rickair7777

Bottom line: Did you land where you wanted to, and did you stop where you wanted to?

Take that goal-oriented approach and then adjust technique as required to get there.

Practice "normal field" LDGs just like you do short field LDGs. With short field you have a touchdown goal and an exit goal...apply the same to normal field, difference being you fly normal approach airspeed, stay on GS, land on the TD marker, and stop using normal braking.

kevmor

I agree with Rick, the landing was fine if you can now go to a short runway and land within PTS requirements (200 ft. of aiming point for Private). If you land long, then maybe practice some to brush up since that will also help in energy management with an engine out.

CassinAK

Looks pretty good.

andre

I thought your landing looked fine. Maybe a little high, but your approach speed compensated for that. I agree with Rick, if that was your intended point of landing, job well done.

Denver

You were not too high, maybe a little to fast however and so perhaps you were diving at the runway a little so in that case you may have been too high but we cannot see the airspeed indicator so who knows.

In a single, and red over white you probably will not make the runway if the engine quits. A power off approach will be white over white until crossing the fence.

So ask yourself "Can I make it if the engine quits?" If the answers no you were to low.

Then ask yourself "Did I land where I wanted to?" If the answers no and you landed beyond this point than you were too high.

Then ask yourself "Could I see the airport from base?" If the answers No than your pattern was to wide. Many at my airport have this issue.

JamesNoBrakes

Ok, this doesn't really make sense either. I'm all for the approach profile that fits the configuration profile, in other words a low power setting with flaps extended at an approach speed.

If you are coming in so steep that you will "make it" if the engine fails, you're probably likely to be coming in too fast, locking up wheels, risking overruns, etc.

It's simply coming in at a normal landing power setting. In those kinds of aircraft, 30-40% power seems to usually work pretty well. In that trusty cessna you can't really get the prop slower than about a thousand rpm in flight, so 1000rpm is about 0%, so 1500rpm is somewhere in that 30-40% range. If you are having to use 80% power, you're coming in too low, at a high angle of attack, closer to a stall, etc. If you are coming in on a steeper approach at a lower power setting and same airspeed, you have more available power should you need it, and you aren't at as high of an angle of attack and you don't have to fight as much induced drag. If you are coming in with a reduced flap setting, you need to adjust airspeed, pitch, and power accordingly. If your plane has the option of even more flaps, like 40°, you again adjust the correct factors, not just fly the same approach path as before with more power. I don't know how much flying you've done with severe updrafts, but it would be literally impossible to land on some of those days by trying to fly that "power off" approach, and of course if you never practice landing with power, it's not going to be easy to do something you don't practice. Finally, there aren't many aircraft that are flown at idle on approach, except for gliders, the space shuttle and balloons

I'm all for practicing power off 180s and those types of things and any reasonable pattern distance in said aircraft should allow for a landing (the pattern also doesn't have to be super tight like 1/3rd-1/2 mi to do this either), but it's just not the most likely phase of flight where the engine will fail completely, and you trusted the engine enough to leave the airport in the first place.

Denver

No true at all. Now it would be if you suck at it but that is what the practice is all about. After having a couple people I know have the engine quit on approach and every examiner I have ever done business with agrees you should always be able to make the field if the engine quits.

I always have a problem with students who learned the rote way with power and flaps and doing things arbitrarily like add more flaps on base and then more on final just because their CFI told them to do it that way. I would rather have students think before they make a decision because they understand what their objective is and how to go about getting it with constantly changing variables. I have determined the best way to teach a single engine approach and landing for other than power off or short field is the following:

First off we are not in a jet so flaps are not really needed unless doing a short field.

1. Aim point power 1300-1500 rpm, maybe flaps 10 if you are feeling frisky.

2. Turn base no later than a point where if the engine quits you will not make it at all to the airport (can be another runway).

3. If you turned base at the proper point than usually you will find you need to now reduce power to idle by the time you are established on final.

4. Use more flaps only if you need them to increase the descent rate w/o increasing airspeed above your 1.3Vso+gust in order to land where you want. (Aimpoint+float=TD point).

Some notes here on single engine safety when on an other than short field approach would be that in my opinion there is no point in increasing flap setting beyond 10 when you require more power to make it after doing so. Reduce power first, than add flaps/more flaps if needed then add slip to land where you want.

Would you rather be able to make it when the engine quits or would you rather have to land in someones side yard regretting that you added flaps which required that you add more power and then the power went away.


Just my o2

lstorm2003

Flew another approach in a different airplane.. I was pretty happy with this one...

Approach to North County F45 in a Turbo Skylane - YouTube

wrxpilot

Where's the landing??

Cool to see your vids... I used to teach at LNA at PBFT a few years ago. It brings back some fun memories to see LNA and F45.

lstorm2003

I don't know?! It got cutoff somehow. Will try to reupload...

Glad you like them.. Cool that you used to fly at LNA & F45...

Where do you fly now? If you ever around here & want to go up msg me.. I fly out of LNA & F45 & FXE all the time. This weekend I'm shooting up to Orlando real quick to pick someone up...