An acceptable landing...
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An acceptable landing...
My landing on 25 at Shoreham today...
Think my round out was a little too early so had a couple of extra feet to lose with the flare, hence a bit too much stall warning.
Think my round out was a little too early so had a couple of extra feet to lose with the flare, hence a bit too much stall warning.
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Wow, that was one of the most exciting videos I have watched in years, you obviously impressed the female passenger with her proclomation of "nice Landing". Nicely ironed and pressed high vis jacket your wearing as well....
Personally I think the one below shows a little more skill
Personally I think the one below shows a little more skill
The whole approach was far too low, if you had experienced an engine failure you would have had nowhere to go! Wearing nylon high vis jackets in an aeroplane is a flight safety hazard, they are highly flammable, and in a fire weld themselves to your skin!
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An acceptable landing... is one you walk away from without having broken anything. 
Nicely done!
I was told in no uncertain terms by a CFI a while back that flight crew were not supposed to wear high vis jackets in the cockpit because they are bright and distracting. The fire aspect makes more sense to me though.
Nicely done!
Wearing nylon high vis jackets in an aeroplane is a flight safety hazard
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Shame the Seneca kept the left engine running, looks like a shock load on that engine just after touch down.
I had an emergency landing due to unsafe gear at Brussels Int'l once and shut both engines prior to landing, she floated like a dream without any risk of shock loading the engines
BvH
I had an emergency landing due to unsafe gear at Brussels Int'l once and shut both engines prior to landing, she floated like a dream without any risk of shock loading the engines
BvH
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Shame the Seneca kept the left engine running,...
And regarding the original post: How can you see anything from your cockpit with all those propeller blades?
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Given that a "good" landing is one you can walk away from, as any fule kno, and following on from that an "excellent" landing is one where you can use the aeroplane again afterwards, what are we to make of "acceptable"? It's clearly worse than "good", so I guess it means that you couldn't walk away but the resulting injuries were non-permanent.
Something he did right then - if an aeroplane with an artificial stall warning isn't touching down with the warner operating, it's probably too fast.
Too many pilots add speed "for the wife and kids" and hit the far hedge as a result one day when they go into a short runway with that sort of inappropriate technique.
Worse still some instructors encourage this sort of behaviour, rather than flying to POH speeds with good speed control through the approach and landing. My personal record is an FAA FI who had us come over the hedge at 75knots in a lightweight aeroplane whose book approach speed at Max Weight was 63.
G
Too many pilots add speed "for the wife and kids" and hit the far hedge as a result one day when they go into a short runway with that sort of inappropriate technique.
Worse still some instructors encourage this sort of behaviour, rather than flying to POH speeds with good speed control through the approach and landing. My personal record is an FAA FI who had us come over the hedge at 75knots in a lightweight aeroplane whose book approach speed at Max Weight was 63.
G
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...if an aeroplane with an artificial stall warning isn't touching down with the warner operating, it's too fast and at risk of overrunning.
I was instructed - and instruct - differently. Fly the final approach at the correct speed and touch down before the stall warning activates. If you are too fast over the threshold, it makes zero difference regarding the landing distance if you bleed the speed off in ground effect and touch down when the stall warner operates or touch down a little faster immediately. Or rather on the contrary: Wheel brakes together with drag will slow you down in less distance than drag alone.
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Hmm
The touchdown was acceptable but the approach left a lot to be desired.
Definitely too low from a long way out and too much throttle play. If you tried that sort of approach at any site with curl-over problems you'd have landed 1/2 mile short or ploughed through a hedge
Try a higher approach next time so you don't limit your options
The touchdown was acceptable but the approach left a lot to be desired.
Definitely too low from a long way out and too much throttle play. If you tried that sort of approach at any site with curl-over problems you'd have landed 1/2 mile short or ploughed through a hedge
Try a higher approach next time so you don't limit your options
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Quite
So I think CT8282 needs to look a bit more deeply into his interpretation of this landing.
Forget the stall warner, look at the 'picture' that, in this case, was wrong.
So I think CT8282 needs to look a bit more deeply into his interpretation of this landing.
Forget the stall warner, look at the 'picture' that, in this case, was wrong.
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What Next,
I hope you don't do any instructing on tail draggers, if you do I think you will soon change your opinion.
All singles should touch down as slow as possible.
I hope you don't do any instructing on tail draggers, if you do I think you will soon change your opinion.
All singles should touch down as slow as possible.
Last edited by plucka; 10th Jul 2011 at 01:01.
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l don`t mean to be rude but speed doesn`t bleed off in ground effect.
You are probably thinking about form drag, the space shuttle etc. raising its nose to slow.
Ground effect is a wonderful thing, the induced drag wingtip contrails being cut off by contact with the ground.
What you won`t get to know is how close to the ground you have to be.
l`ll share some hard won experience and research. Not available elsewhere without a price.
One quarter of the span above the surface.
l did fly in ground effect through an Australian supermarket carpark, below the sagging telephone wires, more years ago than l dare admit to achieve a goal.
Best avoided.
Sorry guys, just looking for friends l didn`t mean to cause silence. Pardon.
You are probably thinking about form drag, the space shuttle etc. raising its nose to slow.
Ground effect is a wonderful thing, the induced drag wingtip contrails being cut off by contact with the ground.
What you won`t get to know is how close to the ground you have to be.
l`ll share some hard won experience and research. Not available elsewhere without a price.
One quarter of the span above the surface.
l did fly in ground effect through an Australian supermarket carpark, below the sagging telephone wires, more years ago than l dare admit to achieve a goal.
Best avoided.
Sorry guys, just looking for friends l didn`t mean to cause silence. Pardon.