When I first started instructing I found that my students were having trouble landing. Now, I'm the last person to stick to dogma 'we do it that way just because we've always done it that way' but I truly believe that where the pilot looks in those critical few seconds is key to success. With respect, it may never have been taught by any instructor simply because it is NOT the way we teach students to judge the point at which to flare (or round-out, if you please) or to judge the hold-off.
UTTERLY DISHEARTENED WINDOWS
Look to the end and try not to landĭanny wrote:It’s never been taught to me by any instructor but I find that a quick glance out of the side windows as I feel the need to flare massively improves my appreciation of my actual height above the runway rather than staring straight forward at a picture which will vary with runway width, crosswind, size of the numbers etc.
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Wiggle your ankles and the rudder ever so slightly once established on final to wake your feet up.Īlso ask your instructor can you do a few low passes /go arounds? Like 6 inches off the runway, with a tad power just hanging in the prop at the flare. You fly the aeroplane not the other way around.
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It is weird and can feel counterintuitive to raise the nose on final but it is often required.Īre you properly trimmed? A good trim in base and a good re-trim on final, on a calm day you should be able to watch the aeroplane fly it’s own final descent path. If you add power to arrest sink you will probably have to reduce your down pitch.
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Then you probably pop the nose down a tad to keep the picture and guess what? Your airspeed increases.and vice versa. Your addition of power reduces your rate of decent. The power isn’t necessarily causing your speed increase. GunnyD3v wrote:There is usually quite a bit of sink, of which I end up adding too much power, causing the speed to increase, and I just get into a vicious circle