Flight Training - February 2012 - 31
from roundout to touchdown should be no more than a few seconds. If you’re too fast, you will float and that time will be extended. Too slow and you’ll clunk down quickly after the roundout, if not during. Arrive right on speed and there won’t be too much excess energy to make the airplane float or balloon, meaning that even a somewhat ham-fisted flare will bring acceptable and safe results. Where to look is a common question, and all instructors think they have the right answer. Looking a few runway stripes ahead of the airplane is common, and usually works. But the best thing to do is take a mental snapshot of the takeoff. Focus on that fleeting second when the
wheels just leave the ground, and you will know exactly what it should look like outside your window on landing as well. It may seem like those last few inches of altitude are the hardest part of the landing, but they are easy if you’ve prepared yourself properly. As you gain more experience, you can flub the approach and still make a good landing—but make sure to build good habits. Don’t fret if you are having trouble. Once you analyze each portion of the process you’ll realize that the last six inches reach up a thousand feet, into the traffic pattern.
Deputy Editor Ian J. Twombly is an instrument-rated pilot and CFII.
Crosswind landings are performed by moving aileron into the wind (top) and rudder to keep the nose straight down the runway (bottom).
CROSSWIND LANDINGS
Although it would be wonderful to confine ourselves to only perfect conditions, crosswinds are a regular occurrence. Thankfully, flying a proper crosswind landing relies on the same technique, regardless of the wind speed or direction. Learn it once and apply it to any situation. In short, the ailerons are responsible for controlling lateral runway drift, and the rudder is responsible for keeping the nose going straight down the runway. For example, a crosswind from the right would try to push us to the left, and turn the nose to the right (weathervaning). We react by applying right aileron and left rudder. This is called a sideslip, and it’s the only way to land in a crosswind. Get good at this, and your only limitation will be the amount of authority provided by the control surfaces.
GETTING A GOOD sight picture on landing takes time and some experimenting. Consistently hard landings and a low flare can mean you are looking too far down the runway, while a high flare can mean looking too close. Runway stripes are always a good reference point.
FEBRUARY 2012 FLIGHT TRAINING
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Flight Training - February 2012
Table of Contents for the Digital Edition of Flight Training - February 2012
Flight Training - February 2012
Contents
President’s Perspective
Right Seat
Letters
Human Fuselage
How It Works
Success Stories AOPA Action
Since You Asked
After the Checkride
News
News
Member Benefits
ASI News
Tech Tip
Final Exam
Flight Lesson
Flying Carpet
The Last Six Inches
Preflight Prescription
Body of Work
Technique
Weather
Accident Report
Operational Reminders
Career Advisor
Tech Talk
Be Your Own Entrepreneur
A Little Encouragement, Please
Look Before You Leap
Advertiser Index
Debrief
Flight Training - February 2012 - Flight Training - February 2012
Flight Training - February 2012 - Cover2
Flight Training - February 2012 - Contents
Flight Training - February 2012 - 2
Flight Training - February 2012 - 3
Flight Training - February 2012 - President’s Perspective
Flight Training - February 2012 - 5
Flight Training - February 2012 - Right Seat
Flight Training - February 2012 - 7
Flight Training - February 2012 - Letters
Flight Training - February 2012 - 9
Flight Training - February 2012 - Human Fuselage
Flight Training - February 2012 - 11
Flight Training - February 2012 - How It Works
Flight Training - February 2012 - Success Stories AOPA Action
Flight Training - February 2012 - Since You Asked
Flight Training - February 2012 - 15
Flight Training - February 2012 - After the Checkride
Flight Training - February 2012 - News
Flight Training - February 2012 - News
Flight Training - February 2012 - Member Benefits
Flight Training - February 2012 - ASI News
Flight Training - February 2012 - Tech Tip
Flight Training - February 2012 - Final Exam
Flight Training - February 2012 - Flight Lesson
Flight Training - February 2012 - Flying Carpet
Flight Training - February 2012 - 25
Flight Training - February 2012 - The Last Six Inches
Flight Training - February 2012 - 27
Flight Training - February 2012 - 28
Flight Training - February 2012 - 29
Flight Training - February 2012 - 30
Flight Training - February 2012 - 31
Flight Training - February 2012 - Preflight Prescription
Flight Training - February 2012 - 33
Flight Training - February 2012 - 34
Flight Training - February 2012 - 35
Flight Training - February 2012 - Body of Work
Flight Training - February 2012 - 37
Flight Training - February 2012 - 38
Flight Training - February 2012 - 39
Flight Training - February 2012 - Technique
Flight Training - February 2012 - 41
Flight Training - February 2012 - Weather
Flight Training - February 2012 - 43
Flight Training - February 2012 - Accident Report
Flight Training - February 2012 - Operational Reminders
Flight Training - February 2012 - Career Advisor
Flight Training - February 2012 - 47
Flight Training - February 2012 - Tech Talk
Flight Training - February 2012 - Be Your Own Entrepreneur
Flight Training - February 2012 - A Little Encouragement, Please
Flight Training - February 2012 - Look Before You Leap
Flight Training - February 2012 - Advertiser Index
Flight Training - February 2012 - 53
Flight Training - February 2012 - 54
Flight Training - February 2012 - 55
Flight Training - February 2012 - Debrief
Flight Training - February 2012 - Cover3
Flight Training - February 2012 - Cover4
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