The Stabilized Approach

[@joemcmurray1172]

For over 10yrs. I’ve enjoyed all these videos. And still review them from time to time

[@Love2FlyKAP]

Your vides are fantastic, please continue posting them. Thank you!

[@YamahaC7SRG]

Excellent! This is yet another great video. I'm so glad I found this channel!!

[@mikelong9638]

Love your videos Gary.

[@jjovereats]

once in a flight simulator the throttle cables snapped and i had to glide a dc-9 super 95 to a crash landing just less than 5nm short of KSFO. I had little but some engine thrust.

[@EGAH]

Nice video man... looking forward too more...

[@GarryWing]

Why be good when you can be great?

[@jaypaulbusch]

Great videos.

[@johnpro2847]

The final leg appeared way too short from here ...

[@WaitingForTheSubway]

Hi Gary, I LOVE your videos! I just started training for my private license, and I’m having difficulty with landings. I either ram into the ground and bounce, or I start the round out so early that I just takeoff again. Any advice for someone whose having trouble figuring out when to round out, and how much back pressure to apply? Thanks!!

[@GarryWing]

I've never heard of anyone having problems learning to land... I'm KIDDING --- we all did. One of my early instructors used to joke about going back out on the runway after I'd practiced landings to pick up parts that fell off the airplane! Of course, he'd also swat me with a Sectional Chart when I slammed it on. One old adage is, "it only takes five minutes to get that sight picture dialed in, but that 5-minutes may not come for many hours". Most people can at least develop the judgement and decision making (albeit, not perfect landings) after about 60-80 landings with a good instructor. But you still work on landings through the rest of training and beyond... Don't stress it, but keep working at it, and you'll get there. The key to your specific issues is where you are looking and applying the correct amount of control pressures to get the desired result. Also, fly the same pattern and nail your airspeeds in each leg, and you'll get there sooner.

[@WaitingForTheSubway]

Garry Wing Thank you so much! I just had a really good day of MUCH better landings. The timing for the round out finally clicked, in large part due to your Cessna landing videos! Ive been watching your How to Land a Cessna video almost every day lol. Thanks so much! -Mary

[@jeffreyryan4739]

Hi Garry .. I don't understand your comment about keeping the target point on the runway (the threshold in this example) 30 degrees below the horizon and how that relates to keeping your aiming point constant in your windshield line of sight. Or how the 30 degrees below horizon relates to a 3 degree glide slope. Can you explain? Thanks!

[@GarryWing]

Jeffrey Ryan In gliders they call it a *look down* angle. The distance between the horizon & your aiming point should be the same throughout the approach. The _Airplane Flying Handbook_ mentions this briefly on Page 8-8, but it's a concept that's familiar to glider pilots. Don't confuse the position of your aiming point relative to the horizon with your descent rate.

[@jeffreyryan4739]

Garry Wing Thanks for the response and the reference to the Airplane Flying Handbook. I got it now. As a student pilot, your videos are very helpful. Looking forward to the next one!

[@warren5699]

'Target point 30 degrees below the horizon' - Keep in mind that the horizon is not always visible. Why depend on a technique that sometimes is impossible on which to rely. Keep the aiming point steady as Garry describes on final and avoid obstacles - that will work for all approaches so don't become too reliant on using the horizon.

[@cq7415]

Thanks.

[@crazyavery4444]

Good point.

[@kristamorisen2669]

I am getting ready for my checkride and I recently switched from the C172 to the PA-28 and my approach, while high (something my new instructor has no problem with), and after about 15 landings with him, I was able to get the flare down, but, I can't seem to keep my approach stabilized, any suggestions? Apparently, its flat.

[@GarryWing]

Most people are too fast on their approaches, but it's possible you may in fact be a bit SLOW...? You do have to bring enough energy (in the form of airspeed) to the runway, in order to roundout, flare and then stall the airplane just as the wheels are over the runway. Are you slamming it on at the end, with no flare? That would be another indication of getting too slow on short final.

[@kristamorisen2669]

Garry Wing I just switched to the PA-28 and finally got the flare down. It seems to be the approach. The approach speed is between 75 and 80 mph, I seem to be within that range. It seems to be during the approach. I'm also pretty bad at figuring out the wind for the turns. I think part of the problem is I got used to one 172 where I had to do a 180 power off landing. Which I do well with, believe it or not. :) (I've been told I'll do great on the commercial checkride)

[@kristamorisen2669]

Krista Morisen I also have over 300 landings in the 172 and only about 38 in the Piper.

[@crazyavery4444]

A good landing is any landing you walk away from.

[@taxidermydavid]

We pilots need to set the bar higher than this. This old saying is just wrong.

[@林俊华-l8t]

Hi, I'm a student pilot. I have trouble to maintain speed on final when there is crosswind. How to maintain stable glide path constant speed when the crosswind about 7 knt

[@GarryWing]

Hi 林俊 - Remember in a crosswind if you are sideslipping, that is an uncoordinated maneuver, resulting in a more draggy airplane. Lower the nose and perhaps increase power a bit to compensate and maintain approach speed. I'm working on a Crosswing Landing video right now; it should be up in the next couple weeks.

[@jamesdonohue5843]

Carb heat off on short final, it sounds like a good idea. I’m not being taught that way