have to teach the energy inefficient roll on the ground (most friction drag) takeoff technique and the most energy inefficient round out and hold off (where speed and LOC kill) landing technique. Tough situation and unfortunate for the student.

2nd video problem is obvious, You can't be cool and pop your collar in 2024, he is obviously using outdated swagger which is super dangerous. you never know when you might accidentally signal to a cougar that you're the swinging type or even worse you might just find yourself with a fever... A disco fever! On Saturday night of all things. I'll pray for you buddy.... I'll pray for you

Actually man, please, help pilots all over the world, make a video where you land without moving the ailerons at all. If your wing raises or drops just use slight opposite rudder pressure to raise it back up. Only use ailerons to turn to align with the centerline. I only wish I’d seen that much sooner and never seen what most people do which is over controlling and causing their own turbulence.

Bad landings equal bad instruction. It’s not so much the landing as it is the set up. If you were stabilized with the proper airspeed and the proper sink rate and the proper amount of flaps for the conditions, all that needs to be done at the point that you’re at the bottom of the hill is a simultaneous reduction of power and a slow rotation to takeoff attitude and the plane will settle every time on its main wheels softly. I tend to have much soft landings for some reason at night then during the day.

I feel most of these clips besides the last one take the runway numbers as suggestions. I don’t prefer when pliots deviate and extend there aiming point when trying to fix speed or altitude. you should be able to fix airspeed, centerline, and altitude all in final approach, it shouldn’t be corrected above the runway always keep your plane directly pointed at the numbers until the roundabout and flare. Otherwise enjoyed the video.

Go around