Simviation Forum - Landing Any Good Books on it ?

Nov 20^th, 2006 at 9:58am

eniranjanrao Offline
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Are there any good books on landing in all types of weather?

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Reply #1 - Nov 21^st, 2006 at 2:17pm

TSC. Offline
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Not sure about books - but my boss says i'm very good at landing myself in the s**t.

Grin

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'Only two things are infinite.......The Universe and Human stupidity........and I'm not too sure about the Universe' - Einstein

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Reply #2 - Nov 21^st, 2006 at 2:19pm

EGNX Offline
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Quote:

Not sure about books - but my boss says i'm very good at landing myself in the s**t.

Grin

TSC.

LMAO!!!!

And sorry eniranjanrao I don't know if there are any books about landing in all weather, but I guess someone round here will.

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Reply #3 - Nov 21^st, 2006 at 5:32pm

RitterKreuz Offline
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if its a book about flying... its probably here

http://www.aeroplanebooks.com/

though i doubt it if anyone has taken it upon themselves to write volumes about the ONE aspect of landing.

hope your search yields results

Grin

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Reply #4 - Nov 24^th, 2006 at 4:30pm

beaky Offline
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Offhand, I'd say if you can see the runway and aren't carrying ice, it doesn't matter what the weather's like... nothing intrinsically different.
I've landed VFR on cold days, hot days, windy days, cloudy days, on wet runways, icy runways, in snow, in rain...
A wet or ice-patched runway requires some foresight to prevent skidding or hydroplaning when you brake, but other than that, it's all the same. Visualize, stabilize, and correct.

Most "how-to" books on flying cover weather concerns throughout; I don't think there's a book dedicated solely to weather as regards landings.

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Reply #5 - Dec 15^th, 2006 at 9:40pm

DaveSims Offline
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You can read a book on how to ride a bike, but you still have to actually do it to know how. Grin

Dave

www.flymcw.com

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Reply #6 - Jan 9^th, 2007 at 9:58pm

Boss_BlueAngels Offline
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DaveSims wrote on Dec 15^th, 2006 at 9:40pm:

You can read a book on how to ride a bike, but you still have to actually do it to know how. Grin

Very true! You can read and read, but until you get in the cockpit and do it over and over, it won't do anything for you.

But, to help aid the traininig, I do very highly recommend the book, "Stick and Rudder." Best aviation book I've ever read--and I've gone through a lot in the last 10 years!

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Reply #7 - Jan 10^th, 2007 at 5:39pm

OTTOL Offline
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beaky wrote on Nov 24^th, 2006 at 4:30pm:

Offhand, I'd say if you can see the runway and aren't carrying ice, it doesn't matter what the weather's like... nothing intrinsically different.

Take this guy's advice. He's right, once you've transitioned to a visual approach, landing is exactly the same.

Landing, itself, really comes down to two basic factors: wind (direction and variation) and thrust.

I can't say that I know of any books that cover good landing techniques but the King video on the subject is outstanding. Once you get past the crazy little ladie's afro, you'll see that they use a simple and effective technique. They fly an airplane down a runway, in ground effect a bunch of times, with a camera placed at the approach end, pointing down the runway. They do a bunch of passes; some demostrate rudder effects and some demonsrate aileron effects. Then they combine the two. I used to take my students out to an abandoned runway and do the same thing (after watching the King method).

Thrust comes into play to a greater degree when you transition to larger aircraft. Moving to a heavier plane may mean an aircraft that requires power all the way to the runway. The same goes for a twin, with the added effect of accelerated slipstream. On jets (especially one's with rear-mounted engines) the novice pilot has to un-learn some of the most basic fundamentals of landing technique. When I first started flying Lears, one of the toughest things I had to learn was to push forward (instead of holding the airplane in the flare) when I chopped the power!

The only other bit of advice I might add is; make sure you get stabilized (fully configured and at approach speed) as soon as possible. This would be the one true difference between an instrument approach and some visual approaches. And even for a full-visual approach, I recommend getting stabilized early.

Just ask these guys..... http://www.ntsb.gov/publictn/2002/AAB0204.htm

.....so I loaded up the plane and moved to Middle-EEEE..........OIL..that is......

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Reply #8 - Jan 11^th, 2007 at 11:17am

beefhole Offline
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OTTOL wrote on Jan 10^th, 2007 at 5:39pm:

The only other bit of advice I might add is; make sure you get stabilized (fully configured and at approach speed) as soon as possible. This would be the one true difference between an instrument approach and some visual approaches. And even for a full-visual approach, I recommend getting stabilized early.

Just ask these guys..... http://www.ntsb.gov/publictn/2002/AAB0204.htm

Well, the same NTSB guys will tell you, in the same breath, not to get established TOO early (if you're flying something like a 172). Basically, just fly the pattern, follow SOP and you're golden Wink

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Reply #9 - Jan 11^th, 2007 at 2:19pm

OTTOL Offline
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beefhole wrote on Jan 11^th, 2007 at 11:17am:

OTTOL wrote on Jan 10^th, 2007 at 5:39pm:

The only other bit of advice I might add is; make sure you get stabilized (fully configured and at approach speed) as soon as possible. This would be the one true difference between an instrument approach and some visual approaches. And even for a full-visual approach, I recommend getting stabilized early.

Just ask these guys..... http://www.ntsb.gov/publictn/2002/AAB0204.htm

Well, the same NTSB guys will tell you, in the same breath, not to get established TOO early (if you're flying something like a 172). Basically, just fly the pattern, follow SOP and you're golden Wink

You're right, you shouldn't be fully-configured in your 172 when you're 5 miles from touchdown. Roll Eyes

I said stabilized....not stupid....

.....so I loaded up the plane and moved to Middle-EEEE..........OIL..that is......

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Reply #10 - Jan 11^th, 2007 at 10:21pm

hollywood Offline
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From my experience every time you land its pretty much the same, just sometimes you cant see the ground until your mains are rolling.

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Reply #11 - Jan 25^th, 2007 at 1:25am

Boss_BlueAngels Offline
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Just to throw a wrench into this all too calm thread....

When you get into short field, high-elevation airfields landing isn't just, "landing." There is a very fine science to it. Not only do you have to know the precise airspeed/power settings for an approach, but you have to learn how to judge the terrain. Coming in over a river bed? Expect a bit of a sink as you pass over it... over some very hot rocks/ground? Expect some rising air.

Coming in over some hills with a significant headwind? Expect some downdrafts to quickly shift to updrafts as you cross the ridge. No landing in the back country is ever a "normal" landing.

Those are just a handful of scenarios you may encounter if you're flying in mountains. Not only do you have to acquire the skills to adjust for these with power/control, but be able to anticipate them. Flying by reaction gets people killed. Flying by anticipation keeps you alife.

The day is always better when you're flying upside down.&&&&www.fight2flyphoto.com&&&&Canon RebelXT&&Canon 18-55mm&&Sigma 10-20mm F/4-6.3&&Sigma 100-300mm F/4-6.3&&Sigma 50-500mm F/4-6.3

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Reply #12 - Jan 25^th, 2007 at 8:45am

beaky Offline
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OTTOL wrote on Jan 11^th, 2007 at 2:19pm:

beefhole wrote on Jan 11^th, 2007 at 11:17am:

OTTOL wrote on Jan 10^th, 2007 at 5:39pm:

The only other bit of advice I might add is; make sure you get stabilized (fully configured and at approach speed) as soon as possible. This would be the one true difference between an instrument approach and some visual approaches. And even for a full-visual approach, I recommend getting stabilized early.

Just ask these guys..... http://www.ntsb.gov/publictn/2002/AAB0204.htm

Well, the same NTSB guys will tell you, in the same breath, not to get established TOO early (if you're flying something like a 172). Basically, just fly the pattern, follow SOP and you're golden Wink

You're right, you shouldn't be fully-configured in your 172 when you're 5 miles from touchdown. Roll Eyes

I said stabilized....not stupid....

So true. But having only flown bug-smashers, and mostly at uncontrolled fields where straight-ins are not encouraged, I can safely say that almost every not-so-great landing I've ever made went wrong either at the top of final or even abeam the numbers on downwind. You can salvage a poor approach most of the time, but it's better to not have to.

None of it is carved in stone, especially at tricky landing sites such as Boss describes, but getting set up right makes all the difference. Even in a situation where you have to dogleg around a tree on final and be ready for downdrafts off a nearby cliff or changing air over various surfaces, if you are near your desired airspeed/sink rate target as soon as you're committed to the approach, it will all go better for you.

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Reply #13 - Jan 29^th, 2007 at 7:36pm