I have watched this video maybe nine times and find it valuable every single time. You covered seemingly all of the details about Crosswynde landings which is very valuable even to a instructor like me I keep learning from it. Thank you emery all the best Neal southwest Florida
After watching this video , my flight today really went better with my landings. I think this video is great for people who have trouble getting the flow of the landing and flare .
@Arduino Stein whats wrong with learning something off youtube ? whats the difference between learning by reading a book written by somebody or being taught by the same person in a video ? as long as the source is a credible one( which I am pretty sure this one is) nothing wrong with learning off a youtube video
Personally, I think this is the best explanation regarding using visual reference of the runaway length to determine the descending height and what decision to be made accordingly. This is the crucial point that many other tutorials overlook or don't explain clearly. Good job!
Starting at 5:12, thank you for a good and correct discussion of how to manage pitch and power to correct to the glideslope from below or above. It's a simple procedure but it's explained incorrectly in nearly all of the many videos I've seen.
Rod Machado has a really good RU-vid video on how to know when to do the round out and clear properly. For those without depth perception or with one bad eye, his method uses the geometry of the 2D picture rather than judging distance. Try using this method if you struggle with judging distance properly.
Stephen Peyton my where can I get the training of air traffic control, I needed to learn am in Kenya and what kind of qualification is needed need ur response if u know
Many many special thanks for your kind effort. I was looking forward to watch it. You issued so much lessons in this very short 15 minutes properly. Great exampling, wonderfull teaching... Evaluating both ''Crab Approach and Side Slip landing methods'' part in this video was absolutely amazing as the other parts. Thanks to all ERAU family for that videos.
I've been flying single engine planes for 20 years with over 1000 hrs logged. I decided to watch this. What has become 2nd nature for me was described in beautiful detail and I even learned some of the "why-s" that I didn't know before (or forgot)!! ;-) Great video! For those of you just starting out, don't worry...you'll get there!!
The best X wind instruction we've seen to date ! Short course is: Ailerons are the LARGEST control on the plane & the LEAST understood !!! Ailerones ROLL to make turns, BANK to control DRIFT over runway, then provide directional control on roll out with AILERON yaw, as the wee little rudder stalls as relative wind shifts to the airport Xwind. Cheers R Fuchs CFI 1507987
I've always been taught to use power to control height, and pitch to control speed on the approach to land, and then use the other resources only slightly. Not to use the two together at once. Too low = Increase power, and then pull up slightly once you've gotten the power you need to safely pull up without getting too close to stall. Too high = Decrease power, and then push down slightly. Too fast = Increase Pitch, and then decrease speed slightly. Too slow = Decrease pitch, and then increase power slightly if needed. This always worked well for me, but I've never used the two together at once on an approach to achieve a different outcome.
Actually, what you described is using the two together. The video said that when you change one, then you will need to change the other, which is what you are doing.
Using the throttle as the primary control for changing altitude will result in much safer flight habits. Too many pilots use pitch first which results in sometimes risky speed variations.
This video was good with the exception of stating that if you're low you should pitch up. That thought process is very dangerous. If you're low, you add power, then to maintain your airspeed, you pitch up. But using pitch for altitude when you're already low and slow is what causes pilots to stall, and at an altitude that is too low to recover from. Pitch for airspeed, power for altitude! It is correct that the two will go together, but do not correct your altitude with pitch, correct it with power!
@@karhukiviah yeah? so if you are low over some grape-stakes, you are not gonna pitch up? Just give it more power and stuff yourself in faster? So how are you gonna fly when you have auto throttle? How are you gonna aim? Has to be pitch... that's the way an autopilot flies also. How do you fly an ils? Dont you pitch for glideslope?
thank you very much! For all this information presices about an approach and a landing on the runway, obviously respecting all the rules of flight with very detailed explanations. excellent, very good quality of images. video. it's very professional. thank you !
Check ride next week and I still have no confidence with my touchdown. I had good approach but still had problems with the touchdown. This video gave me confidence. I'll practice everything tomorrow! Thank you so much for making this video!!
6:35 I'm a private pilot working on my instrument with 100 hours and I didn't know that's how you calculate the "gust factor"... my god. And I got my private at ERAU. Thanks.
Thanks a lot, your video is really great, I had like to see this video sooner, you make clear many things. Thanks for you dedication, you're really a good channel.
Very well done 👍. Excellent instructions throughout. Every pilot should review this video then grab an instructor and go practice crosswind takeoffs and landings.
We should keep in mind that depending on what direction we vacate the runway, our aileron/rudder correction may likely need to be different during taxiing..
You people are lucky, I never had digital stuff...Just steam and valves..The video is very good. Practice, make at least 200 touch and goes...God had to safe me a few times...
Great video great info! And i like to land with max 20 flaps, I would only use full flaps for dead-stick landing so in a go around, one less item to deal with.
I believe from experience the majority of landings I make are crosswind even though runways are primarily aligned with prevailing winds. It’s such a critical skill I see even 100 hour pilots failing to understand or use!
I've gotten quite alright with my landings but my last flight I encountered significant crosswinds I wasn't used to during my training (Under 20 hours). My instructor was pretty shitty about my landings that day and this video addressed why they were so bad
Perfect explanation of how to make a technically correct crosswind landing!! My only comment is to remove the crab a little earlier than what you said so that the pilot can figure out how much aileron and rudder to use. An earlier crab will also tell the pilot if the crosswind is out of limits for a safe landing. I have been a current and active CFI for the past 52 years and have 4,000 hours of tailwheel time including 3,000 hours in the Beech 18 and DC-3, many of those hours teaching crosswind landings. Unbelievably, the FAA Flying hand book recommends a maintaining the crab until just prior to touchdown, then leveling the wings and land before the airplane starts drifting. This is physically impossible and can easily lead to an accident!! You totally debunked this kick out and land technique. Thank you SO much for telling pilots precisely how to make a technically correct crosswind landing.
