feel free to contact me via my website at www.anc-academy.aero/

I just don't to share emails in the comments :)

Thanks!

the reality is more nuanced than one or the other. I teach both, because we use both, whether we like it or not. Using pitch for speed and power for vertical speed control is as valid as the inverse.

@@MerryfaceAviation pitch only controls airspeed with a fixed power setting. Either full power, idle power or an intermediate power setting chosen by the pilot. Does a change in one, requires a change in the other, usually, yes. But that doesn’t take away that pitch controls altitude and power controls airspeed first.

@@rtbrtb_dutchy4183 like I said, the reality can be more nuanced, and there's more than one correct technique. I teach both, since pilots use both. saying pitch for airspeed and power for altitude control is "backwards" is perhaps a little close-minded. All I'm saying is to understand that it's a valid technique, and that both approaches have their advantages and disadvantages.

@@rtbrtb_dutchy4183 As I said, the reality is a little more nuanced. There's more than one correct approach to doing this. Each method has its advantages and disadvantages. Saying that one is "backwards" is perhaps a little closed minded :)

@@MerryfaceAviation go do a visual approach in a small single engine aircraft with another pilot. Pilot A will have control over the yoke. Pilot 2 will have control over the throttle. First approach, have pilot A control airspeed with pitch. And pilot B control altitude with throttle. This approach won’t be easy and the pilots have to communicate to make it happen. Pilot A will have to look outside to line up correctly and look inside to maintain the correct speed. Pilot B will have to look outside to maintain the correct path. Now switch it around. Pilot A uses pitch for glide path and pilot B will use the throttle for speed. They won’t need to communicate. Pilot A doesn’t even have to look inside at any instruments. He simply points the airplane where he wants to land. Put in the correct pitch to aim at the runway. Now pilot B waits and sees where the airspeed goes. He makes on throttle adjustment and the speed will be right on. Now he bare needs to look at the speed. If you fly with a flight director, the FD will give you pitch, to maintain a glide path. And if you have auto throttle, the throttle will ONLY look at speed. You know, there is this joke. I forgot how it went, but it’s one pilot, while sitting on the runway moving the joke back and forth. And the other pilot asking: what are you doing? Then the first pilot responds: I’m moving the yoke to get our speed up, once we hit rotation speed, go ahead and give us a hand full of throttle to gain altitude.

thanks for the comment

A great technique for sure! Doesn't really apply here though, since these are single engine piston aircraft with no AoA indicators (the pitch angle is not interchangeable with AoA), and with a signficantly smaller thrust-weight ratio, landing on runways which comfortably accommodates them. These are very much techniques for high-perfoermance military aircraft landing on aircraft carriers (from my understanding, which I know could be incorrect, since my military flying knowledge is extremely limited).

@@MerryfaceAviation you don’t need AOA to use AOA concepts while power techniques work great in GA. The only place they have difficulty is in turbine aircraft that land with low rpm hence have long spoolup times therefore sluggish response to power.

& the FAA has made installing AOA in GA much more simple than getting other stuff while fitting inside certification concerns.

Absolutely. However, most GA aircraft are not installed with AoA sensors, and while I agree that one should fly with AoA in mind (think as an example pitching for speed instead of power for speed on final), flying low to the ground behind the drag curve in aircraft like the one depicted here is just not something I would endorse. The aircraft is speed unstable, and unable to “power out” of the rear end of the curve without sacrificing altitude in the landing configuration. Therefore flying the aircraft at published speeds is the best approach. The only advantage of doing an approach behind the curve is to reduce the landing distance, which is simply not needed in these smaller aircraft. Heck, this airplane could land on a carrier deck using normal approach and landing speeds and still have room to spare! 😂

That'll come with practice! The video talks about when each stage starts and ends. Then, it's just a question of practicing the process.

Glad it helped! Having too much energy for the flare is very typical, and everyone makes that mistake. Try to reducing the power a little bit earlier and see what that gets you.

Glad you liked it!

nice catch! you're right

It's unfortunate that it is a required explanation for PPL and ATPL theory exams

No worries! thankfully most do! This is usually something private pilots tend to not quite understand

In my case I was based out of the location I flew from, I was a commuter, which my airline at the time recruited many. If you travel for work, it's their responsibility to provide accommodation. In this case what happened is that they changed the terms and conditions of work so that what I could make work was no longer sustainable.

that's really kind. thanks!

Glad it was helpful!

I'll look into it!

sorry you didn't like it! feel free to make a better one ✌

Sorry what is?

you must be a professional :P

Correct! that's why it was set to AUTO, and not ON. AUTO turns on the strobes automatically when the weights off wheel (if the crew forgets to set it to ON)

This video was ignoring safety procedures

basically lol.

thanks for the response. It was a rough time, it's true. Thankfully it's all not like that :)

damn that's quite a story. Thanks for sharing. I think i would have changed airplanes after the 3rd failure! Nerves of steel right here

Excellent question! I have to admit I don't remember the answer, especially as this video is mainly focused on prop aircraft.

good question! Well. ground effect reduces drag so.... :)