I grew up in Florida and wanted to attend ERU to become a pilot. My folks moved us to Seattle and that dream faded. Just started my PPL. Glad to see ER doing these awesome videos!
@@Boamonster1right haha. Born and raised in Seattle. Grew up around planes as a child because my dad worked at Boeing. Wrapping up ppl! Very expensive city to fly tho
Love these videos, learning with a smiley face what could be better?!))) And finally was able to see the owner of such a nice voice, always sounds like a professional radio dj or so! Thanks for the video!
When I was a full -time primary flight instructor, many moons ago, the FAA was not concerned about where the final touchdown point was on a "Short field Landing". This was because all short field landings presumed a "50 ft" obstacle at the threshold of the runway. The flight test required the applicant to fly at the appropriate airspeed (in a C-150/152 is was 50 kts over the obstacle). Even if there was no tree or obstacle at the runway threshold, we had to imagine there was. So whatever the field elevation was, the applicant had to be at the appropriate airspeed and altitude (50ft above) at the moment of obstacle crossing. Once the obstacle was cleared and the plane was on the ground, the applicant applied heavy but appropriate braking with full up elevator to keep the nose from pitching down while decelerating. That is how the procedure was judged. We had other procedures, like "spot landings" that assumed no obstacles. We had to land no more than 200 ft. past the selected spot. We had to go to idle thrust on downwind abeam the spot and could not add power in order to do the maneuver correctly. We also had an altered spot landing where once the power was reduced, no matter how little, it could not be reapplied. But the power could be reduced further if necessary.
I think your spot landing is now called a "power-off 180 accuracy approach and landing" and is a commercial certificate maneuver. Short field landings are on both private and commercial tests but with different allowances for the touchdown point, the focus is on energy management.
Now this probably depends substantially on the specific aircraft design but I'm curious how much is actually gained buy taking up the flaps. Especially with models that have extra deep flap settings(old c172 can go to 40deg and the difference in drag from that extra 10d is very noticeable both on approach and during a normal no-brake rollout.) or planes with low nose gear(low AoA during taxi). I would think the additional drag of such flaps could offset most of the loss in braking traction from added lift and it is one less bit of workload so the pilot can focus on more precision with the other controls.
This is how my dad taught me to land in a Cessna 150 lol, I wonder if my instructor will make me land like this or like an airliner. Good thing I'm interested in cubs.
Why not come in normally at your speeds, then as the runway splays before you power off then round out to flare and touchdown immediately. Its a bit more of a carrier landing and is more firm but you are down sooner and quicker and can then brake while keeping the weight off the nosewheel to stop.
The video is dynamic and clear on landings, but I still don't see much difference between Short Field landing and Normal Landing; they seem to be using the same procedures and criteria.
Squshy turtle 115 Take a look at some of our other videos. We always try to include some fun and unexpected scenes. If you look closely, you might even find some fun things hiding in the background. :-)
ERAUSpecialVFR I have seen mutilple of your videos. Taxiing, engine start, the beginning stuff mostly. Could you maybe catagorise them by what the cover ? ( All taxi videos in a taxi/ take off playlist, ect. ) ? That would be super helpful!
That is a new delivery from you. Even 2 years later it was fun. Are you a captain someplace now. Or collabing with George Lucas and friends😎. Now off to do shorties
Ha ha' funny on the obstacles and mom, on the approach on final. If you can, without getting into a fight, ask the airstrip owner of that airport to cut down those trees obstructing pilots to make an acceptable, not "to difficult", of a landing. This is usually a courtesy, that reminds the air strip operators to take care of their facility. The second issue, is an air strip that unkept, is usually at a higher altitude. So what the pilot wants to do, after the purpose of the flight to that strip is done, is to take off on a day early in the morning. This is when there's some moisture in the air, so that the prop bites into the air to afford lift and thrust. I know of one accident that was caused by a stubborn doctor, who felt just because her was a doctor, that he could take off when he felt like it. If they don't trim the tress, one can always send a safety note complaint to the FAA. Thanks, good video.
Thank you very much! Our 3D modeling is done is Maya. Our landscapes are mostly built in Vue. 3D and 2D animation is handled in After Effects along with Element 3D from Video CoPilot. Audio is edited in Adobe Audition CC, and the final products are put together in Adobe Premiere CC.
I don't agree with this point of view. The correct method I believe is on finals put the nose on the end of the runway ie the piano keys. and with flap and power 1500 r.p.m. fly the aero plane to that point ie., Cessna 180 65kts. In the flare one should get the stall warning blowing, more back stick and the main will hit the ground on the piano keys. Remember what loading your carrying.
GZA036 After 6 plus years of producing video content, we decided to have a little bit of fun with it. We find that a touch of humor can help students maintain their interest while at the same time still providing the highest quality content available.
It's called being human... people... humans that is.. enjoy a bit of humor once in a while.. to keep things light and interesting... sorry if it fucked up your damn lesson.... lighten up ass-hat..
