How to Judge Your Landing Approach | Landing Aiming Points

Рет қаралды 33,030

Жыл бұрын

Are you high or low on final approach? Here's a good way to train yourself to be able to tell, and perfect your landing approaches.
Looking to master your landings? Check out our How to Land course at flight-insight.com/landing

Пікірлер: 30

@HittokiriBatosai Жыл бұрын

All great points. I remember a moment when doing circuits with my instructor, the first time I felt free enough to focus on how the overall landing profile looked. Before that point, I guess I was too focused on my airspeed and altitude, getting the flaps out and the engine pulled back at the precisely rehearsed times. My comment was, "it looks flat, doesn't it?" And his answer made it all click; "if it looks flat, it's because of something you did back there (pointing behind us). Now this is the look you've given yourself. Figure it out." The things we do from downwind to final aren't just steps on a checklist, they are to make the landing profile look just as you need it to look. And when things don't look right, adjust, and adjust early. By the time you're on short final your only remaining choices are to land or go around.

@martinm7494 Жыл бұрын

Another great video! Heard this same advice from a CFI early in my training and have been putting the million scrapes on those old 172's windscreens ever since. One of the best advices i got!

@flyingtotheendsoftheearth1199 Жыл бұрын

Great as always. You seem to know what I need.

@jakew9887 Жыл бұрын

Thanks for the pointers.

@Gerii 5 ай бұрын

Great video. I learned this technique years ago when playing Flight Simulations with WW I airplanes. It was mentioned in the manual. Thats also a way to tell if a airplane is on your level or going over or under, important for avoiding collisions. As reference point you can take the planes hood

@fortheloveofcake93 Жыл бұрын

Runway marking distances are standardized. My instructor told me on a perfect approach, 70kts IAS a warrior should hit the 1000' marker if your aiming point is the numbers. note: On a perfect* approach.

@BradSeiler Жыл бұрын

The one variable you don’t control is the wind. Calm wind, longer float. Strong headwind, less float. Nailing your airspeed and power setting is a great way to reduce variables in the landing.

@devansh8846 Жыл бұрын

Well explained

@piloto34HD Жыл бұрын

Always an excellent video Dan! I was wondering if you could do a video on the differences between Precision Approach, Non-Precision Approach, APV and how it all fits into RNP, PBN, and GPS. Thank you so much for all of these outstanding videos!

@crazypilot4017 Жыл бұрын

Nice 👍

@JustSayN2O Жыл бұрын

During IFR training, as I am currently undertaking, the hood comes off at 200 feet AGL. Given the significantly compressed time to make the judgement and adjustments described in the video, my landings have deteriorated compared to those of a non-training flight under VFR when there's 500 feet to descent during final. Suggestions are welcomed.

@andrewking777 Жыл бұрын

Some good advice my instructor gave me was to just not change anything when you break out at minimums. For example, if you were following a precision approach (or even GPS vertical guidance) and were on a stable glideslope, then you should already be on an excellent descent angle. In that case, don't change anything just because you broke out at minimums -- just note the sight picture and hold it until you get close to the round out. Also, unless you're approaching a very short field, you're likely going to be able to land just fine with whatever flap setting you used during the approach. Don't feel like you need to rush and dump the rest of the flaps 200 feet above the ground. Just ride the approach as you already have it set up. You will likely float a bit further in ground effect than you're used to, because you likely were carrying more speed on the instrument approach than on a normal visual final. You can usually bleed some of that speed off before the round out, but just go easy with it. That advice helped me a lot early on. Once you get more used to it, you'll start to learn how to tweak things a bit to bleed off more energy before the round out, but you don't always need to do that.

@StepAttitude Жыл бұрын

I'm doing my IFR training too and I am experiencing the same time of thing. My flying is getting a lot better, but my landings .. Instructor says my depth perception is being affected by all the time under the hood.

@omarijoseph3189 Жыл бұрын

yes this is for me..i always misjudge the landing..once i get it on the runway is good for me..but i know that's not the best way...

@blitz3391 Жыл бұрын

Dang, so that's why i always touch long. So if you plan to touch on the 1k foot mark, your aiming point should be before that. Thanks for the tip!

@starpilot79 Жыл бұрын

Yes, but if the runway is long enough to have 1000-ft markers, it would make sense to use the beginning of the marker as an aim point, to give you an extra safety margin in case of engine failure on final.

@shawnasadi6054 8 ай бұрын

Is it me or does he sound just like Sam Harris? Nice video!

@keyogen Жыл бұрын

Sim pilot here. I always come in too high and too fast. Even with full flaps and no power. Or i come in too low and have to level off or even climb. Then I land on the last 3rd of the runway.

@garypudup2109 7 ай бұрын

Funny how those wide thousand-foot markers are called "aim points". They are the point where if you follow the glide path it meets the runway. By using them as aim points you will necessarily be on glide path to the runway. Not too high, not too low.

@aaronhammond7297 Жыл бұрын

Didn't actually mention how to know if you're high or not, just where to aim. Need to understand the correct shaped trapezium that the runway needs to make in your vision - long and skinny is too high - short and fat is too low. There will be differences due to the actual width of the runway, but you get a feel for it.

@garypudup2109 7 ай бұрын

Those wide markers are called "aim points" (refer to your AIM). A 3 degree glide slope will put you where you need to be on descent, and using the aim points will put you on a 3 degree glide slope, not too high, not too low. If your aim point doesn't move it means you are on glide slope. It's like magic only better.

@vedymin1 Жыл бұрын

Can someone tell me what is the lustre of power-on approaches (especially for piston engine planes) ? Wouldn't it be better for safety if one just went all the way down power off ? This way, if the engine cuts out, you have enough energy to get to the runway and not land in the trees before it ? From what i heard it was often the way to land during ww II ? Is getting some fouling on your plugs really such a problem ? btw im just an armchair "pilot" so im prolly missing some vital piece of info but still... Even if would be for example harder to flare or less convenient for pax or smthn this way, its still worth it i imagine ? bush pilots do it too i heard ? (though they often go at minimum speed too..) Is it somehow a pain for atc ?

@vedymin1 Жыл бұрын

@Micah U know, you won't be able to for example go around if your single engine dies on approach that is a typical power on one, thats the problem, piston engines are also way more failure prone than jets which makes that scenario even more relevant. A transition from the approach to go around is just a matter of training at those higher angles as well, power off approaches are also trained as a part of PPL i think ? Also, why would i be stalling at idle ? You can do a power off approach at 60 knots in a cessna, smoothly apply go around power, keep the nose from rising too much too fast etc.