Tips for the perfect landing?
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Tips for the perfect landing?
Hey guys,
I have around 10.5 hours in the piper warrior 1.5 of which is solo. Does anyone have any tips on how to make the 'perfect landing' ie a nice smooth one. My landings are ok, sometimes i might float a bit and sometimes they seem good. What I want to do is get them nice and smooth consistently, weather permitting!
Do you have any tips on how to do this or is it really just a case of practice makes perfect?
I have around 10.5 hours in the piper warrior 1.5 of which is solo. Does anyone have any tips on how to make the 'perfect landing' ie a nice smooth one. My landings are ok, sometimes i might float a bit and sometimes they seem good. What I want to do is get them nice and smooth consistently, weather permitting!
Do you have any tips on how to do this or is it really just a case of practice makes perfect?
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I've learned the best way to get great landings is to do as many as you can. 
I don't think there's really anything anyone can say that can help you. You just have to aquire a feel for it. Don't worry, I promise you will.
I don't think there's really anything anyone can say that can help you. You just have to aquire a feel for it. Don't worry, I promise you will.
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this is interesting reading
http://www.pprune.org/forums/showthread.php?t=74587
http://www.pprune.org/forums/showthread.php?t=74587
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You might find some value in this thread: http://www.pprune.org/forums/showthread.php?t=244431 .
For what it's worth, I was taught that when the grass/texture in the tarmac begins to rush up at you, that's when you start pulling back to check your decent rate.
Walked away from every landing since. When I started microlight flying, though, it scared the hell out of my instructor.
For what it's worth, I was taught that when the grass/texture in the tarmac begins to rush up at you, that's when you start pulling back to check your decent rate.
Walked away from every landing since. When I started microlight flying, though, it scared the hell out of my instructor.
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Rule number one is come in at the right speed. For a steady wind, in a warrior with full flaps the book value is, from memory, 63knts. If you are solo it will be less. IT IS NOT MORE. Nail that speed, or whatever the book value is. Ignore anybody who tells you to come in faster, and if they are an instructor then you already know more than they do.
Then read the first thread cited above and take note of what Chuck Ellsworth says.
The final moments of landing a plane is about the only thing about flying that is not immediately intuitive. It's something that doesn't come easy to most, so don't be too upset if you don't find it simple to do, it takes time.
Then read the first thread cited above and take note of what Chuck Ellsworth says.
The final moments of landing a plane is about the only thing about flying that is not immediately intuitive. It's something that doesn't come easy to most, so don't be too upset if you don't find it simple to do, it takes time.
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I think Slim is stressing the importance of a good approach. He is exactly right. The chances of pulling a good landing from a bad approach are not very good. When in doubt; bin it and go around.
Also; remember you have command of an aeroplane. That point is well worth remembering.
Also; remember you have command of an aeroplane. That point is well worth remembering.
Last edited by GOLF_BRAVO_ZULU; 24th Sep 2006 at 22:45. Reason: finger trouble and pedantry
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a good approach is definetly essential and getting the right speed.
i rememer when i was learning to land, i never seem to flare early enough as i was staring at the ground. best thing for height judgement is to look at the horizon, ever since i was taugh that, i got almost every landing almost perfect.
anyway, remember to get the speed right otherwise u would be floating forever...keeping that too long, u may not have enough speed for a go around!!!!
i rememer when i was learning to land, i never seem to flare early enough as i was staring at the ground. best thing for height judgement is to look at the horizon, ever since i was taugh that, i got almost every landing almost perfect.
anyway, remember to get the speed right otherwise u would be floating forever...keeping that too long, u may not have enough speed for a go around!!!!
i agree. flare to maintain level, and once your nosewheel is definately up, just let it settle.
The faster you are, the longer you'll float and the smoother it'll be. Id say try it fast on a long runway, then come in progressively slower until it becomes one continuous movement. Eventually you'll be stopping on the piano keys. less frustrating I found, and in no time, you'll be wondering what all the fuss was about
The faster you are, the longer you'll float and the smoother it'll be. Id say try it fast on a long runway, then come in progressively slower until it becomes one continuous movement. Eventually you'll be stopping on the piano keys. less frustrating I found, and in no time, you'll be wondering what all the fuss was about
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Warriors and Archers both love the float!!
I find get a/c set up nice and early, reduce power to get white arc and take first stage flap and trim a/c just after mid down wind, aim to be at 75kts just prior to turning base (normally I use 1300 - 1500rpm for the base and finals).
Turn base take 2nd stage flap and airspeed 75kts, turn finals (not below 70kts) pick your landing spot and keep that in one place in the window, take final flap and reduce speed to 65kts, adjust power as necessary, short finals 60kts bringing it back to 55kts adjust gaze to end of runway crossing the fence and flare. Try to keep a little power on and trickle it back little by little aiming to have throttle closed at the same time the wheels touch down. Takes a little practice but it'll get there eventually.
But to be really sure check it out with your instructor and check the manual for accurate numbers.... do what he/it says.
good luck.
I find get a/c set up nice and early, reduce power to get white arc and take first stage flap and trim a/c just after mid down wind, aim to be at 75kts just prior to turning base (normally I use 1300 - 1500rpm for the base and finals).
Turn base take 2nd stage flap and airspeed 75kts, turn finals (not below 70kts) pick your landing spot and keep that in one place in the window, take final flap and reduce speed to 65kts, adjust power as necessary, short finals 60kts bringing it back to 55kts adjust gaze to end of runway crossing the fence and flare. Try to keep a little power on and trickle it back little by little aiming to have throttle closed at the same time the wheels touch down. Takes a little practice but it'll get there eventually.
But to be really sure check it out with your instructor and check the manual for accurate numbers.... do what he/it says.
good luck.
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Don't believe everything you're being told on here. In particular don't try flying a fast approach and letting it float, that's a recipe for a bounce, a bust noseleg and prop and a shock-loaded engine.
There isn't a "right" approach speed for every situation, however the speeds in the POH are definitely the right starting point. Here are a few examples where you might depart slightly from them.
1. Sunny day. Trees on the approach are likely to cause sink, a ploughed field is likely to cause lift, causing you to move the approach speed a couple of knots up or down so you get to the numbers at the right speed.
2. Strong headwind. The headwind will reduce as you near the ground, causing your IAS to reduce and your arrival to be too slow, again you may anticipate by adding a couple of knots to the approach.
3. Loading. A lightly loaded aircraft needs less speed on the approach. Remember the book figures are usually calculated on still air and at or near MAUW.
4. Runway slope. You'll lose a lot more energy in the flare if the runway is sloping uphill and a lot less if it is sloping away from you. Yesterday I landed at Oaksey Park where the threshold of 11 has a significant upslope and the approach is over a valley. Bags of power needed to be added to prevent plummeting. On an uphill runway don't take all the power off until you are flying parallel to the runway with your wheels a couple of feet above it. By contrast you can have a lot of fun watching people trying to land on 03 at Popham. This has high trees on the approach and a downslope but it is quite long. Some people float for ever and eventually go around when they've used up two thirds of the available length and still haven't found the ground.
When you find a sure-fire recipe for making the perfect landing please let me know so I can do them too.
Mike
There isn't a "right" approach speed for every situation, however the speeds in the POH are definitely the right starting point. Here are a few examples where you might depart slightly from them.
1. Sunny day. Trees on the approach are likely to cause sink, a ploughed field is likely to cause lift, causing you to move the approach speed a couple of knots up or down so you get to the numbers at the right speed.
2. Strong headwind. The headwind will reduce as you near the ground, causing your IAS to reduce and your arrival to be too slow, again you may anticipate by adding a couple of knots to the approach.
3. Loading. A lightly loaded aircraft needs less speed on the approach. Remember the book figures are usually calculated on still air and at or near MAUW.
4. Runway slope. You'll lose a lot more energy in the flare if the runway is sloping uphill and a lot less if it is sloping away from you. Yesterday I landed at Oaksey Park where the threshold of 11 has a significant upslope and the approach is over a valley. Bags of power needed to be added to prevent plummeting. On an uphill runway don't take all the power off until you are flying parallel to the runway with your wheels a couple of feet above it. By contrast you can have a lot of fun watching people trying to land on 03 at Popham. This has high trees on the approach and a downslope but it is quite long. Some people float for ever and eventually go around when they've used up two thirds of the available length and still haven't found the ground.
When you find a sure-fire recipe for making the perfect landing please let me know so I can do them too.
Mike
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Fly the correct speed and the correct profile.
When you flare your job is to stop the thing from landing for as long as possible. It will land when it is ready, not when you think it should.
When you flare your job is to stop the thing from landing for as long as possible. It will land when it is ready, not when you think it should.
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I reckon I have made two perfect landings. At a quick estimate, that's rather less than 0.001% of my attempts. It never stopped me trying for a third one, though.
My advice is, never be satisfied by anything less than perfect. Good luck.
My advice is, never be satisfied by anything less than perfect. Good luck.
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Hey guys,
I have around 10.5 hours in the piper warrior 1.5 of which is solo. Does anyone have any tips on how to make the 'perfect landing' ie a nice smooth one. My landings are ok, sometimes i might float a bit and sometimes they seem good. What I want to do is get them nice and smooth consistently, weather permitting!
Do you have any tips on how to do this or is it really just a case of practice makes perfect?
I have around 10.5 hours in the piper warrior 1.5 of which is solo. Does anyone have any tips on how to make the 'perfect landing' ie a nice smooth one. My landings are ok, sometimes i might float a bit and sometimes they seem good. What I want to do is get them nice and smooth consistently, weather permitting!
Do you have any tips on how to do this or is it really just a case of practice makes perfect?
no such thing...but its a nice myth..and something to aspire to..
there are good landings, bad landings and greasers...the latter is as close as you will get..each one is different...even for people doing it day in day out.remember the last time someone tried to plant you in a large jet??...it happens....just as it does in a 172 training....
but it gives you something to aspire to and work towards.
practice helps but just when you think you've nailed it..along comes a day with windshear or turbulance and thats followed by a satisfying feeling or humility...your choice..so nail that speed to the correct numbers..get the rate or descent right and practice..
i have a book called ''make better landings'' by alan bramson.have a look for it...might give you some help....
he autographed it '' to *** who has never made a bad landing ''....so even if i do....i have a certificate to prove that i do'nt do it..!!!!
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Use the correct approach speed as per POH
Be stable and unhurried in the approach
Don't transit straight from approach to flare - Remember the hold off
A good approach will invariably result in a good landing
Be stable and unhurried in the approach
Don't transit straight from approach to flare - Remember the hold off
A good approach will invariably result in a good landing