Ep. 33: Touch and Go's | Learning To Land 

Glad it helps! Share us with your friends!

Talks way to fast for me

Thanks! Safe Flying!

Glad it helps! Share it around!

@@fly8ma.comflighttraining199 Will do and thanks again!

Wilco!

Really glad to hear it all helps out! Good luck on your training and be sure to share our new site with your friends on Facebook and around the airport! www.fly8ma.com/

Haha, glad to hear its going well for ya! Be sure to share our channel and site with your friends around the airport and on FB!

Glad it helps! Fly Safe!

What part of Missouri are you learning in? I'm learning in the Kansas City area!

No way? I go to Mizzou. Im gonna start in December flying.

Thanks! Glad it all helps! Good luck and be safe out there!

In this particular airplane 80mph over the numbers and power to idle at about 5ft works perfect, each one has its own quirks depending upon how many times its been slammed into the ground and bent up. Typically in any airplane a stable 3 degree approach with "power on" and at the book published speeds will lead to a good landing.

I'm currently training in a Cherokee, and I have to engage/disengage the carb heat constantly too. Basically whenever I bring the plane to slow flight at the abeam point on the downwind (1500 rpm, around 80 mph), I put in the carb heat and land with it in. Then when I'm ready to take off again, I take out carb heat.

For high humidity only or long descends only. Piper as far as i know dont require carbo heat all time like Cessna do. Induction system on PA28 and PA32's bring a bit of heat into air via a filter casing. Cessna has no casing for filter..

Subscribed!!! Great job

Yes, a 172 would be great also, Thank you for a great channel!

+Donald Richardson for some of them yes, the newer LSA planes are better about accommodating bigger people. Just try to go to a few local schools and see how you feel in a few different planes. I'd ultimately recommend a 172, maybe 182 or Cardinal. Just depends on how comfortable you feel. And btw find a small instructor

Sean Alves yes touch and goes are usually used to practice pattern work and procedures. As far as radio calls go he is flying into a non-towered airport, so communication is different than at a towered airport. At non-towered traffic addresses other traffic on the frequency, telling them where they are in the pattern. In this case “Venice traffic, (tail number), turning left base, Venice traffic. This helps everyone around the airport get a good image in their mind as to where everyone is in relation.

Not required unless you suspect carb ice, "green arc" extends all the way down to 1000rpm rather than 2000rpm on most cessna's. Just a slight difference in location of the carb under the cowling and the way it was type certified.

Thank you for the explanation!

If you're proficient in a particular you can sit where ever you want....just not the backseat :)

I would ask very clarification and an explanation on how the relationships work in different phases in flight. Sounds like he's leaving out some key information

Yikes!..I hope you got clarification from your instructor. The mentality that pitch is for altitude is what can potentially cause stalls and accidents, even among pilots flying big, commercial jets. Let's say for example, if you *are* in a stall and sinking very rapidly. The idea of holding the nose up (to gain altitude) will only make the plane continue falling. If anything, to regain airspeed you'll need to bring the nose down. Only after establishing flow of air over the wings is it safe to pull the nose back up. Remember, folks, the plane doesn't necessarily go directly where the nose is pointed. The angle of attack is established to create the downwash of air over the wings, which subsequently creates lift. Pilots will be much safer thinking of angle of attack serving that purpose, rather than "nose up = climb, nose down=descent" although that is true during takeoff (nose up obviously) with full power or close to full power, and during cruise with significant power still in.

Redundancy/safety.

OK thanks a lot.

Its on the youtube library, think its newsroom maybe

Banking can significantly affect your load factor and angle of attack so it's very easy to stall a wing in a slow speed bank. It's not something you should never do, but it's simply recommended you make adjustments in straight flight with less variables. Check out this video.. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-_yGgvRKW5Ks.html

In a turn you will almost always have an increased load factor on the aircraft, easily exceeding design limits when lowering flaps, and given the increased load factor which increases stall speed, raising flaps in a turn could induce a stall given the loss of lift. While not super likely in a smaller a/c, this is very applicable to larger a/c that most of us will eventually fly, and still good practice in lighter a/c

Thank you for the quick response. I'm flying Piper pa28 warriors and had a pre solo check ride today and I failed. The main concern was my landings. I was taught to kind of come in level and cut power and then hold and slightly increase steadily. I think this method works for some people but apparently its not the safest or easiest for beginners. Any advice would be appreciated, but I know you aren't my instructor. My biggest problem with landing is a steady approach at ~65 knots on final. Also getting the bird trimmed for descent at the abeam point on the downwind is difficult for me and I am high on my approaches often

It's hard to instruct via the internet, however, my advice would be to go out to the practice area with your CFI, bring a big white towel (like a shower or beach towel) and use it to completely cover the instrument panel. Do 30 deg bank turns, slow flight, power off stalls, and general climbs and descents with the panel covered. Make sure you are sitting high enough in the a/c, you should be able to see the front edge of the cowling well and align it with a reference point near the horizon (i'm 5'7" and still use a cushion to boost me high enough to have the proper sight picture). After doing those maneuvers with your CFI, head back into the pattern and try some low approaches, basically flying the airplane down the runway at 50', going around at the end of the runway (using this extended time near the ground to make small pitch corrections while looking over the nose and focusing at the end of the runway), then make a pass at 20', then 10', then 5', then as close the ground as you can coming down nice and slowly. When you feel a wheel touch, reduce power to idle and the a/c should gently settle onto the ground as you slowly increase back pressure. Note: while doing these low approaches, use power to control altitude and the yoke only to control airspeed and the last few feet of the flare. Power will be somewhere around 1700rpm ish to keep the airplane flying down the runway at say 20', watch the pitch of the nose and use that to indicate what your airspeed is, don't let the nose get too high, don't get too slow. Good Luck!

For trim, find out in the practice area what trim setting holds the airplane at 65kias with power at 1500rpm in a nice descent (hands off yoke), then just automatically use that trim position and only that trim position when setting up for landing.

Lol maybe sometime in the future!