Power Off 180° Accuracy Approach & Landing

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San Diego Flight Instructor Garry Wing, of Fly The Wing Flight Training, demonstrates the Power Off 180° Accuracy Approach & Landing, at the Commercial Pilot PTS level. You get one shot on the check ride to put the plane at or 200' beyond a designated spot on the runway, without power. The tips and suggestions in this video will help you dial in this landing in the airplane you practice in.
Be sure to visit the website for more 5-minute Flight Maneuver videos --- www.FlyTheWing.com

[@seapilot4042]

I would like to thank my first flight instructor for teaching me nothing but emergency landings to the point of exhaustion.I started in a J3 cub and a grass field. During a lesson she'd have me fly to altitude then chop the power and say "Land" for the whole lesson and many to follow, I begged her to let me just fly around, this turned out to be the best training I could have had. Years later, I lost my engine, during an approach and because of all that training she had given me, I did not panic, it was all reflex, just knowing what to do in that situation. She also taught me how to do spins and loops, and there is nothing like slipping a Cub down to the ground for a perfect landing. I like these 5 min lessons even being a licensed pilot, there is always something I can learn.

[@gantech]

Sea Pilot I had the same kind of CFI . West Texas landing on dirt roads. Night spins. Sadly he died in my gyro in the 80's

[@abbieamavi]

I can relate to the begging because I’ve had instructors like this too! But man do I appreciate that training some flight hours and years down the road 😂

[@alschwartz8732]

still remember hearing "engine is gone, electrical systems out (no flaps) 10 knot cross wind, and an engine fire." I started wondering who dog fights in a cessna?

[@aronbechiom565]

Too funny.... Sounds like the typical pilot "thought process". When I was active duty as a Navigator on C-130's... Engineer called out a Battery Overtemp... which meant an emergency for us. 400 miles offshore, at night..wewent for Aruba. After all was said and done..the AC Commander said his first thought was..."How'd the Engineer get that light to come on ?" initially thinking it was done as a reason to hang out in Aruba for a day.

[@robertcollins2771]

Excellent instruction at excellent teaching. When I learn to fly in 1968 my instructor made sure every landing was a full stall Landing. If I drifted too far from the runway he would pull the power on me and then say what you're going to do. One of the most critical phases of flight is when your low and slow in the landing pattern. Anytime when you're established in the landing pattern you should be able to make the runway if you lose the engine. I have seen pilots in a 150 flying a pattern you could fit a 747 into. I'm thinking if they lose the fan now they go in the brush.

[@walidnetfa]

Thank you Garry for all of the beneficial videos.

[@AK3289]

Thank you for this video! You make a tricky landing look easy. DPE’s in the Northwest are having commercial and CFI applicants select a specific spot on the ground. Then your 200’ tolerance starts after that point. Meaning if you select the beginning of the 1000’ marker you can not land in the gap beyond the 1000’ marker or you would land beyond the 200’ tolerance from the point you selected. They are no longer allowing you to select the entire 1000’ marker I’m not sure if this is a new thing or just something happening in my area, but thought to put it out there.

[@peteh5862]

When I learned to fly in the '60s I was taught that you could make normal pattern from anywhere on downwind if the engine quit; we never were out so far on downwind as your illustration.

[@gordonmccoy4537]

EXCELLENT Vid, Gary... I really like your method of teaching (MOI)... You're GOOD...! Gordon

[@danieldillon9225]

Thanks for the video. Working on this for my commercial now.

[@rwandadrives]

I never thought I'd say this, but I'm starting private lessons this week. I've been watching Gary Wing's videos for years. How do we bring Gary back to KZbin!?!? Would be epic.

[@abbieamavi]

great video, I like how it was short but very helpful!

[@cq7415]

Short but good. Nice to watch. Thanks for sharing.

[@clof2001]

Beautiful approach and landing. Flew into Thermal a few weeks ago for the first time. Thanks for the video

[@cameronbaker8206]

They are rough ain’t they have you hit your head on the roof yet

[@robertthrailkill1368]

Excellent presentation

[@Aleksandar6ix]

Such a simple procedure that requires so much practice and is easy to miss on a flight test.

[@emergencylowmaneuvering7350]

Good example. I also taught doing that Turning Slip if needed. If landing too long i taught to cut the flaps.. Bush Pilot Tricks..

[@faw3511]

I think this should present more as a practical exercise, for example, as an "emergency return to field after a power loss during climb out". At practice altitude, this would train against the emergency surprise and, with 45 degree coordinated banks at Vg through 180 - 200 degree turns, demonstrate the altitude the plane needs to return to field.

[@warrenjbrown4898]

excellent videos, thank you. Do you have a 360 degree emergency landing video?

[@kengunn31]

Tnx for the quick reply Garry. I like to fly the Grumman Mallard twin turbo-prop amphibian by Milton Schupe and his team. The large piston engines have been replaced by turbo-props (as I understand them) as in the Dash 8. Yep, I am confused. The third lever on right, after throttle and prop condition lever is called the 'engine condition' lever. It looks familiar, but has something to do with 'fast idle and slow idle' rather than 'lean the mixture after climbing thru' 3000ft. I have found it very hard to get information about how to treat it.

[@collindass2361]

great video

[@madpotato2740]

That landing was crazy smoof 🤣

[@losttownstreet3409]

May you use an extended base in the US (if you are comming in high or getting lift; instead of slipping may you fly over the extended centerline one left 180 and then one right 90 turn for the final)? I don't understand why all simulators and videos do a long and straight final. Is it a US thing or a cessna thing? (I'd see in life: throttle to idle, nose hard down and than "two" "flares", the first to stop the descent and the last to stop the plane from flying). I thought you are set, if you turn from the downwind to the base. Some flight instructors give a a sightseeing and others say that the students instead of a pattern always fly a sightseeing tour. Sightseeing is great for the first 5 landings in calm conditions (gives you extra time). But I'm unable hit the spot as I was unable to compansate for crosswind and lift with any sightseeing pattern.

[@110knotscfii]

I was always taught to push the prop fully foward but I disagree with that. As long as you still have oil presure, you should have control of the prop. Nice work

[@GarryWing]

Yeah, there's nothing in the PTS that prohibits unloading the prop, so I teach to do it for better glide... remember it's a POWER off landing, not an ENGINE off landing...

[@treylem3]

NICE !

[@privategroundschool]

A tip that I used for the commercial check ride was to leave the last notch of flaps as a buffer. If you need an extra 100-200 feet of glide, wait until you're in ground effect and then extend the flaps the last notch. However, I am about to go for my CFI check ride here within the next month or two. Are you allowed to mess with the prop control on this maneuver? I thought you were supposed to leave it high RPM to simulate what the prop would do if the engine actually failed?

[@JuliusG73]

Exactly! My CFI actually taught me to fly it no flaps, all fwd slip. Keep best glide in the slip down to where you're going to be at numbers doing best slide, unslip as needed. This way all three notches are available if you're going to run a bit short. Near 100% rate of nailing it.

[@TheFlyingZulu]

@@JuliusG73On the aircraft I'm training in, a 1976 c172M, putting in any more than 10 degrees of flaps acts as speed brakes and actually will make me land even shorter... It's annoying.

[@aaronhiggins986]

That’s my home airport!

[@justadreamin1004]

I think this should be mandatory in training and encouraged in practice. I have seen it in many videos and seen it in the pattern - pilots that turn final over "Dufus" and fly 2 miles to the end of the runway - dragging it in. I have visions of the engine loading up and quitting and they put it in a tree. I dunno - if they fly a pattern like that - maybe they deserve it.

[@Doctoberfest]

My issue I'm having is it's spring time in Northwest Indiana and it gets pretty windy. Every time I set a lesson up it's windy! I need to first get comfortable being in control of the plane, and knowing how to handle things before the introduction of wind :(

[@thaddeushalstead5430]

Try to schedule early morning or late evening! Usually calmer winds

[@Doctoberfest]

Thaddeus Halstead Thanks I've since gone out and practiced a lot of them. Still got a ways to go!

[@elianguerrero1568]

Excelent video, I have a question if you don´t mind to answer please, in my training when I was doing this type of approach, I had two differents instructors, teaching me this, one of them, told me "always activate flaps when you´re sure that you can get the runway not before" that was logical for me, the another instructor asked me to activate the flaps immediately the power off...could you give your opinion about it?

[@GarryWing]

I would tend to agree more with the first instructor; deploy flaps when you're sure you can make the runway, because once they're extended, you're committed to that configuration. A lot of this depends on the aircraft sink rate (compare T-tail Arrow with C-172RG), whether there's any wind, your initial altitude, how well you're flying Vbg speed, staying coordinated, etc.

[@kengunn31]

I understand the role of the mixture control in a piston aircraft, but what is the role in a turboprop? I have seen comments that say you have it full forward or full out (for idle) but don't use it to compensate for altitude as in a piston aircraft. Waddya think pls as I have been unable to find a clear and authoritative explanation. BTW, I enjoy your presentations. Good and clear stuff.

[@GarryWing]

I think you're confusing a turbo-charged engine like the Cessna 182, with a turbo-prop (jet) engine...? There is no mixture on turbo-prop; fuel's either on or off; totally different method of combustion. Fun-fact: It's why you won't see the words "Turbo-charged" on airplanes from the last 20 years. My Skylane simply has the letters "TC". This is due to non-pilot fuel truck employees previously seeing the words "Turbo-charged", thinking it's a turbine and filling it with Jet-A instead of 100LL.

[@ronnieandpatriciamackinnon4958]

@@GarryWing haha,,I can see that happening.

[@TakeDeadAim]

You're ready for Oshkosh...

[@aviatortrevor]

@ 2:09, you reduce the prop setting (increase prop AoA) in order to reduce drag and extend your glide. In a true engine-out scenario, wouldn't the prop control be essentially ineffective? My understanding was that due to loss of oil pressure, the Cessna 182's prop system is configured such that no engine oil pressure meant that the prop went to the shallowest bite (high RPM)? Now, in this situation, since you are only simulating an engine failure, your engine is still running (at idle), and thus you have enough oil pressure to actually manipulate the propeller's bite. Or would I be mistaken in saying that there wouldn't be enough oil pressure in a true engine-failure? I guess it might be the case that the windmilling propeller is pressurizing the oil system?

[@GarryWing]

+aviatortrevor You're over-thinking it... the maneuver is a _Power off_ Accuracy landing, not an _Engine out_ landing... nowhere in the PTS does it refer to simulating an engine failure or any sort of emergency; you're inferring that. (maybe confusing it with the *Emergency Approach and Landing* maneuver?)

[@veins101]

+aviatortrevor It depends on how the CSP is designed, it may be the case that the feathering mechanism is achieved through a spring and the unfeathering mechanism is achieve through engine driven hydraulic pump. I am not sure what a/your C182 has, but if it is what i've stated it sure can feather without the engine working, cause that's what it's designed to do.

[@aviatortrevor]

Kong Ee Something like a kingair will feather (coarse pitch) when the engine is shut off. A C182 will go to fine-pitch when the engine is shut off. In the video, he reduces his prop setting to reduce drag. I was pointing out that in a real engine-out scenario, you don't have that luxury, because the prop will go to fine-pitch (high drag). His response was that the "Power off accuracy landing" is not the same thing as an "Emergency Approach and Landing Maneuver." I think either way is fine for a checkride. The examiner isn't going to fail you for using fine-pitch or coarse-pitch on the Power-off 180 maneuver, as long as you meet the criteria as defined by the PTS.

[@XPLAlN]

Well, it's a good point you raise. In a "true engine out" the prop is probably windmilling, driving the oil pump and you will be able to adjust the prop if the engine didn't lose it's oil. So I think it is worthwhile advice in the video to increase pitch, if you can. You are correct that a twin is different because with a 'full feathering prop', the oil pressure acts to reduce pitch whereas with a typical single it is the opposite. If you lose an engine in a twin you want to shed drag to retain directional control and maximise performance, so the 'fail safe' is for the prop to feather. But on a single you probably prefer the prop to default to fine pitch initially (albeit incurring a drag penalty) and keep the engine turning incase you can restart it. If you get time.

[@FlyByGarrett]

I'm very skeptical about bringing that prop knob out, what if you need to go-around?

[@GarryWing]

You... push... it... back... in. Just like the throttle, mixture and carb heat (if you have it).

[@TheLucasHiggins]

This floating approach 1000 feet down the runway doesn’t work well in gusting winds. It’s better to pick a point and hit it with zero float

[@mukhiddintashpulatov8865]

👍

[@nicholasmoyer2313]

Slip a little bit in the turn...not sure i would teach that to a student new to them...cross control stall

[@GarryWing]

Nicholas Moyer Huh? That's what a slip is; a *cross-controlled maneuver* - low aileron / high rudder. You can do it straight-ahead or in a turn. If you're thinking about a _spin_; that's the result of a _skid_, not a _slip_. Airplane is more likely to spin in straight & level flight than in a slip (see Rich Stowell's excellent _Stall/Spin Awareness_, page 335, and FAA _Airplane Flying Handbook_, page 8-11, watch my _How to Forward Slip..._ video, and get some tailwheel / glider training... (BTW; this _Power Off 180_ video is for the Commercial Maneuver; you sure better be able to slip in a turn at the CPL level!)

[@nicholasmoyer2313]

Im well aware of that but I've seen plenty of students that should know better that don't....there are a lot commercial pilots that slip through the cracks that shouldn't have a private pilot certificate

[@nicholasmoyer2313]

Nicholas Moyer Im not arguing that it is imminent Im simply saying that someone that does not stay proficient may not recognize the difference btwn a slip and a skid after all were all human

[@GarryWing]

Nicholas Moyer High rudder = *Good* / Low rudder = *Bad* :)

[@WillyBotson]

+Nicholas Moyer Garry is completely correct. What is an instructor supposed to do, you're saying? Not teach a slip which is a basic maneuver used for safety to get down? Have you ever had to land a plane that doesn't have flaps? If you're not increasing your angle of attack and you're in a slip (not a skid), there's no risk of a stall-spin. When you practice stalls you learn this b/c it involves increasing your angle of attack.

[@jiefuster]

Slipping that low to the ground in a turn? That base to final has killed so many pilots....

[@GarryWing]

Nah; you're thinking of _skidding_, not _slipping_. Virtually impossible to spin from a slip --- you're more likely to spin from Straight & Level flight. Glider and/or basic aerobatic training will help clear your confusion... also try to read/watch some of Rich Stowell's _Stall / Spin Awareness_ stuff; he does a good job explaining it all....

[@Pylon5Productions]

Funny, as I was reading your reply I was thinking of Rich Stowell's video in my head, not knowing you'd end up mentioning him. My flight instructor had me watch those videos when going over stalls and spins... On another note, I just discovered your channel and your presentation is great. Very clear and even entertaining. Cheers!

[@JohnSmith-tw4cg]

3 CFI's..........3 different points of view.........what the hell is right o r wrong ????????.....all CFI's think that they are right. BULL SHIT

[@Red-qk7hv]

John Smith that's why you do things by the book.. and crosscheck your references