Yep looked like a full attention required landing. I have a airfield that has a bank of trees just before the threshold and if your on a normal approch they suck you down and i get the Stall alarm just like you did. On that runway we always come in high, full flap and dive past the trees throttle closed to avoid the hole in the air. Hard when your first learning fun once you have :-) Love the DA40 but my head hits the canopy so not good for me on longer trips as i get kneck ache.
This landing was excellent. I'm an instructor that specializes in wind training. Click my name if you want proof. The pilot touched down on the center line, upwind wing low, nose high, soft-enough, with the longitudinal axis aligned with the runway, no side drift, and maintained xwind correction on the centerline throughout the rollout. To all the armchair critics. I don't care if you would have flown the approach differently, good for you. Do a landing this nice and post it to youtube, then have yourself a cookie because you earned it. Flap setting is a matter of pilot preference. Sure, less flaps lets you touch down a few knots faster, which makes the controls more effective, but now you're carrying more kinetic energy into the rollout, and less aerodynamic drag to bleed it off. Flaps are a tradeoff. As for his approach speed, it was plenty high. He wasn't dragging it in on the stall horn. My favorite thing is when a student adds 10kts to their approach speed because someone told them to on reddit, then they float halfway down the runway waiting for the landing to be over, finally they force it down too fast, and it starts skidding sideways because the wheels have no weight on them. It's the single most common mistake I see in rusty pilot xwind. The approach angle was fine, too. I fly steeper in my mooney and slower in my champ. Because I like doing it that way, not because it's the best way. My friends fly my planes differently and get the same results. If you think there's only one right way to fly in wind, you're wrong. Next time it's breezy go up and experiment with all the techniques - no flaps, full flaps, fast, slow, steep, shallow. You'll see they all work. Just keep enough padding in your energy state to absorb a gust without dropping onto terrain and you'll be fine.
Well said. I'm a low time pilot. The $200.00 hamburger type. Even I know that was a high pucker factor landing. Can you expound on ... "keep enough padding in your energy state". TIA.
@@veritas6466 Energy is airspeed and altitude. In gusty conditions you can be slow, or low, but not both. So your choices are to add a few knots to your approach speed (AFH recommended), or come in a little steeper (my preference my mooney). If you do neither, and a gust goes away, you may find yourself dropping onto terrain before reaching the runway.
@@MyGoogleRU-vid The touchdown still needs to be at or close to full stall, so the tires firmly grip the runway. Otherwise you end up skidding sideways due to low weight on wheels.
I don't echo "well done/" I think it was reckless to attempt to land. You should have gone around. This scenario is the whole reason why you train touch and goes. One good downdraft and you were toast.
No. The pilot handled the loss of lift at 0:40 perfectly, by powering through it. What do touch n goes have to do with anything? Surely you realize it's not the same thing as a go around. Also, the pilot did get a downdraft and handled it fine. Maybe in your flight sim you can circle forever waiting for the wind to die down, but this guy had to eventually put it down somewhere. Conditions here were challenging but well within his comfort zone, as he demonstrated.
I'm going to guess that you aren't a pilot? This was a great day to get out and do some circuits...the only way to become and remain proficient at landing in less than ideal conditions is to practice landing in less than ideal conditions.
Pilot preference. Some prefer less flaps for more control surface authority. Others prefer full flaps for a shorter ground roll. I use full flaps for the approach and retract them at the moment of touchdown for maximum weight on wheels.
@@WhiteHawk77 Yeah agreed about 0:52, but it also sounds like the engine revs up at 0:40. Only OP knows for sure, wind shear doesn't come through very well in gopro video. I remember a flight where I was in straight-up free fall for about a second, needed full power and brisk forward elevator to get it flying again. When I went back and watched the video, I could barely even identify the timestamp.
@@bhc1892 guess it depends on how pitch up or down the nose is to the horizon and the angle of the camera on a 2D screen for how easy it is to see I suppose?
@@WhiteHawk77 Sounds right. To me, windshear is something I've always identified by feel rather than sight. Your butt gets lighter in the seat and the controls feel mushier.
There is no angle of attack sensor nor indicator in this aeroplane. The attitude of nose doesn't necessarily tell you anything about angle of attack. The AFM specifies approach speed (IAS) for different landing masses. You can easily read the standby airspeed indicator, that shows around 80 knots, which is propably few knots extra in this configuration, and when reaching ground effect the airspeed slows down just below 60 which just above stall speed as I raise the nose. I always use pitch for speed, power for altitude during final approach. Generally speaking in every aircraft using full flaps helps you to put your nose down to see where you are going. Of course you have to correct this before touchdown to make the landing on main wheels first. To accomplish this you need some energy - airspeed. We don't want any stall-spin accident, that's why a safe airspeed is absolute requirement during final approach, there must be a safety margin for any sudden change of conditions.
This DA40NG with Austro diesel engine is much heavier (the newbuilts have 1310kg MTOW, the plane in this video is limited to 1280kg) than a DA40 Diamond Star with a Lycoming avgas engine. NG stalls at 60 knots with full flaps whereas the lighter avgas version stalls at 52 knots at 1200kg. The wing is basically same, but NG has winglets.
Meh I don't think OP oversold it. Sure it wasn't the gnarliest of xwinds but at least we didn't have to sit through a 5 minute intro and 25 minute flight to finally see it. And it was well flown.
Nice job. Check your glide path. It might just be the camera but it appeared like you were low on the approach. In gusty and turbulent conditions it's best to approach with a higher angle of attack. But if you're not comfortable with that or have not been trained accordingly then stay with what you are most proficient with.
Bleeding off all of your energy in your long and flat flare and riding the stall warning to the ground - not what you should be doing in gusty conditions.
@@laurentsamson8927 In gusty conditions..... it's.....gusty :) If you're peeing away all of your energy on an extended flare and riding the stall warning you're going to have no control authority or energy left to overcome a gust. Considering adding a few knots to your final (If the poh endorses that", aim for the TDZ, don't float, land firmly.
