what is aviation mastery mastery is a
quest
not a score on a test it's a
self-perpetuating infinite game it takes
our concept of a good pilot is always
learning
and removes the limits you previously
self-imposed
but the choice once again is always
yours you can choose to stay
inside your comfort zone your defined
limits or you can push
beyond to the safer smarter pilot you're
always
meant to be these are the principles of
aviation
mastery
[Music]
what is happening missouri nation jason
shappert here m0a.com welcome into our
new series
principles of mastery and today we're
diving into
really mastering our landings and
principles of mastery
in our landings as well and i am just so
excited i hope you loved
the fundamental series uh if you need
help with your landings by the way go
watch
fundamentals episode one we can make
sure the team links to that down below
this video as well
and i'm gonna take you through three
landings here in the pattern we're one
eight at the ocala airport
tower skyhawk 2-3 mike zulu alpha 1 1 8
ready for departure
so we were 2-3 mike zulu ocala tower
make right close traffic runway 1-8
cleared for takeoff
right close traffic 1-8 clear for
takeoff thank you two three mike zulu
verified finals clear base is clear
get my door
seat belts everything set set set every
bit of runway
and then we'll take you through really
mastering
landings you learned the fundamentals
last month now we're gonna start to
really apply them out in the real world
i see one eight outside i see one eight
on my compass here here we go
airspeed's alive confirmed engine gauges
green green green
lights looking good let's go around good
afternoon november one to one picture
we are up and flying november one two
one victory
right now and go ahead with your request
and they're low
out of the way uh you want to 150
kilowatt like request a
taxi for departure to the north east
please
straight victory departure
alpha 6 taxi
out we're going to start
whatever that may be how can you expect
that all to be
the same well we're going to show that
here today i'm going to purposely end up
way
too high just kind of a sloppy pattern
all over the place
all right 700 feet agl msl we're turning
our cross one here he wanted right to
close
traffic and i'm going to purposely just
fly a sloppy pattern
think about it this way when a
basketball player steps up to the free
throw line
maybe you've played basketball before
maybe golf's your sport whatever it is
golf addressing a putt whatever it may
be you approach
the ball or approach the free throw line
exactly the same way every time i used
to play basketball quite a bit
and you'd approach the free throw line
you had your routine you dribble it
twice you spit in your hands once you
bend your knees you shoot right the goal
is to make everything exactly the same
and get into that
pattern well the same is true of our
landings how can you expect a perfect
landing when your pattern is so
different all the time when one time
you're so close
when the next time you're so far away
with this time i'm 200 feet
too high and i'm gonna end up being a
little bit
on the wide side of things so high
and wide could actually end up working
out can you see that smoke out there
so look at that that smoke's not looking
like one eight kind of smoke is it
but we will see what we can do here i'm
gonna give them a call
and two three might lose on the midfield
right now and one eight touch and go
please
november and two three mag zulu runway
one eight cleared for touch and go
one eight clear touch and go thank you
mike zulu i should be about 1100 feet
i'm 1500 feet right now and i see that i
go wow i really need to get down so i
bring some power back
and i bring my carburetor heat on back
and i'm already out of my pattern
because typically my pattern is i want
to be a be my touchdown point
car p power back 10 degrees of flaps now
i need to get down so i'm kind of
lowering the nose but
can you look at my air speed real quick
look at my air speed creeping up 95
96 i'd like to be kind of 90 ish right
now
instead of trying to get down uh and i
still have 300 feet to go i should be
getting my descent you know what i'm
gonna go i'm within my arc i'm gonna add
10 degrees of flaps and
i am behind the airplane in the traffic
pattern as odd as that seems
i still realize i'm high the flaps
aren't really helping me right
i bring a little bit more power back
you have to begin to standardize your
traffic patterns
now you say that's
no matter where the pattern is for you i
think
actually flying that you fly the same
distance in a high wing airplane like
this
i can put the runway out on my strut in
the low wing you can do the same thing
on the leading edge
as well with this i am now at my pattern
altitude and i'm on base
i am bringing my power back now to just
about idle in any attempt
just to try to get this airplane on down
here he already cleared me for touching
oh you know what i'm adding my next
notch of flaps that's probably going to
help me
right this is how we think as a student
pilot i'll get
with all these flaps and all these lift
and drag devices we'll call them
i turn into the wind and what's gonna
happen i may not cover a lot of distance
across the ground
but holy moly in my high can you see the
papi lights
i see four white lights i am 800 feet
i'm normally about 500 feet right here
i've
consistently been about 300 feet high
this entire pattern
i never made up for the altitude deficit
because it kind of perpetuates itself
through the pattern you have to get down
at such an exponential amount
so now i've got the power back to idle
i'm 700 feet per minute
is this a stabilized approach is my 500
foot callout that normally happens back
there as you'll see in my next landing
is this a stabilized approach i mean
it's
stable but i am racing to get down
i have been behind the airplane this
entire time and
this is a situation where students often
find themselves
behind the airplane in the traffic
pattern reality if you find yourself in
a situation i need you as a student
pilot
to go around you know thank goodness we
have 7 000 feet of runway here i've been
high this entire time the papi lights
are showing by the way i'm back to idle
i got full flaps in
i'm at the the mercy of gravity uh short
of picking up a ton of air speed coming
on down here
maybe one second those white birds are
just hanging out right
here let me just watch them anyways i'm
landing i'm gonna touch on about a
thousand feet
longer than i want to and a little more
firm than i want to let me just quietly
sneak past these birds please don't hit
my airplane thank you birds
carburetor heat flaps are coming up
and full power
and we're on to it again and towards two
three mike zulu be advised there's those
white birds just hanging out like right
the thousand foot markers they were
there on take off and they were there
again on this landing
let them know the birds out there they
got a cool bird cannon not they hurt the
birds they just
scare the birds away with a cool like
shoot fireworks and stuff
anyways you got to learn about birds
and you got to see how a perfect pattern
and a perfect landing go hand in hand if
i have a sloppy all over the place
pattern
how can i expect to have a great lantern
and puppetry
just to extend your upwind i'll call you
crosswind here in just a minute
what
jason how are you gonna fly your perfect
pattern now
when he just told you to extend that
pump
i just wanted to set myself up in the
same spot
each time here comes my eleven hundred
percent two three mike zulu you can
charge your crosstalk
now turn across for now thank you to the
mike zulu i'm at pattern altitude on my
departure leg slash
upwind leg i'm going to turn my
crosswind and again not a whole lot's
going to change from this standpoint
right i'm just entering into the pattern
so then you're asking well what about if
i enter on a base or
final you want to put yourself in a
position like i said i'm normally back
here when i'm at the 500 foot mark and
here my 500 foot call out
well you just want to be in that same
position no matter how you enter
the actual traffic pattern so a perfect
landing starts with a perfect traffic
uh cessna traffic on about he's about to
turn the right base now
and he'll be a full stop traffic to
follow insight to their mexico
all right he didn't clear me for
touching though he just told me to
follow that traffic so you got to be
mindful of that as well
number two mag zulu number two runway
one
eight cleared for zach and go number two
one eight clear touch and go thank you
to the mike zulu
all right i've got him inside him i'll
watch him so the second aspect of this
is airspeed is king how can we
manage our air speed throughout our
pattern in 2-3 mike zulu
i like to be about 90-ish
on downwind 80 on base 70 on final
and slowing to 65.60 as i get over
airport property so let's look at our
speed i'm right at 90. i'm liking this
a lot here holding this i've got my
pattern out too they've got a little bit
of a climb going on
it's kind of bumpy today don't know how
much that is real versus just riding
updrafts
and downdrafts here as well so we're
working to manage that
now what i was talking about earlier i
don't know which camera can catch it
here
but i always fly my patterns about
halfway put the runway about halfway
up my strut a lowing airplane you can
find that same kind of point for you as
well
so no matter where i'm at i don't need a
geographic point below me
i just know hey put the wing out there
now whether it's left traffic right
traffic it doesn't matter from your seat
where should that be for you i'll be my
touchdown point to get into my
procedures you ready
carburetor heat power back
10 degrees of flaps and that other
traffic is already a beam me as well on
final
as well you could extend a little bit
for him or her
as well but they're perfectly in
sequence there and most importantly this
is where people let the pattern get away
from them
can you make sure you started a descent
because what's the tendency when i add
flaps in the nose wants to come up
you have to make sure you've truly and
actually started
that descent so get that airplane coming
on down and that might take more power
than you actually think
and i want you getting ready to slow
towards 80 knots i'm almost there now
i'm at 83.84
right now and at that 45 degree point
there it is he's down on the ground i'm
gonna go ahead and turn
my right face even my nose still coming
down throughout my base
all's looking good look at my speed i'm
liking that a lot
and a bird going by still have a nice
descent going on
assistant surely you turn left at alpha
10 degrees
from the parking watch how much easier
life gets when i go to my next notch of
flaps wings level
next notch of flaps and just hold it
here
look that speed management gets way
easier now
looking good i'm gonna bring a little
bit more power back as i turn
final
and turning final here
much much more appropriate glide path
here
on final my next notch
a flaps and then where do i want to be i
want to be slowing
to about 70 whoops all gusts there
which we are working towards there's 70.
we've got that there's my 500 foot
callout i am a little bit higher
than i would like to be so i'm gonna
bring just a little bit more power back
i think i caught a little bit of an
updraft there as i made that turn
now that sight picture's coming back in
you know what i used to do back in the
olden days
uh joel one of my early aviation mentors
if you're watching
just just pause it here i used to take
kind of like a charcoal pen
and i would draw a circle on the
windshield i'd say put the numbers one
eight in that circle if that's not in
that circle if that if one it's creeping
up here you're too low points creeping
down here you're too
uh high and we would work that so i want
you kind of pick your
pick something out and draw your
fictitious circle out there to know
am i too high am i too low am i right on
glide path here
managing everything as we come in as we
approach to airport property
working to slow that airplane up just a
little bit more across into the 65 range
everything is looking good little
crosswind from the right
hold it off hold it off eyes down that
runway
and nicely down on the ground
carburetor heat's coming off these are
the flaps flaps coming up
i don't see those birds and i see ops
out there look at that they're efficient
this crosswinds got me good here there
we go there's ops chasing the birds i
see them
let's get flying first here
of course the birds go right across the
runway in front of me
too funny there's ops chase the birds
thank you for that
so a perfect landing starts the perfect
traffic pattern
we next add the equation in there that
airspeed is king
now i offered 90 80 70 slow into 65 60
on short short final slash airport
property
that's what works for my aircraft your
aircraft may be at miles per hour maybe
a knot
it may be a serious that maybe a cessna
150. you can't use
my rule as a hard and fast rule for your
airplane
but you can fly with your instructor you
can figure those numbers out you can fly
the pattern a little bit figure those
numbers out but they should
drop roughly about 10 knots 10 mile per
hour even
increments figure out what works best
for your
aircraft to help you manage that
airplane all the way down
let's do one more here and this one is
perhaps
the most difficult to understand
i would like you to ditch the word flare
from your vocabulary you see what do you
think about when you think of the word
flare you think
of all the bad airplane movies you've
seen you think of if you're young enough
to remember seeing the space
shuttle come into land you think of all
these things where they yolk back to the
chest
and what actually caused me to change my
minds on this was very early on when
as a flight instructor i had a student
coming in was flying great i told them
to
flare kid you not we were at about 25
feet
they pulled the yoke back to their chest
we shot up to the moon and we just
executed a really good go around
procedure before we slam that airplane
it was actually this very airplane
um gosh probably 15 years ago now
and i thought i sat with him on the
ground afterwards and said what what
happened
there what why'd you do that well you
told me to flare jason
yeah i told you to flare and he goes
when i think of a flare i think of a you
know a
big old triple seven coming into land i
i think of
number two three mag zulu runway one
eight cleared for touching up
one eight this one will be a full stop
that's okay for two mike zulu
november two three mike zulu runway one
eight cleared to land
one eight clear land thank you to their
mike salute
so we talked about this definition of a
flare i said no you're really kind of
transitioning to slow flight down the
runway
and thus the word transition was more
this landing
i don't want you to think about flaring
i'm not talking about three-pointed the
mains do touch down followed by the nose
but i want you to treat it more like
you're trying to do slow flight down the
runway
and as you pick up the nose because the
nose does come up by the way i'm gonna
be my touchdown point procedures right
car beat power back 10 degrees of flaps
as you pick up the nose a little bit i
want you to also pick up your
eyes down the runway it's easy to get
glued on jason said airspeed is king
yes that's right but i also need you to
take your eyes down the runway and i
mean way down the runway
1000 feet 1500 feet look towards the
trees whatever it takes
get your eyes down the runway has
anybody let me know in the comments have
you ever had the ground
sneak up on you you hit the ground
before you thought you should have
you were looking too too close you look
further down
the runway all right we're clear to land
and we're good to turn
base right here air speeds looking good
keep that nose coming down through this
turn right that positive airflow
we're low we're slow i don't like flaps
in a turn that can be a
discussion for another day we're about
to land here i want to focus on this
i'm not a big fan of flaps in a turn can
they be done yes
but um i mostly operate from the
principle of i'm low
i'm slow one wings created more lift
thus more drag than the other with flaps
so
why would i want to do that it can be
done absolutely i just i don't like each
load time student pilots do that
that's another video here all right on
base
all is looking good life's looking good
flaps are set
turning final we could should get that
500 foot call out here
in just a second right where we normally
would
there she is normally get it right about
there so although it was a little early
maybe a little lower than i normally am
next and last notch of flaps here coming
in working that crosswind in now again
a perfect landing starts the perfect
pattern look at that big old updraft i
just caught there
perfect landing starts the perfect
pattern air speed
is king next instead
of flaring i want you to transition
and as you transition the nose up to hit
the mains before you
hit the nose i want you to transition
your
eyes down this runway as well
that is where i want your focus to be
now all this time we haven't really set
up points to hit and everything
we talked about that in the fundamentals
but really i want you to focus on some
of these principles
of mastery here so as we come in we
enter into just about ground effect
right about here
i want you to transition a slow flight
down the runway hold it here hold it
here
eyes down the runway i'm looking towards
those trees that's a gust that's not you
hold it here
keep that back pressure keep that back
pressure and just gently
set that nose down a little aerodynamic
braking and we can stop
mike's little back taxi or keep it going
and uh november
2 3 mike zulu just make it 180 on the
runway back to actually
takes you a alpha one all right uh back
tax
alpha one thanks to the mike zulu got so
much construction going on as you've
heard in a few previous videos me
uh talking about there all right that's
all good let me get my back taxi going
here
and confirm these are flaps these are
flaps cleaning it up
as we back taxi here so what do we cover
so far
a perfect landing starts with a perfect
traffic pattern next airspeed is king
and lastly if you can ditch the word
flare from your vocabulary and work in a
transition
hey i hope you love you i know you're
gonna love this series i hope you loved
the previous
fundamentals series as well as dive in
the series on
mastery we're kicking this off really to
celebrate
aviation mastery the book you can
pre-order at aviationmastery.com and
that should be
shipping towards the end of this month
so very excited maybe they begin in may
but very very excited about that
aviationmastery.com to go and pre-order
your copy of the book
it is it is a tome i don't know how else
to explain it it is a big old book
and it is going to change the way you
fly these videos have helped you
wait till you get to see it wrapped up
in three or four hundred
pages i've done my best to keep it short
and that's about as short as i could
actually make it aviationmastery.com
also we're going to be doing a great
principles of mastery
webinar series at the end of of this
month i believe it's april 27th i want
to say
at 8 00 pm eastern time go to
m0alive.com
to get signed up for that hopefully
you're able to join our previous zoom
call last week i hope you loved that
we're doing another one every month
we're going to do this so head over to
aviation
i'm sorry m0a live.com
to get signed up for that and
aviationmastery.com
to pre-order your copy of aviation
master the book which should be
shipping the season 2 3 mike zulu the
aircraft on the ramp is going to be
waiting for you you remain this
frequency sparky
this frequency with you thanks to the
mics of them so listen
have a blessed amazing outstanding rest
of your day if we have helped you with
your landings
let us know in the comment section below
this video can't wait to read those
those are truly our oxygen that keep us
going so thank you for that
have a blessed amazing outstanding rest
your day and most importantly remember
a good pilot is always learning have a
great day everyone we'll see
[Music]
you