I love it when you hear yourself on the radio in your video

Each of the Cirrus models vary with speed on approach and over the numbers. But all of them land best in the following way. Fly your approach speed (for the SR22T its 85 to 90kts, for the SR22 its 75 to 80kts) on the approach. Maintain your speed using the descent as best you can. If you get too slow put in some throttle to get the speed back. Aim at and use the numbers to arrest your descent and begin to fly level over the runway as you fly over the numbers (again you should be at your over the numbers speed or a bit more if you are heavy, SR22T 80kts, SR22 70kts). Have your eyes out and down the runway and hold the nose up slightly while you pull back the throttle until you hear the stall horn, then make sure to keep the nose up until the mains touch, even if you are a little high..NEVER lower the nose over the runway until you are completely on your mains.

You bad landings? I've never in my flying career have had a bad landing! A bunch of "ouch......hope no one was watching " & a whole lot of " Oh crap! I hope I didn't bend the airframe " landings and a few "WHAT was that sound? Prop hit???" But never a bad landing.

good on you for including this sort of stuff. not enough people talk about their bad days (and trust me, your "bad" landings are a lot better than my bad landings). we can always improve on our abilities.

You and your instructor are amazing. I had about 10 hours in just practicing short field landings for my ppl. Watched this video and ace'd all my shorts fields from then on.

Fantastic attitude, Stef! Despite all your experience flying so far, you had the ability to just take a step back and say "You know what? I can do better and improve myself". Hats off! As Jason Schappert says, "A Good Pilot is always Learning".

Thanks Stefan. Even as an experienced Cirrus Pilot I learnt a few things today watching this video. Well done for always wanting to be a better pilot! Mike is a very encouraging instructor. Safe flying. Robin

What a great instructor! Top bloke. Great work Stefan

50% of the time, I nail my landings every time ;)

Thanks to this channel and a couple others, I am definitely a fan of Cirrus aircraft. Love the humility!

This was very interesting, interesting to note how learning to land in different aircraft (I fly in a Diamond DA20) with different instructors use different ways. My take home is remembering how important the hold off is, best bit of advice one instructor told me is to have the mind set of 'I'm going to out wait this plane, I'm going to hold off and just keep holding off till it lands, I'm not going to force it down'. Thanks for sharing!

Excellent video. Thanks Stefan. I’m currently doing circuits at YMMB for my RPL and the landing technique has been taking a while to click in my brain. This will be a must watch video for me before each lesson

Awesome work, as pilots we should always be trying to learn and improve. It's one of the big things I love about flying. Thanks for sharing this.

Yes improving your landings takes a lot of practice and concentration and that torque roll was very interesting. I suppose that would have been with only mild power application. Looks like you passed through final on one occasion maybe just concentrating to much on the landing itself im guessing. Really enjoyed this one Stef , thanks mate.

Thanks, Stefan. Really useful! I'm off to YLTV on Wednesday for my first solo nav, so very relevant also.

Regarding torque reaction - you see this on takeoff all of the time. Prop turns clockwise (from the pilot's perspective) - increasing power rolls the aircraft left. On take off the left wheel is driven into the ground (encouraging a left turn), at high angle of attack the right side of the prop arc is moving forward into the air so the thrust line moves to the right (encouraging a left turn) so you need a bit of right rudder to keep straight down the runway. Now - here's the thing - When you rotate, you lose the stabilising effect of the nosewheel, and you get a bit of gyroscopic precession, both of which increase the left yaw. Pilots rarely notice this - and they compensate the turn with roll, not yaw. If you sit at the end of the runway, and watch a bunch of piston singles take off - on rotation they will all yaw left, then roll right as the pilot fails to increase the rudder input and incorrectly rolls to stop the turn. :)

Great video! Fly a Cirrus SR 20 with the same concerns. Very helpful! Thanks Stefan

Another Gr8 One ,Mate!!!

Very refreshing video to see that we experience some of the same situations and feelings when landing. I don’t feel so alone now. Thanks for creating.

Justwanted to add Stefan, with all my time flying, (in the vicinity of 4,000 +hrs) on occasion I still get with an instructor because I have problems with cross-wind landings. I wasn't making fun of your efforts to better yourself. Oh, Pootie Tang is on tv. Thank you for the video. Keep flying safe and keep current.

Brings back memories. I was at YLTV overnight on the 4th before crossing the ditch to Tassie.

Great video Stef .. I think the flapless landing is a trickery one in the SR22 due to the higher sped but we need to practice them in case of flap failure... you are doing an amazing job with the videos .. I just don’t seem to find the time to edit mine.

Really good instructor

Stefan never can do too many landings and takeoffs and circuits. 👍

Good vid, keep it up 🤙🏽

great job I love the fact that you own a plane got your private years ago and still willing to learn!!!!!

Nice video Stefan. In my plane (TB20) I find I have nicer landings with takeoff flaps (1 notch) than full flaps. I fall into the same bad habit at times, looking to close on the flair.

This is my dream plane. I gotta start working now if i want it before im 60. Lets hope my choice to take the meteorology path will help me accomplish this goal

Good lesson to learn.

Hi Stefan, I fly a A22LS (foxbat) at YMMB, i’m 15 and 193cm these are variables to keep in mind as everyone sees different, sits differently on each seat and every plane reacts differently. When I was doing circuits before my solo a few months ago my normal instructor said that on the flare when landing keep it to land on the main gear but the pull back more right before touchdown (which is an instinct you get as you fly the same aircraft) and pull back to have the nose on the horizon so it allows that gradual nose gear touch down and have that smooth landing. By the way it sounds like i’ve been flying all my life and i’m like some bossy up himself kid but I am just saying what I was told and works for me. Love the vids!

Great video Stef.

Just wondering how long that lesson was? Great vid

That’s a great technique Steff, Shame where I fly (Lilydale) only has grass runways so I can’t use it. 😕

This value of this video is not about landings but shows us a taste of good Garmin training for OCTA. This is very different from controlled airspace. It would be better to treat it all as how it is done in controlled airspace first and they give yourself a clearance for the approach. What this video and instructor are missing is an explanation that the GPS is just a calculator for doing division and multiplication that works regardless of speed. That Vertical Speed Required is 318ft per nautical mile and thats the magic number to remember.

"I feel like I sink and that's when I pull the nose up." Dude, "throttle for altitude ---- pitch for speed". :-)

Because of the low weight ( 600 kg max) in my LSA aeroplane it can bounce easily,esp in gusty winds Solution was no flaps and nose down trim. Each aircraft is different and some experimentation is required .

Mike is butter. What a instructor...come to KFCO or KMSP please

While applying power on finals does have an effect on airspeed. I teach my students as I was always taught... Nose attitude controls your airspeed and power controls your rate of descent. Which I feel is more correct than saying the blanket statement of saying "power controls airspeed". Have you seen how fast gliders can go without any power at all. Hope this helps. Ps/ Stef, from what I have seen of your landings you have nothing to worry about.👍

Great video!

Pitch for speed and Throttle for height.... set your pitch and never change it. Makes landings super simple. All the adjustments are causing the issues. Makes landing with Xwinds easy because you can focus on your rudder action instead of pitch and such.

Been there, done that. A circuit that looks like geometry, an ILS-perfect final, botch the round out/touchdown. :-}

Thanks that was helpful

As much as I enjoy your cross-country videos, it’s still nice to have you mix-in the occasional instructional video. Very nice job! Thank you, sir!

Was that unstable approach a result of too low an airspeed and too much nose high attitude or just excess turbulence in the landing area at that particular time?

You're te best. Love how you keep learning.

Good to see a local pilot on here making videos. I bet the Cirrus 22 is a fun plane to fly. How much they stinging you for that plane?

Great video! It's great that you do these videos they are so good to watch and learn from. Also I love the way you're not up yourself thinking you know it all and you're always up for learning more 😎 👍🤙

Milkshake needs a refresher too! She may need to land one day;)

Butter

The added effect of left torque and ground effect are also very noticeable on the X-plane simulator when you fly the SR22, at thz beginning I thought that was a sort of a bug.

He didn’t mention any RPM setting on DOWNWIND & BASE! (Power > Attitude > Performance)! You are a good pilot Stef! No doubt about that!! 👍

wow

Hey Stef, love your videos. Seen this particular one a few times, am still a student working on my primary. Here's 2 questions I'm trying to figure out answers to, 1. when you say you're aiming for the 5th stripe, is that the point on the screen you are holding steady? 2. At what point on the final are you pulling power all the way back, pre-roundout, thru the roundout or after the roundout?

Just wondering, isn’t that traffic traffic at 10 O clock distracting?

Lol I am using this video to make my simulator landings better

Honestly, the best thing you can do to fix your Cirrus landings is get a tailwheel endorsement and do 50 hours or so learning to land a light weight taildragger. I love flying the cirrus, but too many people get straight into one and become autopilot jockeys too early.

any landing you can walk away from is a good landing

What licence do you currently have? are you working towards anything into particular?

Which flying school do you use?

1.6 MILES abeam? Hornets and 737's do circuits that wide. Singles should be glide distance abeam. Even with CAPS. Put the nav light on the runway, good guide. Be alert to being on speed, she don't like extra energy. (Don't get slow either though!) Personally I aim for the top of the numbers, flare over the top (closing the throttle at the same time) leads to a touchdown near 200m down (Basically at the 1000ft marks). The technique I was taught is to fly the aircraft 2ft off the runway, which works really well in the Cirrus. She settles when she's ready.

I try to land my SR22 the way that the stall warning always comes on at touchdown. This way I i use runways down to 1400 ft.

Why didn't you do circuits at moorabbin?

how many aircraft do you own

Four words: Angle of Attack Indicator

I used to train at La Trobe. Only stopped due to money

The secret to good landings in that aircraft is . . . Wearing a Fluro yello safety vest 😉

To be honest this is the same technique for jets. Follow the glide slope and transition to a visual aiming point

Audio is hard to make out. Could use a separate/better mic as opposed to the ATC audio.

My philosophy is, it is only a bad landing if you break something.

Well you certainly had a lot of practice at bad landings

I nail my landings 0% of the time. I don’t have a plane. (Yet 😏)

Do you own this aircraft ?

How to nail a landing in a Cirrus ??? "Pull the chute" OR buy a Cessna.

I suspect that this landing at 4:58 was a deliberate bad landing. The entire technique needs revision. First its the spot, the aiming point, then the two stages of the flair that gets the right rate of descent in the right attitude for a main wheels landing. In Australia you rarely have to worry about anything other than a greaser of a landing. The second landing was not much better, this is what you see by pilots who are scared of flying slow with the wheels an inch off the runway. Perhaps this too was a deliberate early plonking it on instead of a greaser that would reduce tire wear. Now lets look at the 3rd landing at 8:47 I'd swear this instructor must have spent his time instructing in Cherokees rather than Cirrus and he regurgitates that horrible reedition of, "get your eyes to the end", Now without referring to the instructor in this video, the other totally useless expression useless instructors say is is "just raise the nose", yes, the nose needs raising but odds are when you watch a poorly trained Cherokee pilot landing you will see them raise their hostels as if they eyes inside their nose looking for the touchdown point. This is a next to useless style of training that just breeds poor landings. You cannot judge your height staring at the horizon, you judge your height by "peripheral vision" that primarily comes from around a 45 degree down line to where the movement blur ends. So, why did these two first landings end up the way they did? Just take a look at the approach. I did not hear any comment on that. Its not just visual, its also a comprehension and feel of the wings settling thru that thick layer of air under wings called ground effect.

Fixing BAD LANDINGS,,, dont fly a cirrus lol