FGL Tutorial: Remig erklärt wie der Aquila immer sicher gelandet wird

[@Maverickx89]

Perfekte Landungen =) Etwas ungewohnt kam mir vor, dass im Endanflug weder die Vergaservorwärmung gezogen, noch Drehzahl auf voll gestellt wurde - bei unseren Verfahren gehört beides nach dem Eindrehen in den Endanflug...

[@manuelwyss101]

Danke, gute Vorbereitung für mich.

[@HansJoachim]

ielen Dank für dieses Video ! 👍 Eine Frage hätte ich zu der Kamera hinter den Piloten. Warum sieht man den Propeller in den Aufnahmen nicht ? Wie muß ich die Kamera einstellen ? LG aus Berlin HaJo

[@ClintEatWood]

Hallo Hajo, danke schön! Unsere Kamera hat einen ND Filter. Dadurch wird der Verschlußzeit erhöht, und somit wird der Propeller verschwommen dargestellt. Es ist eine Kamera von Garmin, damit werden dann auch die Stimmen aufgenommen.

[@jbodenr7836]

Besides, I heard that you sold your highly booked Aquilas because of repeated damages as a result from touching down with the nose gear first. It's highly regrettable because I think it is not doing justice to this excellent trainer airplane. I was not able to download your guidance material but my diagnosis is: 1.) Train your students to fly with the correct speed on final / over the threshold or the numbers. 2.) Train the flare, and even when the speed is too high, let them bleed off the excess speed during the flare. I remember how on one of my first training flights in a much more forgivable 172 my FI cured the 'wheelbarrowing' once and for all: He slapped me on my hands and yelled "NEVER EVER do this again!!!!!". Needless to say: My speed was way too high, and after 1 or 2 bounces I pushed the yoke fwd 'to make the plane land'. So even in a smaller a/c I try to 'fly by the numbers' (airspeed), accounting for the wind of course.

[@ClintEatWood]

That is right, we sold both. Aquila’s are very nice, very high quality, and modern aircraft. But they do not forgive much, in other words, the window for a good landing is narrow. The Aquila has two technical challenges. Due to the backwards tilted seats, the pilot is more or less laying in the cockpit. If you are not a frequent Aquila flyer, you believe the nose is up, and you tend to land too flat. Above that, the design of the nose wheel is not too robust. What happens is very similar to the “Mooney Bounce”, the result is typically a broken nose wheel. Yes, it is possible to always land an Aquila safe, this is why we made this video. It is very important to keep the right speed, and to trim the aircraft nose up. Additionally our Chief FI(A) Remig shows here that his standard is to set the full flaps relatively late. This technique prevents flying too fast in short final. We noticed that it is not the students, but the Cessna and Robin pilots that occasionally fly the Aquila’s make the nose wheel landings…. Hope this helps?

[@jbodenr7836]

​@@ClintEatWood Yeah, thanks! This explains also why he is flying between 65 and 70 on final. My technique is setting full flaps early on final and aiming for 60 KIAS over the threshold, not making any changes to the configuration on final to (hopefully) maintain a stable glide slope. About the nose up trim you and Remig are perfectly right! It took me some time to figure this out and to set the trim nose up as systematically as Remig demonstrated.

[@SuperCrysiscore]

​@@jbodenr7836 I often fly the Aquila 211 and what I really like about them is that they stay quiet good maneuverable even at slow speeds. You just need to be patient and let her slow down after passing the threshold before you flare, or she will climb again. As long as the Wind is not strong, I normally do it the same as you, early flaps 2 and 60 knots, and even 60 is sometimes too much if you fly alone and the runway is short. But approaching with 65-70 is also possible if you pull the gas to idle just in time so that you will at least pass the threshold with 60 or less. Right now, I am train myself to land her with flaps 1. With that config, the right airspeed is even more important, or she just floats too long in ground effect.

[@theflightstheory3511]

Den Gleitwinkel mit dem Throttle und die Geschwindigkeit mit den Höhenruder zu steuern mag bei solch kleinen Flugzeugen noch funktionieren, allerdings klappt das spätestens bei einer Seneca nicht mehr. Als pauschale Aussage ist das somit leider nicht richtig.

[@ClintEatWood]

Richtig! Dieses Video haben wir auch nur erstellt um zu zeigen wie Aquila's immer sicher gelandet werden können. Sprich, wie man Bugradlandungen (in der Regel Pilotenfehler) mit eine A211 vermeidet. Diese kommen leider häufig vor.

[@SuperCrysiscore]

@@ClintEatWood Die Aquilas haben halt einer sehr hohe Aerodynamische Güte und brauchen lange bis sie ihre Airspeed soweit abgebaut haben, dass der Anstellwinkel hoch genug ist um das Bugrad beim aufsetzen in der Luft zu haben. Gleichzeitig darf man aber auch nicht zu früh ziehen sonst balooned sie sehr stark, man braucht einfach Geduld bei ihr und wenn es mal nicht klappt, Durchstarten! Wenn ich alleine Fliege und daher weit von Mtow entfernt bin, bleibe ich in der Regel sogar meistens bei 60 Knoten im Endanflug, sonst schwebt sie mir einfach zu lange. Dieses jahr hat es bei uns im verein leider unsere D-EWER mit einer Bugradlandung erwischt und wurde schwer beschädigt, fliegt aber zum Glück bald wieder. Ich muss aber zugeben, auch wenn sie wirklich sehr schöne und gut zu fliegende Flugzeuge sind, wenn man zuvor in der Ausbildung fast nur DA20 Katana geflogen ist, muss man das Landen mit der A211 wirklich wieder lernen. Die Katana verzeiht deutlich mehr Piloten Fehler und Anflüge wo man mit der Aquila längst durchgestartet wäre, sind bei der Katana völlig unkritisch zu bewerten.

[@puriphi]

Warum immer links von der center line?🤔

[@jbodenr7836]

The landings were perfect! They were on spot with the stall warning coming on in the right moment. Yet I may ask 2 things with regards to the approach phase: 1) Why did you overshoot the base leg consistently 2 times? On 3rd it was fine, by my standards. If you overshoot you need to correct, even more so with cross wind, to make it to the extended center line. Personally I put great emphasis on a 'stabilized approach' because this is the way my instructors hammered it into my head: A good approach is likely to result in a good landing. A shitty approach rarely produces a good landing. 2.) Why did you put in the 2nd notch of flaps so late, even for the 2nd landing? It will alter the glide path late on final which is also not really a 'stabilized approach'. Just asking for a friend. 😉 Again, your landings turned out fine, but I think this can be attributed to your experience and to knowing both the airplane and the field pretty well. I would rather not teach a student this kind of approach. Again, you greased the landings, which means the speeds were fine.

[@ClintEatWood]

Hello jbodenr, good observation, in the turn to final we have a little settlement. People living there are complaining about the noise. We try to avoid overflying. This is a local agreement, it is on the pilot’s discretion to comply.

[@jbodenr7836]

@@ClintEatWood Thanks for the explanation. Checked the plate and noticed. I am sure your neighbors appreciate it. What about the flaps so late on final? The flight instructor Remig can easily compensate for it because he flies 'by the seat of his pants', with long trained stick and rudder skills. To teach a student or a charterer better landings is a different story. Just my 2 cents. 😉 Besides, always happy landings!

[@ClintEatWood]

@@jbodenr7836 that is a technique for the Aquila that helps to make sure the speed in short final is not to high. The Aquila’s pitch does not change much by setting full flaps, but the speed reduces a very exact number. So, by doing this you have time to stabilize the speed early in final, the last notch only reduces the speed, making sure you do not flare with a too high speed. If you combine this with the nose trimmed up, you do not have to apply much force during the flare, and the speed is not too high, you can (almost) not make a nose wheel landing.