CFI Narrates Traffic Pattern - points out pilot mistakes in airplane control leading to bad landings 

My first stop on solo cross country was KAUN. The terrain rise on east side is deceptive and I ended up way too high and had to go around. Thankfully, second approach was on the money. Stabilizing your approach is key.

Great tips Jason. I have seen two excursions from the runway, both by Moonies, that came in too fast. Having your approach stabilized simply can't be over-emphasized. One of those accidents caused a completed gear failure and a prop strike that caused the plane to be scrapped because it wasn't worth fixing.

Jason, back at it again with the fire vids! This is going straight to my pre-solo student :)

Airspeed control on descents and in the pattern is notoriously difficult in a Mooney. If you're descending straight ahead, even with power off, you're not generally able to slow down. Not typically an aircraft I'd suggest for someone still trying to get their PPL, but it can be done. Slowing before the base turn to me says "I tend to hit final too fast and want to slow down earlier". If you're hitting abeam the numbers at 90 knots that's a lot of energy to bleed off even with the gear down. Flaps aren't going to do much to slow you down either, certainly not as much as the barn doors at 40 degrees on an older 172. I'd try a slightly longer and wider pattern to allow more time and more room to make those adjustments, focusing especially on how much trim adjustment is needed for each speed. A longer final also gives more time to feel out the crosswind, and gives time for a second GUMPS check! As your student figures out the proper feel for setting trim and bleeding off energy in pattern turns, you can start to tighten the pattern back up a bit for safety. The apprehension of slowing too much in the base to final turn is very reasonable. I've found some practice with slow flight and steep turns often improves confidence. Maybe demonstrate some accelerated stalls at altitude as well to show what the aircraft will do. Establish 100 knots level, set pattern descent configuration/power (12", prop full forward, gear down, some flaps), then start a level steep turn until you get the buffet. My instructor continued to hold backpressure doing this demonstration, and I swear he did another 180 degrees of compass rotation right on the stall edge with the yoke nearly full back, indicating about 75. As long as you're coordinated, the Mooney's stall characteristics in this scenario are surprisingly tame. In general you'll just swing a bit wider as the nose drops for you, and of course you'll lose some altitude. Not something to encourage in the actual pattern of course, but useful knowledge.

Great advise. Thanks

Excellent tips!!

great expansion from the webinar.

I own a M20C Mooney and understand they love flying. Airspeed is rule that have minimum tolerance in landing a Mooney.

Yes, too much airspeed made other error worse. Runway alignment was pretty good on short final as there was just moderate wing wagging from using aileron. He let the centerline move away right just before touchdown, however. I taught dynamic proactive rudder movement and no aileron in TW airplanes, but it is more difficult to get nose wheel pilots to use this perfect alignment technique. Since we do not wish to turn, there is absolutely no reason to apply aileron with its adverse yaw. A lot is going on in the short final phase and the steering wheel will cause much trouble.

I fly a piper Arrow 180R. My approach speeds are much higher than a Mooney. 120 downwind, 110 abeam the numbers, 100 base and 90 below on final/ flare. Since it falls like a brick, it feels good to have extra airspeed in case something doesn’t feel right on landing.

Another great video, thank you. Perhaps you could make a video about a recent experience I had as a fresh solo pilot. I flew in variable winds for the first time and experienced something that felt a little weird. I was doing pattern work on Rwy 22 and winds were variable from 220 to 190 @8 G 15. On one of my takeoffs, after I turned left crosswind I noticed I was skidding. When I stepped on the ball to coordinate, the felt sensation was very odd. As I made the turn I felt like my body was sliding toward the door, I could feel increasing pressure on my left shoulder against the door as the gusts pushed me. It just felt weird, a skidding left climbing crosswind turn into variable left quartering headwinds. Honestly, it spooked me for a second before I processed what had happened. I did another touch and go then left the pattern to work and ground reference maneuvers, mainly turns around a point in those winds. Any insight, including any drills for dealing with a climbing left skidding turn in winds, I’ve noticed this seems to be fairly common in some of the groups and student pilot forums I’m in.

How much do you allow speed below the target number? I think the issue is that good landing is not to overspeed, same time students are too afraid to be below the goal speed, as -1knt already triggers "watch your speed"

Video starts at 0:37

I remember how I first learned to fly the traffic pattern and I absolutely can't imagine doing that in a Mooney. You seriously expect a pre-solo student to fly the pattern in an airplane that doesn't want to slow down, and also has retractable gear and constant speed prop? Sounds like the worst idea ever.

If you are 10 it’s fast that is 14 percent greater than 70 kts. Square 1.14 and you get 30 percent more runway used the plane won’t land until it’s ready!

90 80 70. But also you are slowing and passing through those speeds. Should the speed be changed in the turn and roll out exactly on speed?

Overall I agree, but two things jump out at me. First, in many aircraft you need to slow down BEFORE you can deploy flaps/gear, and it's much easier to slow down whilst flying level than in a decent. Second, and much more significant, I really hate this fixation with choosing the middle of the runway as the abort point (both for landing and takeoff). Admittedly for most light aircraft on most US runways this is safe but lazy, but in some aircraft and on shorter runways itsl is positively dangerous. I routinely fly an aircraft with a 400m landing roll onto a 500m runway - if I'm not landing within 50m of the start, I'm probably going to go off the end. The abort point for landing should be no later than the expected ground roll plus 50m before the end of the runway, or half the expected ground roll after the start of the runway, whichever is earlier.

I never look at the airspeed indicator in the pattern. I look out the window and land the plane. The whole 90-80-70 thing is foreign to me. By the way, I make great landings.

why dont CFIs bring the little toy plane inside the cockpit? its such a valuable tool in my opinion. im currently working on CFI and plan to bring the little toy to help visualize certain maneuvers.

I say there should be more focus on salvaging landings than just baling out with go arounds… The first time you lose an engine… You’re gonna sure wish that you were more experienced turning imperfect approaches into non eventful successful landings