I soloed and felt great about it. A few days later, returned for another lesson feeling like Neil Armstrong. Did spin/stall stuff with my instructor. No problem. Instructor told me to pull up to FBO but "don't kill the engine, I'll hop out and you do three more take offs to a full stop." So, she hopped out, slammed the door and I taxied to the far end of airport. Everything fine. I pushed in the power and just as I was rotating heard this incredibly loud, "Bang, bang....... bang bang." I pulled back power but realized I had to keep going so I pushed it back in... and the banging continued. I seriously though the tail was about to break off. But, I kept my head...got to pattern altitude all while the banging continued, did the downwind and started on the approach.... the banging seemed to lessen a bit, but was still very attention-getting. I was all screwed up .... too slow, 20 degrees off runway heading, scrapped it and put all the power back in and climbed again to pattern altitude, Second approach, I maintained a bit higher speed (banging was really, really loud, much louder than on my first approach) but I landed and as I slowed the banging totally quit. I taxied to the FBO and about fell out of the plane. The instructor was there to walk me to a bench on the ramp side of the FBO. She started apologizing to me which I thought was strange. She told me I scared HER on my first approach but knew I'd be alright when I aborted it. She finally asked: "You do know what happened, don't you? " I Admitted I didn't have a clue. She walked me back to the aircraft. When she jumped out the heavy buckle end of her seat belt was hanging outside the aircraft door. It was a Cessna 152, well used, so the door shut with the belt still hanging out. At taxi speed it was too heavy to do anything but hang straight down.. but at about sixty knots it began its banging against the side of the airplane. I ultimately, logged more than 2000 hours before flying broke my budget, but never, ever once in those twenty years of flying did I forget to make sure the seat belts were accounted for INSIDE the aircraft before releasing brakes. Hope this is helpful to someone!
@emergencylowmaneuvering7350
2 жыл бұрын
Gee.. What kind of cfi can close the door and not look well.
@KCFlyer2
2 жыл бұрын
Similar thing happened to me. A couple of friends and I were flying a 172 out of Dallas Love Field. When he advanced the power for takeoff, there was a really loud banging. He immediately aborted the takeoff and we taxied back to the ramp area. Turns out, the front seat passenger (not me) didn't want to wear a seatbelt and didn't put it on. But when he closed the door, the buckle was hanging out. It's a nasty sound indeed.
@kevin7541
2 жыл бұрын
This is really helpful. Thanks!
@bralgon63
2 жыл бұрын
@@KCFlyer2 ....a lot of very nasty sounds from Dallas Love Field...many years ago
@KendallAuel
2 жыл бұрын
I left a seat belt hanging out the door on the second leg of my long cross country. I seriously thought the engine was failing!
@RadioNest
2 жыл бұрын
Instructor had me fly down the whole length (8,000 paved) of the runway at about 15 mph over stall at ... 20' then again at 10', 5', 3' ... after that enjoyed building speed over the runway before pulling up. Much more comfortable flying near the ground after the exercise.
@downc212
2 жыл бұрын
I’m willing to bet that this entire process took less than an hour. Point being that getting comfortable flying close the ground is not that complicated. I don’t think there as many proactive instructors that will take the time to do this kind of training as there used to be.
@mikebravo3527
2 жыл бұрын
Nothing worse than being trimmed right out then pinning it for a GA and having to fight the yoke forward whist trimming and building speed. I'd bet instead of compensating he added to it
@REDMAN298
2 жыл бұрын
@@downc212 Finding a good cfi is harder than landing with engine out and a 20 mph crosswind. bwahaha I went through5 cfi`s and found some good ones after I already had my ticket.
@downc212
2 жыл бұрын
@@REDMAN298 it do be like that sometimes.
@Phenixzero
2 жыл бұрын
That’s a really good experience to learn how can you do safely go around
@aviatortrevor
2 жыл бұрын
This is a classic "trim stall". If you have full flaps and trim appropriate for an approach/landing, just adding power results in that steep nose-up attitude. Student didn't PUSH forward when adding power.
@glennredus350
2 жыл бұрын
I had a scary incident in a Cessna 150 when the seat rails DID let go on takeoff. Fortunately, it wasn't my first solo and I had enough experience by then that I didn't panic. I mean, my seat was ALL the way back and the natural instinct for any non-pilot would have been to grab the yoke and try to haul yourself back up, which almost certainly would have resulted in a crash like in this video. I either had enough training or natural instincts by then that I didn't do that, and even years later now I remember that my reaction seemed natural, not something I even had to think about. I was still able to barely reach the trim wheel and crank in enough down trim that I was finally able to get my seat repositioned and locked in, but it was a scary moment, especially afterward when I had time to think about what could have happened. It all points to good training from my CFI at the time.
@donadams8345
2 жыл бұрын
Good for you in recovering from this! I believe that this has caused a number of crashes that have been blamed on pilots freezing on the controls. I have a relative that this happened to also. When he applied power to takeoff the seat slid back. Fortunately he had a good grip on the throttle and pulled it to idle as he went back.
@clarissag4454
Жыл бұрын
omg! well thank you for this too!
@CourtlandCTower-td3bm
5 ай бұрын
Great!both of you!I have had the seat rails replaced on my airplane and always has my attention on takeoff and has killed many a pilot and also leaving the “Control Lock” in place!Check list is always a must!Always lock that seat in and watch for wear.the holes on the rail will elongate and not hold with enough wear
@CourtlandCTower-td3bm
5 ай бұрын
I get in and lock the seat then try to make it slide back!Good practice to make sure it’s locked
@steveellington8313
2 жыл бұрын
There’s a hundred reasons why this student blew that landing but quite obviously he wasn’t ready to solo
@TheAviator257
2 жыл бұрын
This…
@md4droid
2 жыл бұрын
During my initial training and after watching several of your videos, I had my instructor show me how to "drift" down the runway with side slips. That really helped me learn to control the plane in ground effect. Practicing go-arounds is fundamental in training. I'm sure that inexperience with go-arounds had a big factor in this unfortunate crash. (editing to add this: My DPE actually had me do a go-around, said it should be a maneuver practiced regularly). Possible culprits were all discussed... trim, flaps not retracted properly, etc. Looked like he had no command over the aircraft after applying power. Glad he was okay. Great video, Jason. Thanks!
@Nord3202
2 жыл бұрын
You hit the nail on the head, if you fly a taildragger you quickly learn not to look over the nose in the landing. I fly with alot of experienced pilots that haven't learned the Lindberg view
@CSkyhawk722
2 жыл бұрын
Good stuff, Jason! Even after 18,000 hours, many of those flying heavies, I always learn something new or jog some forgotten technique when watching your videos. Keep up the great work!
@TheFinerPoints
2 жыл бұрын
Thanks J.C! 🙌🏻
@davidparker8752
2 жыл бұрын
Wondering if this is a J.C I know?
@pedrodepacas2463
2 жыл бұрын
@@davidparker8752 - the JC we all should know? 🙂
@Purplexity-ww8nb
2 жыл бұрын
I vividly remember my first solo flight in 1977. I had 8.5 hours as a student and was doing touch-and-go's with my instructor. After landing on my second go-around, the instructor told me to stop the plane on the runway. As the plane (A Piper Tomahawk) came to a stop, my instructor told me to do three circuits in the pattern, two T&G's and a final stop on the third landing. He told me the airplane would jump off the runway since he was not in it, and enjoy the ride. THEN HE GOT OUT OF THE AIRPLANE, LEAVING ME ALL ALONE !! I was startled how quickly the plane became airborne. At about 10 feet, a gust of wind caused the right wing to come dangerously close to the runway, or so I thought. It scared me. However, my instructor told me afterwards that it was just a slight wobble and I corrected quickly. The rest of the flight went well. I could not believe I was flying an airplane by myself. I went home with the back of my shirt cutout and hung on the wall. Do they even do that anymore? Thank You, Admiral Taylor for getting me started in my flying career. R.I.P.
@CasualGamerCC
2 жыл бұрын
The flight school that my CFI instructs at still does the shirt thing. I'm using my own plane so we only meet at the actual school for ground sessions and it could also be that I'm older, but cutting out my shirt back never came up. Flying my long solo cross country soon and I hope to get my PPL in a month or so.
@Purplexity-ww8nb
2 жыл бұрын
@@CasualGamerCC I haven't flown in such a long time, I would probably have to re-do all of ground school. But, I'm quite sure I can still fly an airplane.
@troyjollimore4100
2 жыл бұрын
@@Purplexity-ww8nb It's like riding a bike for most. Just the finer points and the ingrained motor-reflexes that need the practice!
@davidbrestel7848
2 жыл бұрын
I have my shirt cut out, though my instructor was the last one at our school to do that. Sean if you’re out there, thanks man!
@jacksonmacd
2 жыл бұрын
@@Purplexity-ww8nb same feeling here. PPL in 1973, last flight 1975, but I still love watching this stuff. Dunno it I would trust the "it's like riding a bike" theory 😁
@SoloRenegade
2 жыл бұрын
Likely a trim stall. He's probably trimmed for a slow and stable descent, and adding full power pitches the nose up aggressively. You have to Force the nose down and retrim, then execute a normal go-around/climb-out. It rarely happens to most, almost never taught to students, but it is a thing and I have personal experience with it in Cessnas in the training environment. It happened to me once as a student, and even my CFI didn't recognize what was happening, but I reacted correctly myself and forced the nose down until I could retrim. I've had it happen to my students as well, and have had to take corrective action for them.
@TheFinerPoints
2 жыл бұрын
That’s a great point
@ehuntley83
2 жыл бұрын
This is what I was thinking too. Great point. I recently got checked out in a Cessna 172 after flying PA-28-140s my entire training and post-PPL time. When my CFI was prepping me for a couple practice go-arounds, he mentioned this exact situation: when you’ve got full flaps, “landing” trim, and add full power to go around, the plane will want to pitch up aggressively. You need to be ready to push the nose forward a bit in order to keep your speed up and transition to a safe climb out, gradually dumping flaps and such as Jason mentioned. I noticed it acutely the first time we tried it out, and the Cherokees I had flown didn’t pitch up as hard, for the most part. Glad I was prepped! Thanks, Jason, for the reaction and tips! Glad this student was ok and will be able to help others avoid this same situation!
@LTVoyager
2 жыл бұрын
I’m not buying it. An airplane trimmed for a given speed will fly pretty close to that speed regardless of the power setting. If the airplane was trimmed for 55 knots during the approach with full flaps, adding power should raise the nose to climb out at 55 knots. It is highly unlikely that the airplane will stall based on trim alone. If you don’t believe me, go try this at altitude. Trim your airplane for a given speed in a glide and then add full power and see if the airplane stalls itself with no pilot input on the yoke. I think you will be hard pressed to force a stall.
@LVissers
2 жыл бұрын
I agree. A student pilot with only tentative confidence in his skills will not hold the nose down firmly enough when full power is applied and the yoke pushes toward him. Try taking off with full nose up trim. It will take firm aggressive action to keep the nose where it should be.
@jonathanguthrie9368
2 жыл бұрын
@@LTVoyager While it's true that an airplane that is trimmed for a particular speed will seek that speed no matter what the power setting, at least to a first-order approximation, there are two things that possibly make the trim setting a contributor to this incident. First, that airspeed seeking is a long-term behavior. Aircraft often oscillate around the eventual stable airspeed where both the nose and speed will go both up and down. So, it's entirely possible that the airplane would have been fine at the airspeed it eventually would have settled at, but the angle of attack may have temporarily exceeded the critical angle of attack, resulting in a stall. Second, although I think it's the wrong way to look at it, you can think of a go-around as being something that is started by adding power and pitching up. If the student didn't realize that the airplane was already going to pitch up all by itself, he may have not realized that he didn't have to pull back on the yoke to get the nose up, and so it may have been the combination of the aircraft behavior and incorrect control inputs that caused the issue.
@ThomasGrillo
2 жыл бұрын
Glad to hear the student was alright, albeit severely shaken. I'm amazed at how well the airframe held up, even though, as you said, the aircraft was "broken". Thanks for sharing this.
@AvgDude
2 жыл бұрын
I’ve done go around with full flaps, and while retracting the flaps, I’m pushing forward on the yoke to keep climb at a minimum to keep airspeed safe. If you’re pulling back on the yoke, then you’re doing it dangerously wrong.
@hippy1002
2 жыл бұрын
Thank GOD she was okay. I cannot imagine the horror of losing a student in that manner
@free-birdrocker8809
2 жыл бұрын
I did something like that during touch and go's. I left my flaps down and I applied full throttle, I noticed the bird was struggling to climb out, I saw the airspeed indicator dropping seriously so I pushed the nose down to get airspeed, and slowly I milked the flaps up until the bird was flying correctly, came back around, correctly landed, and got scolded by my flight instructor. LOL! Lesson learned, Cessna tied down, and red face of me leaving the airport. Lesson learned.
@mwp1088
2 жыл бұрын
I did the same thing recently! I retracted the flaps shortly after takeoff, but the important thing is you kept your speed up.
@rickkasulis6254
2 жыл бұрын
But I bet you will never make that mistake again.
@free-birdrocker8809
2 жыл бұрын
@@rickkasulis6254 Rick my man, the main thing to remember if you get careless in flying any birds, airspeed, airspeed airspeed. I used my knee to help push that nose down. That sucker got sideways, my flight instructor saw me struggling and headed over to the hangers said " Freebird, I was having kittens watching you!" She was a great instructor. I put one in a spin accidently during stall spin recognition and we recovered from it. After that, I became a better student. LOL! Got yelled at for doing aerobatics in a 152, she didn't like that. Heh-heh!
@diveforknowledge
2 жыл бұрын
I learned to fly in a glider before flying powered aircraft. Keeping the nose down and controlling airspeed by attitude is second nature. Glad I learned the way I did, keeps me from even getting close to these issues.
@flycatchful
2 жыл бұрын
I also learned to fly gliders than transitioned to powered flight.
@treylem3
2 жыл бұрын
🎯 About the same training for me, tho I began flying in FAR103 Ultralights. Always ready to push the nose over to maintain airspeed. Also, my instructor would chop the power ALL THE TIME, after distracting me with something innocent, like "hey, can you see that smaller water tower way out there?" He wanted me to be ready for anything... engine failure, sudden tail wind, always know where you'd land if engine out occurs, etc Great CFI that made flying much more safe, and that made it much more fun. Thanks Mike, wherever you are. Flight World, Greer S.C., about 30 yrs ago.
@FranksMSFlightSimulator
2 жыл бұрын
I am a part-time, low-hours recreational pilot (and mad-keen simmer) subscribed to “millions” of aviation channels, but I must say your practical approach suits me the best. I learn more of use from you than anyone else. Thanks and Cheers.
@RealWoutLies
2 жыл бұрын
Subbed. As a fresh student, I'm accumulating as much "good" information as I can prior to grabbing the stick. Very comprehensive and easy to understand. Thanks
@sonoftherepublic9792
2 жыл бұрын
Had a wise old instructor teach me to fly every approach for a perfect go-around. If you properly screw up the go-around, then you’re good to land. Good mind set. Go-arounds are a flight maneuver not to be regarded as an embarrassment.
@clarissag4454
Жыл бұрын
oh i like this
@cwashuk
Жыл бұрын
100%!!! I had a CFI tell me once...."Flying is fun. So, a go-around means you're flying more, which means you're still having fun."
@Ryan4real
2 жыл бұрын
My ppl instructor flew with me for 7 lessons to teach me the feeling and some tricky part of landing skill. And that was profound to me and my career.Till now a good landing and go-around call and the details I need to take very care about will appear in my mind every flight. I'm grateful, and it's important to have a good instructor to teach student pilot to understand these critical stuff. Those things help me to grow up to an A320 captain so quickly than others.
@russclifton2026
2 жыл бұрын
Is that 'ppl' As In "private pilot licence" instructor. (apologies , asking because I'm not sure of the acronym, Don't like them when learning, way too open to false interpretation & when trying to understand from another country.( distant ally in aus ) Regards russ..
@Ryan4real
2 жыл бұрын
@@russclifton2026 That is correct, I didn’t spell it completely. My bad. There’s private pilot license, commercial pilot license and airline transportation license for different people to achieve in the States. And some other countries too. Most of them are similar to each other and each can be admitted to the same privilege level.
@jameslongway7051
2 жыл бұрын
Had one instructor show me the forward force required to recover from a power failure while climbing out at Vx (at altitude of course) and holy! Definitely can’t forget to force that nose down pitch for speed until you can trim it away!
@CourtlandCTower-td3bm
5 ай бұрын
Jason!!I started flying in 1974!Got my Private in June of 1977!Excellent job of explaining that mishap!Especially where to glance outside of the Airplane!Perfect!Well done..cct
@alexshmalex
2 жыл бұрын
I was just told by my CFI to "consider every landing a go-around, with an occasional landing". Safe flying all!
@skyhawk_4526
2 жыл бұрын
I had a habit in dual instruction of always trying to "save" my landings if they resulted in a float or a bounce and I was generally pretty good at it, but my instructor would sometimes just call out "Go Around!!!" even if it was totally salvageable in order to make me go through the go around procedure enough times that he felt comfortable I was competent in go arounds before he ever let me solo in the pattern. He would occasionally call a go around even on a perfectly good approach and flare for the same reason. At the time, it was a little annoying, but looking back at it, he was providing me that muscle memory that I would need when I was on my own and something wasn't quite right. I'm now appreciative of those untimely calls to "Go around!" Without that (and it annoyed me at the time), I would never have become comfortable and competent with the procedure if and when things rapidly went wrong on short final or in the flare, and it was the only sensible option to perform.
@adamcorby804
2 жыл бұрын
Had my first real (not practice) go-around in 15 years. Pilot controlled field, on short final my wife says to me, “what’s that on those big white rectangles?” Sure enough there was a grey fox just laying in the sun on the 1000 foot markers. Go around performed without issue. Thankful for practicing, as sooner or later it will happen in real life.
@bluenaite
2 жыл бұрын
The student did 2 or 3 touch and go's before this landing attempt. Crashed, walked away and said he will never fly again. The aircraft was engulfed in flames moments after he exited and is a complete write-off.
@supergoober1021
2 жыл бұрын
You mentioned “raise the flaps in increments.” All through the lessons phase I learned the proper flap settings for taking off. Hold the switch down until they reached the desired position. Raising the flaps was a simple task while taxiing back for another take off. Just lift the flaps lever and they automatically raise to full upright position. I only had one lesson that included a touch and go practice. Lots of stuff going on when performing that. First time out trying a solo t&g, I raised the flaps switch to the desired position and let go of the switch. The flaps, as they’re designed to do, continued retracting while I powered up and raised the nose. I lost lift as I continued losing flaps and looked up just in time to see lots of asphalt and NO blue sky! I hauled back on the controls and bounced once on the main landing gear before leveling off. It took me a moment to identify my error; expecting the flaps to behave just as they always had, which is by a momentary switch control, not full up. I ended that flight and parked the plane. Paid for my lesson and never went back. I was 16yo. I’m now 64yo. I flew many times in the second seat with other pilots, but never again as pilot in command. That’s a lesson I’ll never forget, but decided it was just too harsh of a way to learn about flying. I gotta add, I even sat in the jump seat once behind a 747 pilot landing at SFO, which was the greatest highlight of my life!!
@Parr4theCourse
2 жыл бұрын
Students and Pilots alike need to be proficient at “GO-A-ROUNDS” . . .
@rhensontollhouse
2 жыл бұрын
TGs are fun.
@readmore3634
Жыл бұрын
As a student pilot I had built and flown remote control planes for years. My brother (licensed pilot) and I were practicing touch & go's one day. I was sitting left chair (flying the airplane) and he was messing with GPS stuff. After several T&G's I was just over the numbers with 40 degrees flaps (yes, the 1959 Cessna 172 had 40 degree flaps) and a gust of wind blew us over to the right and we were now lined up with a bunch of tied down planes. I keep my hand on the throttle almost ALL the time so immediately I added a little power and maintained my 20-30ft above AGL... I said "let's do a go-around"....he said "no, we have plenty of runway left to land....I said "yeah, but I've never done a Go-around and I wanna know procedure" ....He said "Well, you're doing just fine, let's go around". So I added a little more power pushing (fairly hard) forward on the yoke and SLOWLY removed 10 degrees of flaps ........added a little more power and SLOWLY removed 10m more until full power no flaps....all the while the tower was apologizing, saying "Sorry about that 47 Foxtrot we didn't see that" I responded "47 Foxtrot we enjoyed it 47 Foxtrot". I'm never nervous flying, feel like I been flying since I built my first model at 8 yrs old. I might be a little nervous with an engine out, but my retired USAF Colonel who took me flying once a week told me "Just don't bring it in on it's nose".....who would ever do that?
@emergencylowmaneuvering7350
2 жыл бұрын
Do Touch And Go Around Maneuver. After landing, add full power with full flaps on, then after pushing nose down, stay on ground effect, then bring flaps to 20, then 10 to climb. That way you are not only doing a touch and go, but MCA slow flight over the runway with full flaps, and airspeed and flap control while avoiding low stalls. They are called "Touch And Go Arounds". But wimpy cfi's cannot teach them. Find a brave cfi.
@user-kn6sz8ji1j
2 жыл бұрын
Thank you for your video. Decades ago, I worked for a defense contractor as an instructor on systems used aboard attack submarines. Mike, a fellow instructor was a retired Air Force jet jockey and he knew that I was interested in aviation and that I enjoyed Microsoft flight simulator. So he told me if I wanted to go flying that I should rent a 172, so I did. The next thing you know Mike told me to get in the left seat and we were soon taxiing toward the runway at Patrick Henry International Airport in Newport News, Virginia. The flight simulator didn't have the rudder pedal/bungee steering system; yet, I managed to snake the 172 to the runway and got us airborne. Once at 2,000 feet Mike asked me what I wanted to do and I promptly told him, "An aileron-roll." He immediately said, "I'm not doing an aileron-roll in a Cessna". Then Mike told me to brace myself and he dropped the nose of the 172. It was like the ultimate roller coaster ride but there were no tracks at the bottom of the drop. Then Mike pulled smoothly on the yoke. Surprisingly, the 172 came out of the gradual dive with both wings in tack. I had a great time. About a half hour later the tower requested that we expedite our landing before an incoming commercial flight so Mike took the controls. He didn't even attempt a full blown approach. Instead, he rapidly decreased altitude as he flew parallel to the runway. Then when he felt like he had enough runway he hit the rudder pedals and the tail swung 180 degrees. Suddenly, we were flying in the opposite direction that we had just been travelling and Mike made an impressive landing, touching down like a feather. Sometime later, Mike took a training position with Northwest Airlines and these many years later I still remember that day in the 172.
@sanderslongdrive
2 жыл бұрын
As any newly married lady will tell you: You can show him where all the controls are located; show him how to work them; offer encouragement and even give hollow praise, but if he doesn't have the feel he'll never make the grade and should instead be encouraged to take up dog walking.
@bikeguy3034
2 жыл бұрын
The lindbergh reference, also known as looking out the window at the ground....revolutionary! Lol
@alaazka
2 жыл бұрын
A good pilot never stops learning till he die, this is a very valuable lesson. We often feel that we know enough with our high accumulation of hours, but the truth is there will never be “enough” when it comes to knowledge.
@darrylday30
2 жыл бұрын
Great points! A few days after I started instructing (first job) I was given a student who crashed solo the previous week during a go around. She was uninjured but the aircraft was scrap. I don’t know what became of her instructor but I was given the task of getting her back in the air. She demonstrated perfect go arounds and the chief instructor authorized solo flights. Her progress was fine for the next few weeks and we (myself and the chief) just shrugged our shoulders and carried on. A couple of weeks later, she lost control during unusual attitude recovery under the hood and LET GO OF THE WHEEL! I calmly instructed her to take control of the aircraft as dirt floated around the cockpit and she did. YESSSS, I thought. Right on! Way to …. Oh my…. she let go again. Heavy sigh. I tried to carry on with the lesson but she had enough adrenaline in her blood stream to launch a rocket. I didn’t sleep much that night. When I arrived early the next morning she was already there. “Do you know about Air Alaska?” she said pointing to that particular Mayday/Air Disaster video she’d been watching. “They didn’t give up and neither will I”. She continued training, and as far as I know, she never let go of the wheel again.
@charleswesley9907
2 жыл бұрын
Her name wasnt Ariel was it.
@darrylday30
2 жыл бұрын
@@charleswesley9907 No, not Ariel. That school closed a few years ago and I’ve lost contact with everyone involved. I imagine she completed her training and is flying somewhere in Europe.
@dmon4570
2 жыл бұрын
Not sure if anyone has mentioned this, but it looks to me like he still has some amount of power in after the bounce because he's still able to maintain that foot or two off the runway in an almost level attitude. Then it looks like he adds power and pitches up. At the point he adds the power he's essentially right after lift-off on a soft field take-off. Needs to stay in ground effect and build speed, then climb.
@jamesmcd71
2 жыл бұрын
Wonderful video. I can't believe I'm just now finding your channel. My son is currently at a university working on becoming a airline pilot. I have found this is a major concern with the training he is getting. So I'm spending my time teaching him how to think his way through the flight. Because He is being taught to memorize procedure without understanding the reasons for it. So if his robotic reaction doesn't give the expected results he has no idea what to do. Now we spend our time together learning how to think and most importantly understanding what is going on and why. I agree reaction must be second nature but knowing what your reacting to and how your input will effect it is just as important. I'm worried the reliance on computers is replacing skills.
@airtechmech6681
2 жыл бұрын
A good practice is to always buckle both front seatbelts whenever exiting the aircraft. Then only unbuckle what is needed. Also, I have been taught and have made it standard practice to buckle my seatbelt every time I am going to do a run-up because if the brakes fail and you have to brake hard you don't want to be bouncing around in the flight deck.
@blueskyaviationpilottraining
2 жыл бұрын
Jason, you nailed it. There is not enough focus on the go around. Most students believe it is an emergency procedure. It should be executed as a normal procedure. Lowering the nose, apply full power, fly wings parallel to ground and stabilize your Altitude before reducing the third/fourth notch of flaps. This should take less than three seconds. Then second notch of flap - positive rate of climb. Keep up the great work Jason. You are saving lives.
@SoloRenegade
2 жыл бұрын
Just don't fail to teach airspeed. I've had too many students, and even rusty pilots, do Exactly as you describe above, and nearly kill us by climbing out too soon or too aggressively before letting the airspeed build back up.
@archerpiperii2690
2 жыл бұрын
@@SoloRenegade And don't fail to teach flap discipline. In that GO AROUND moment, students and rusty pilots will raise those flaps all at once and the result is not good!
@SoloRenegade
2 жыл бұрын
@@archerpiperii2690 yes, I had a student try to put us in the trees doing Exactly that. I took over and put flaps back in, pushed the nose down to accelerate to climb out speed maintaining a few feet altitude down the runway, and then started a proper climb out. This was a student I had not trained personally, and was doing a check flight with. I have an entire discussion with my students on flaps. Aerodynamics, when and how to use them, use in emergency procedures, etc. Most pilots (including CFIs) don't actually know what flaps do nor how to use them properly. They only know how to use them per the checklist.
@archerpiperii2690
2 жыл бұрын
@@SoloRenegade It shames me to admit it, but I had to learn how to do a Go Around by nearly giving my CFI a heart attack. The positive takeaway - I won't do that again! :)
@pinkdispatcher
2 жыл бұрын
Somehow this showed up on my "feed" just now, and it was at the right time. I recently changed aircraft types (from a Robin DR.400 back to Piper PA28, which I had flown previously a couple of years ago), and had a few bounces on landing, or landed at a too shallow attitude and touched down with all three wheels. In the end it was all ok, but it helps to recall some basic stuff, and I will definitely give the "Lindbergh reference" more attention to see how it can help me. So thank you for a timely reminder!
@benedettococila1401
2 жыл бұрын
Hey Guys I speak from being a wannabe pilot.... I love listening to your perspective and point of views what a great way to learn Highest Respect
@palindrome1959
Жыл бұрын
I knew this was a thing!!! When I soloed and began doing training on my own, for some reason, I developed this weird habit of offsetting my eyes slightly, either direction, and I could immediately tell if I was over/under controlling or I could tell when to start the flair and adjust the controls accordingly but until today, I did not know that it actually has a name associated with it. Thanks for posting. I'm glad the student was fine. My first solo wasn't about doing it by myself, if you want to fly, you gotta solo. For me, it was more, don't screw this up!!!
@charlesbrewer6552
2 жыл бұрын
You make some good points in your video. Some observations of mine. The aircraft was probably trimed for 55-60kts with full flap, power off. Full power was definitly applied. An aircraft will not climb like that off a bounce without power. Cessnas have a VERY strong nose up tendancy when full power is applied in that configuration. It appears to me that this pilot initially pitched up and then the engine iptched the nose even higher, inducing a stall/spin condition. A first solo pilot would easily be surprised by this pitch up from the engine and may not have encountered it before. Proper go-round tecnique is to add power and initially establish level flight. There is rarely any need to climb urgently on a certified runway. Once level, allow the aircraft to accelerate to climbing speed and establish a shallow, positive rate of climb and slowly retract flap in stages. Once in the a normal climb, re-trim. I sometimes do an initial re-trim even before starting to retract flaps. But I always fly level initially to stabilize the aircraft before begining the climb out. I think that before first solo, a student should be allowed to experience severely out of trim flight. This allows them to understand the forces that maybe encountered and also show them that in these aircraft the trim can be overpowered by the pilot if neccessary. Cessnas have a trim tab but some aircraft use spring systems. Failure of a spring results in rapid, full out of trim. I have experienced this and the sudden control force required can be very high. So prior exerience for a student is important before a first solo. Sometimes you just have to "make" the aeroplane do what you want it to. If you don't you are just a passenger on the way to an accident.
@smnsnlmx
2 жыл бұрын
"Sometimes you just have to "make" the aeroplane do what you want it to. If you don't you are just a passenger on the way to an accident." Very well put.
@danielwellersr8874
2 жыл бұрын
The last time I did a go-around at the decision point I almost simultaneously pointed the nose to the horizon, straight and level , full throttle, compensating right rudder, gained airspeed, raised flaps one notch, gained more airspeed, raised flaps another notch and began climbing out back into the pattern. I learned to do that in 1969. The last time I felt the need to do it was in 2001.
@pinepaul9920
Жыл бұрын
Keep teaching them”Lindbergh” window technique, it makes landing so much easier. Thanks for your great instruction!
@JeremyMyersmusic
2 жыл бұрын
Excellent video! I’ll be sharing this with a friend who’s a student pilot.
@TheFinerPoints
2 жыл бұрын
Awesome, thanks!
@terrallputnam7979
Жыл бұрын
I took lessons in a new Cessna 152 and one time I came out to rent the plane and it was missing. I asked where is 22P? or whatever the N-number, and they said "It's not available anymore." I was kind of wondering "really, why not?" They didn't want to say it but a student on her first solo had come in for a touch and go and a crosswind gust carried the plane 30 yards off to the side of the runway. Her wingtips were close to the trees and a hill so she firewalled the throttle and flipped off the flaps. Same thing happened. She was not injured, except for her self-esteem. The plane was a total loss. I learned a valuable lesson from her unfortunate incident.
@tsmgguy
2 жыл бұрын
As a long-time CFI this one really makes me cringe. I remember standing by the side of so many runways during so many first solos, just hoping and praying that I had instilled the necessary skills in each of those pilots. It was always a nail-biter, even though my confidence level was always high. I wonder if, in this case, the seat fore and aft adjustment came unlocked.
@jonathanguthrie9368
2 жыл бұрын
I remember my first solo flight. I forgot the carburetor heat and so the engine died on the base leg. Caused a bit of excitement, it did.
@charleswesley9907
2 жыл бұрын
@@jonathanguthrie9368 I was coming out of 8000 ft in my KR2 with power at Idle at 2500 ft I added power and nothing . It was about 85 degrees but I did pass through a light wisp of a fog , I could see through it but it caused my carb to ice up. I could only get about 1500 rpm on my VW power plant . I was already heading for the airport about 7 miles away and was able to glide to it and made a downwind to base to final dead stick. At the end of the downwind I had to extend to keep from overflying the runway. Talking about excitement I was questioning did I make the right decision about the extended down wind , That little KR 2 had a very good glide . Thats the only time that VW let me down and that was my fault .
@michaelzaug8750
2 жыл бұрын
To that student I recommend: 1) read the book Stick and Rudder at least once. 2) purchase a flight sim program and hardware to practice on a computer. (safer and cheaper)
@colinbartram3467
2 жыл бұрын
With waterlogged runway restricting landings, we've done dozens of go-arounds. instructor will not send me solo until go-arounds are automatic. That includes with any stage of flap, as we practised assorted flap failure scenarios.
@idktbh7108
2 жыл бұрын
i did my first go around yesterday (student pilot) mannn the amount of pressure it took to keep the nose down
@SoloRenegade
2 жыл бұрын
trim. if you trimmed for the slow descent airspeed, the trim will try to force the nose up to maintain the trimmed airspeed.
@birds_eye_view
2 жыл бұрын
It is a actually not the speed difference, that creates the nose up tendency, because your landing speed you are trimmed to might be roughly the same as your best climb. It is the upwards momentum created by the prop, when suddenly going from idle to full power. You have to be prepared for that. When I was still a student, my instructor had the probably unconscious habit of „assisting“ me during goaround pushing the yoke. Took me a while until I noticed it and asked him, to stop doing that. Boy, was I surprised too, how much force I actually had to use! If I woudn't had noticed it, my first solo goaround might as well had looked the same…
@idktbh7108
2 жыл бұрын
@@birds_eye_view oh wow! yep, i was fighting that yoke, then i did several swipes of the trim and it took out much of that nose up fight.
@idktbh7108
2 жыл бұрын
@@SoloRenegade Trim is something i need to work on in general.
@SoloRenegade
2 жыл бұрын
@@idktbh7108 It took me a long time to use it regularly. It helped once I got into heavier planes and the heavier control forces really required it's constant use. Once you get the feel for it and the habit of using it, it is a very useful tool to improve flying.
@conlethbyrne4809
2 жыл бұрын
Great advice if only one person listens & understands how important this video is life-saving. I'm just a Simmer & happens there too. Take note people, it can happen to the best of us. Top man
@TheJerseyAviator
2 жыл бұрын
I have flown into old Bridge many times as I am based out of New Jersey you have to be on your speeds and know if you aren’t where you need to be to just go around The trees on either side of the threshold make for an even more difficult approach.
@cysix4939
2 жыл бұрын
Personal experience with a botched go around during my flight training... pulled out too much flaps before increasing airspeed resulting in a rather abrupt unintentional 3 point landing. Nothing bent other than my pride thankfully. Once I received refresher training, I made sure that I stayed current with that aspect of flying from then on! Too dangerous not to do so.
@dexio85
2 жыл бұрын
The Lindber Reference (TM) - WTF :D LOL. You are so funny with this reinventing of aviation basics.
@robhenderson4454
2 жыл бұрын
Excellent video sharpness color saturation and audio with no wind noise whatsoever and it goes without saying the car intent is exactly what I needed to hear thank you for your expertise on the botched go around and glad that video was made available of the actual incident. I’d rather be flying.
@57corvettehead
2 жыл бұрын
Sudden and abrupt pitch up and yaw to the left is result of full power applied while in the 30 or 40 degree flap configuration with a slow speed nose high attitude. In this situation the student or inexperienced pilot is taken by surprise and somewhat overpowered but the very heavy control yoke. It takes extreme forward pressure on the stick to get the nose down. It takes enough pressure on the yoke that you can be convinced that the yoke can not be pushed forward. We are talking about fractions of a second. The "bounce" is what scared or distracted the student and allowed him to momentarily forget his trained reflect to push the nose down.
@foreverautoenthusiast6585
Жыл бұрын
Unfortunate, but glad he was able to walk away from it. Thanks for Sharing!!
@ryanl6722
Жыл бұрын
I had a bad bounce on accuracy landings with an instructor out of Cochise Collage. Came around on final approach and hit a wind shear. I saw the airspeed drop just off the end of the runway and nosed over but missed adding the throttle. Pulled back hard and then bounced hard. Added power and the instructor yelled "I got it". By then I was setting her down nicely on the runway. She yelled at me for scaring the piss out of her and did not believe me on the wind shear. The next plane out tried a sort field takeoff and hit the shear then flattened the gear on the runway. We did not talk about it again. those were the days!
@jjgutowski
2 жыл бұрын
Jason, I always love your content and love sharing it with my students even more!
@trickedouttech321
2 жыл бұрын
One thing not mentioned here. Nose down, nose down, nose down, can be 1° below or at least level flight to start a go-around. Unless you have a higher power-to-weight plane that can pull power out takeoffs. Nose level and full power is a must until rotation speed is achieved. I feel this person was not properly trained for a Solo. This person had to have been showing some weakness that needed work. I don't care if he put power on or not, if the nose, is not set to increase speed it does not matter, the plane will stall in this case here. Even with full power, with 40-45 knots after the bounce & with that high of the pitch. The only outcome is stall. Again Nose down. I think Nose down or level should be the number one thing drilled into new pilot heads. Flight instructors are not only teaching a student to pass a test they are teaching a person how to survive while flying a plane. Survival skills should come before the skills to pass a check-ride.
@dadams8086
2 жыл бұрын
The pilot had full flaps and was trimmed for final approach speed. The only thing that can happen is a steep pitch up when adding full power. Without stiff arming the yoke forward, what happened here was the logical outcome. The bounce was easily recoverable. The brutal truth is, the student’s instructor could have done a better job of instructing in bounce recovery and go around.
@af4237
Жыл бұрын
I can only afford to sim, but I love your content. Super helpful even in fantasy land.
@berndheiden7630
2 жыл бұрын
Apparently he panicked and pulled the control like a fighter pilot with full afterburners when they want to go vertical! Probably without (enough) power. He just wanted to go away from ground.
@bombsaway6340
2 жыл бұрын
The go around can be one of the more demanding maneuvers we perform. Normally, we’re slow, have the flaps down, and pitch trimmed for landing. Add power suddenly and the aircraft will pitch up, and roll left unless the pilot intercedes. I put emphasis on this maneuver during all BFRs. Glad the student is ok. Good tips, nice video.
@CFITOMAHAWK2
2 жыл бұрын
Used to be a before solo requirement before 1998. The wimpy guys Clinton put on FAA took them off in 1998. Bad pilots like them cant do Full flaps 3 feet go arounds. A shame. I used to teach them when CFI in the 1990's. Hundreds of pilots have died since 1998 that didnt know that maneuver.
@profo4544
2 жыл бұрын
U gotta know the plane, it should be an extension of ur body almost. This is what ww2 pilots were taught, this is also what skateboarders, sword masters, it applys to many things. Ww2 fighters were almost like riding a bike in the air compared to how advanced planes are now, all the auto features. Pilots who come up nowadays alot of them like to fly around on dcs or sims rather than get up and fly around in reality, nothing will replace real world scenarios. Not even the airlines simulation cockpits can completely 100% do it.
@CFITOMAHAWK2
2 жыл бұрын
@@profo4544 = Too many lazy pilots in USA GA. They dont want to maneuver anymore, but cruise around on autopilot and using GPS for nav. Lazy.
@marsgal42
2 жыл бұрын
I learned to fly at an airport with a tiny runway (2100 feet) and the school required going around after a bounce. There just wasn't any room to do anything else. The pitch change from idle to full power can be startling if you aren't used to it. I bounced on my last cross-country flight (sigh...) but with lots of runway in front of me got some power in, sorted out my airspeed and attitude and landed safely.
@nealhere
2 жыл бұрын
thanks for the great content. I passed it on to 2 of my students and logged it into my brain as well. Thanks for all your help to me and mine. All the best neal. SW fla. The other west coast
@MonkPetite
2 жыл бұрын
Look at the far end of the runway during the “flare” well flaring is for smaller planes. As big planes don’t flare. So I don’t teach “flare” anymore . Set up your plane to the correct speed vs decent rate. V Ref plus … that’s the trick. Over the trash hold you will experience ground effect. That will reduce the VSI so you may cut the power to settle down.
@charlesbarden8745
2 жыл бұрын
First flight with my wife, I bounced a 172 at 70ish. Once, twice, thought about GA but for whatever reason added a bit of power and it touched down smoothly.
@squangan
11 ай бұрын
I did most my student pilot training in a 152 and had no issues with visibility. Towards the end of my training I was switched to 172’s and the first thing I thought was, --- --- you can hardly see in front of you in this plane due to the dashboard.
@MichaelLloyd
2 жыл бұрын
In my flight training, decades ago, the instructor called a power up, full flap, go around the region of reverse command. Roll on the power and PITCH for airspeed and that means push the nose down to climb. Then start working the flaps out
@downwindchecklist6567
2 жыл бұрын
I did my first solo last summer and on one of the T&Gs I had to go around. I was glad I had asked my instructor to practice that the previous lesson. On another occasion, also solo (still student pilot) I had a lot of crosswind and decided to go around. I had the stall horn at full blast and I think I kept my cool deliberately to not leave the ground effect until I had more speed and lifted the flaps up a notch. I scared myself stiff, but I hope it is a lesson I will not forget. Thx for posting all these videos, it does help us think more and become better pilots!
@rinzler9775
2 жыл бұрын
We see on cars that it is now standard practice to have a reversing camera. I am wondering why nobody hasnt tried mounting a camera in the aircraft nose with a screen inside - maybe allow the centre nav screen to be switched to "nose view" when landing.
@pdquestions7673
2 жыл бұрын
When I was a CFI, I always got annoyed with people who drove their approaches to the end and flared at the very last minute (with no pre-flare). Just very awkward, and too much floating. On the other extreme, I myself had a tendency to over-emphasize the pre-flare. There's a happy medium. Some pre-flare is important, but you can't pre-flare too soon, or too much. Dropping in from a too-high flare, can cause a porpoise or just a bad landing. Interesting to note that the FedEx 80 crash at Narita was found to be caused by a bounced touchdown, caused by flaring too high. As early as possible in training, students should learn to approach with stable a/s and sink rate, and a well-timed pre-flare and flare.
@michaelfraser9796
2 жыл бұрын
The only time I would "pre-flare" is on a forced landing pattern where the approach angle is steeper than usual. A normal approach to land should be a continuous flare to the landing attitude. A 2-stage flare risks running out of ideas if the throttle is at idle and the first stage of the flare is completed to early.
@MrPepper312
2 жыл бұрын
During my flight training and first solo landing my instructor said he wished all his students could ace there landing that quick. Then I let him know I had 1654 previous dead stick landing. SKYDIVE
@Shannonbarnesdr1
2 жыл бұрын
im glad hes okay, i hope he will be able to continue training and get his license
@donc9751
2 жыл бұрын
I heard on another video about this incident that it scared the student pilot away from flying all together! Can't say that I blame him but it's always a disappointment watching someone give up on what probably may have been a lifetime dream.
@Shannonbarnesdr1
2 жыл бұрын
@@donc9751 oh man, yeah that is quite a sad thing, because yes flying for most of us has been a lifelong or near lifelong dream and passion.
@AllieMetcalfgoogle
2 жыл бұрын
I got a pic of a CFI cutting the shirttail of his student in front of the plane he just crashed. Gold.
@jimmydulin928
Жыл бұрын
Good lesson on all. Good site picture out side, also relative wind noise changes with change in airspeed. I agree on going with a bit of power after bounce and change to soft field landing with so much runway ahead. I agree with pitch down, not up on go around. In fact, with no obstruction problem ahead, staying in ground effect even to cruise airspeed is fine with so much runway ahead. We have too much indoctrination, practice, and muscle memory to do the very wrong thing...to pitch further up. Rudder more important with powerful airplanes, but levelling rather than pitching further up requires less P factor right rudder. Anyway good lesson.
@charleswesley9907
2 жыл бұрын
I had a bad event my self . I was doing a touch and go in a 150 and went full power before I got my flaps retracted , The airplane shot up about 50 ft in the air ,It was just about at stall . I descended slowly back into ground effect and let it accelerate so I could retract 1 notch of flaps, then another and finally climbed out with 1 notch and with a positive rate and accelerating I slowly removed the last notch . We all have had a mistake . I was lucky and so was that student .
@yu2z
2 жыл бұрын
I’ve received my PPL a month ago. I remember my first solo long flight outside home airfield. It took 1.5 hour, when I was departing crosswind was 3knots and didn’t expect to change. However when I returned to airfield crosswind became 11 knots with gusts to 17knots. And we never had chance to practice crosswind landing more than 6knots. Whoh… it was challenging. I’ve made 2 go arounds, thanks to school we practiced it many times. On third attempt I’ve made not bad landing )))
@olemissford7087
2 жыл бұрын
I feel you're struggle, I'm currently a student pilot and I had to do it for the first time last week. It was so challenging man.
@yu2z
2 жыл бұрын
@@olemissford7087 Keep practicing! After 5 or 10 landings with strong crosswind it won't be so scary ))
@olemissford7087
2 жыл бұрын
@@yu2z thanks bud!
@glennquagmire3258
2 жыл бұрын
I really like videos of the noobies just learning to fly. It tells me what they did and what they should have done. It is knowledge and preparation I can borrow and use so I don't have to learn it the hard way myself.
@jodywallace3375
2 жыл бұрын
I was in a Beech Sport one time with my instructor doing a flight review. He had me doing hoodwork near the home airport. I was on a 270 degree heading and the wind was on the nose. All of a sudden he grabbed the power lever and said you just lost your engine...I need you to take the hood off and figure out where to land the plane. Well as soon as I took the hood off I quickly realized we were over the top of runway 27 at about 2000 feet or so above ground. So I set best glide while executing a gentle 360 degree right turn back to the runway. I successfully executed the turn and lined up on a final approach to runway 27. I was a high on the approach so I added added flaps and chose my landing point. I had the runway made and just as I was about to start the round-out my instructor said "abort - abort...go around." So what did I do ?...I grabbed the flap handle and dumped the flaps...which was the wrong thing. The airplane started sinking really low when it lost the added lift provided by the flaps. My instructor immediately grabbed the yoke and held a level attitude while fire-walling the throttle. As soon as the sink was arrested by the added power we started to gradually increase altitude. He got me. I learned a valuable lesson that day. Power first always on a go around. Up to that time I had never done a go around. It was hard for me to change gears when I was so committed to executing the landing. I became mentally overloaded at the time. It made a great impression on me...one that I'll never forget.
@Pilot_engineer_19
2 жыл бұрын
Some of these avionics should a good way to see the front of the aircraft. It certainly would have prevented this accident.
@bobbyvee8941
2 жыл бұрын
If there had been KZitem videos when I did my training, I would be a much better pilot. I've learned more from these type videos than I did from two instructors!!
@JIMJAMSC
2 жыл бұрын
On my solo in a new A-152 Aerobat at KCAE I had done 1 T&G and was put on a extended downwind. The dw kept going and going.. I lost my RADIOS!! Diverted to a grass strip and called the tower who said straight in look for the lights. As I got close the FLAPS started cycling off to full to off !! After passing I joined some friends and had 25 cent pitchers . I was 18 and then that was legal age. After my commercial rating, I flew the same A-152 all the way to KMIA to sell. 650 miles iirc....
@scottycatman
2 жыл бұрын
My dad was a T-6 instructor for a while in the Navy and would often look 90 degrees to the left or right to figure out his attitude and how high off the ground he was. There were more conventional ways of getting that information, but he'd do that to freak his students out a bit while teaching a valuable lesson.
@sammycabrera4056
2 жыл бұрын
In my humble opinion, this Student Pilot was fully trimmed for a decent with full flaps, and when he added full power this caused the airplane to pitch aggressively upwards. Being a student pilot, he/she was caught off guard with this airplane reaction(sudden pitch upward), and possibly reduced power thinking that that was the reason for the sudden pitch upwards, instead of leaving the power full on, and adjusting the trim, and manually pitching for appropriate climbout speed.
@rp61
2 жыл бұрын
I once initially forgot to get rid-of carb heat, and stayed in ground effect. This pitch was definitely too high! Seems out of ground effect and simply ran out of speed.
@christopherd.4890
2 жыл бұрын
For his slow airspeed his pitch definitely looked too steep. I’f say above 8 degrees. I’d say it is possible if there was any way to know. One thing I learned as I worked toward my CPL. Patience, allowing the plane to respond to inputs, and airspeed is king. How the pilot was Ok.
@chwriter7138
2 жыл бұрын
Yesterday (as of writing this) I had my 2nd solo it was going mostly well had 3 or so touch and goes then I get a call from tower: winds 22 gusting 27 (idk what the exact direction was but it was mostly a crosswind). I immediately realized that it was going to be an issue. On final my plane was getting blown around enough where I did not feel comfortable landing so I did 2 go arounds and started planning to do circles or divert to another airport. I was then switched to the crosseind runway (wind was more of a headwind albeit still not perfect) and I managed to make a soft (albeit not the prettiest) landing and taxi back. I was lucky that I had enough crosswind training to land safely. I can definitely see how people get in trouble though.
@imtruth69
Жыл бұрын
I have had a few bounces when I was training. But I would ALWAYS just push the yoke forward a little as the plane was rising to counter then pull it back to finish the flare and never had any problems with it.
@marcelob.5300
2 жыл бұрын
You can call it reaction, but it's a great analysis. Thanks.
@coreyandnathanielchartier3749
8 ай бұрын
She bounced, panicked, threw in the power, didn't push the nose over, torque turned the plane to the left. Pretty simple. Probably used the archaic 'three wheels of nose up trim' for landing. Glad she survived it.
@SKYLARKING1
2 жыл бұрын
Fifty plus years of instructing; tell them to lean to the left and look around the side of the airplane. When the airplane is in a landing attitude, it's the same view as a taildragger. In a go-around, your right hand goes forward applying full power, and your LEFT HAND also moves forward pitching the nose down to a shallow climb attitude.
@geraldscott4302
2 жыл бұрын
It was definitely a salvageable landing, but a go around was also possible. He made one huge mistake. He pulled back way too hard and fast. had he given it full throttle and leveled off, then slowly climbed out, he would have been ok. Being his first solo, I have to wonder if his CFI spent enough time with him. He should have had a better feel for the controls and the aircrafts response to control inputs. He probably just panicked and wasn't thinking at all. Otherwise he would have realized that he didn't have anywhere near enough airspeed to climb that fast. He broke the airplane? Just how much does a broken airplane cost? Hopefully this kind of thing doesn't happen very often. No wonder flight school is so expensive. I only paid around $1500 back in 1981. And I didn't break an airplane.
@jeffwalther3935
2 жыл бұрын
The Lindbergh reference is a PRICELESS tip. I hadn't thought of it before, but relied upon it instinctively anyway and didn't know it. As a Lindy hero worshipper, the NAME and its historical reference are charming AND insightful. The restricted forward view of the Spirit of St. Louis, reduced to a "periscope", never done before or since, using the sideview of regular cockpit windows ALWAYS bothered me since first realizing that was how he flew, everywhere all the time, world-wide, quite perfectly. Since becoming a pilot, with experience, varied aircraft, etc. I too discovered and relied upon, early on such visual reliance with such routine nosehigh disorientation. The green, rookie pilot, of course, showed he didn't have slow flight "touch" quite understood yet, the "light touch being the right touch" lesson. It IS something all pilots have to develop independently AND is slightly different with each aircraft. The instructor should have known he wasn't quite smooth enough with (slow flight) control inputs - ESPECIALLY high pitches nose up when slow.
@mwp1088
2 жыл бұрын
Great tip on the reference point, I will try to use that on my next flight. I am really working on getting my landings as smooth as possible and I think this will help. On a recent touch and go, I forgot to retract the flap and I realized as I was really pushing the nose down to keep my speed up. I think using audio techniques, saying what you should be doing each time, vs memory is also a great way to keep your flow consistent.
@57corvettehead
2 жыл бұрын
I experienced a similar situation as a student but was able to recover the aircraft without damage. 1964 c 172 with manual flap lever between seats. Gusty variable crosswind turned me on the yaw axis to a degree that I thought would produce ground handling difficulty if I let the wheels touch down. I was 30 or 40 degree flap, very slow after full flare out to almost stalled then got scared by gust and applied full power forgetting to hold pressure on stick. Aircraft pitched up abruptly, I had a lot of crosswind landing experience, and good go around experience, but in the situation forgot to hold stick forward. I was climbing, knew I was approaching bad situation of high attitude and slowing speed about 75 to 100 feet above deck and in my fright I abruptly reduced flap, with manual flap lever, to 0 degrees in an attept to get nose down and plane flying again. Only at that point was I able to get nose down. Aircraft began to settle rapidly but I was able to keep the nose down and keep it flying, gained enough airspeed that's was able to pitch the plane level at time of second touch down. Hard landing but nothing broken. I continued on touch and go and climbed out. Scared to death, shaking, wanted to go home but was able to force myself to de two more touch and goes of the ten I had planned and then left the area for home base.
@cpurickyahoo
2 жыл бұрын
Leaving ground effect will not increase AOA. Therefore, it will not cause a stall. Even if leaving ground effect increases drag, it still does not increase AOA. In these cases, the airplane should settle as lift becomes insufficient. But it will not stall if the flight dynamics don't increase AOA.
@ForgottenMan2009
2 жыл бұрын
I converted to a different glider the club owned and it was really pitch sensative in ground effect so every landing was , er, a challenge... I regularly took 500m to land it which is crazy long for a glider! And they will ground effect for that long and longer easily. The procedure after ballooning wasnt to 'correct' it but to just to pull in the airbrakes fly it straight and level , settle down, then slowly airbrake out and let the speed decay and flare. You can sort of see why it took 500m... Did my first land out in that one. The landing run is way shorter up a hill.... 🙂
@Simmonique
2 жыл бұрын
At 3:44 What is that shiny object in the background near the plane? It goes from right to left and fades out. At first I thought it was a lens flare.
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