Is this an OK landing now?
 

Stall horn for about 2 seconds and main gears touch down first.


What is interesting that the nose-wheel appears to hit the runway harder this way :)

Background to this question: flat (slightly nose-wheel) landing due to mis-trimming on final, http://www.pprune.org/private-flying...d-landing.html

Your approach looks stabilized and the landing was on the main wheels, so it looks good to me though.


WP

Nope.

Although better than the previous video, this is still too flat. A Katana should touch it's mainwheels with the nosewheel much higher than that, and you should be able to hold the nosewheel off until well after the mainwheels have touched.

The Katana stall waning horns are notoriously pessimistic, and can't easily be adjusted.

Typically the stall warning should sound as soon as you raise the nose to land, (flare) continue as the mainwheels touch the ground, and then continue as you roll along, until you lower the nosewheel to the ground.

Review your target threshold speed with your instructor, and check it against the recommended speed in the POH. Make sure that you are not crossing the threshold too fast.



MJ:ok:

Flat landing. Rubbish. :)

It's an OK landing.

As Mach Jump said, a bit flat. The potential in a flat-ish landing is porpoising, as the aircraft still has enough potential for flight at touchdown; ie: you still have flying speed.

Need to hold off a bit longer. I get the impression the approach speed over the threshold may have been a few knots higher than optimal.

Power for altitude, pitch for speed. Right after reducing the power and putting in the first notch of flaps near the end of the downwind try setting the power for a 500fpm descent then diligently NOT changing the power again till the flare. Then you can concentrate on the pitch for speed control and this should force you into the correct attitude ( nose proud) for the flare and not the flat "3 pointer" type touchdown in the vids.

Thanks!
 

That looks more like the short/rough field landing process to me, but actually I would like to get as close as possible to that, otherwise I am not confident landing onto grass fields yet.

At the same time, I am not sure elevator authority is enough for keeping the nose wheel in the air after touch down. We did some of those landings during conversion training, stick full aft (literally in my stomach) at touchdown, yet the center of gravity pushed the nose down around the main wheels acting as rotation points. So instead of rolling with nose wheel in the air, the goal was to unload the nose wheel as far as possible during the landing roll.

Good point, quite true. It often sounds during take-off rotation as well.

I am entering the company-approved flogging room now :) :ugh:

The speed was supposed to be OK. The last glance I took before round-out was 60 KIAS. The operator trains beginners for a 70 KIAS approach (wind-shear, turbulence etc.), and conversion training (for non-beginners) aims for 65 KIAS. POH DV20 KATANA 100 says 60 kts, so the speed was even lower than what we are taught to target.

It's the holding off, which could have been longer indeed. As the nose started to rise, I heard the stall warning horn, and also sensed we started to climb/balloon, so I stopped pulling more and the a/c settled down on the runway. But I don't see ANY climb on the video recording, the main gears flew completely level with the runway. So maybe I just have to anticipate that in the nose-up attitude, I sit slightly higher up above the runway, without actually climbing. :* :suspect:

Also a good idea, but we are instructed to deploy landing flaps only when being sure about reaching the threshold even in case of engine failure. So in fact, when we deploy landing flaps, we also cut the throttle and "dive" to the threshold. Got to get a good grip on this type of landing, as I would like to visit shorter and rougher landing fields than the ones in the videos.