Landing Critique

Did this guy land a bit short of the runway or was his glidepath a bit
too shallow? Something else?

He got a bit too slow, and couldn't arrest his sink rate. A Cherokee will
come down like a load of sand if you get slow on final.

Video also exaggerates the impact of any landing, in my experience.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

my 0.02 worth... I di dnot see a flare in the true sense. I did not
see (prop rotation) or hear any power adjustments prior to stall
warning.. stall warning horn does not "get louder" it either sounds or
it doesn't. This pilot was definitely below glide slop at least a half
mile out. The internal "stupid alert" should have sounded and power
applied shortly after base to final. I tried to watch a spot on the
ground with reference to windscreen but it was difficult as there was
too much movement, but you could see the "numbers" slowly going up the
screen.
Also noticed a "lot" of internal pilot copilot movement after entering
the pattern and a piece of paper flying by the pilot shortly after
downwind to base. At least they seemed very jocular about the
landing. Isn't it great to be a critic? One thumb down

Started out looking high, which is good because this airplane can come
down quickly.
I was looking at the panel for the ASI, didn't see it but noted that the
VSI was 900 fpm.
He definitely go too low as is evident by the flattening out of the
sight picture of the runway prior to crossing the road.
I couldn't tell when or how much flaps were applied, but from the rate
of descent, I would guess all of them at the beginning of the approach.

wrote in message
oups.com...


stall warning horn does not "get louder" it either sounds or
it doesn't.

Did you mean that generically for all aircraft? ... or in this particular
case only?

On Fri, 9 Sep 2005 23:51:54 -0400, "Icebound"
wrote:


wrote in message
roups.com...


stall warning horn does not "get louder" it either sounds or
it doesn't.

Did you mean that generically for all aircraft? ... or in this particular
case only?

Perhaps it's to do with the way the horn is activated. I seem to
remember the 172's horn getting louder the closer to stall you got
(pneumatically activated), but don't recall that phenomenon with the
182's horn (electric switch)?

"Peter Clark" wrote in message
...
On Fri, 9 Sep 2005 23:51:54 -0400, "Icebound"
wrote:


wrote in message
groups.com...


stall warning horn does not "get louder" it either sounds or
it doesn't.

Did you mean that generically for all aircraft? ... or in this particular
case only?

Perhaps it's to do with the way the horn is activated. I seem to
remember the 172's horn getting louder the closer to stall you got
(pneumatically activated), but don't recall that phenomenon with the
182's horn (electric switch)?

Well, the 172's horn seems to be basically the same principle as blowing
across the mouth of an open beer bottle. If you blow lightly, it makes a
gentle hum and if you blow hard, it gets loud.

I don't know how other stall horns were designed, but it was my impression
that a stall horn is supposed to be designed to go off a little before the
true stall.

For the 172, this means that at a certain AOA, there is *some* air going by
across the opening, producing *some* sound, while you still fly not fully
stalled. It is not until a full stall that the maximum amount of air is
flowing across the opening, producing the loudest sound. Now the 172 has a
pretty thick leading edge, which may contribute to the way this seems to
work.


Since that is all that I am familiar with....

....does that mean that for most other aircraft, I would have to be aware
that the stall horn will go off suddenly and completely?

"Icebound" wrote

Well, the 172's horn seems to be basically the same principle as
blowing across the mouth of an open beer bottle.

Not all C-172s...some have the electric vane. The one that I fly does.

I don't know how other stall horns were designed, but it was my
impression that a stall horn is supposed to be designed to go off a
little before the true stall.

(c) During the stall tests required by §23.201(b) and §23.203(a)(1), the
stall warning must begin at a speed exceeding the stalling speed by a
margin of not less than 5 knots and must continue until the stall occurs.


...does that mean that for most other aircraft, I would have to be
aware that the stall horn will go off suddenly and completely?

Yes, but at least 5 knots above the actual stall per Part 23.

Bob Moore
ATP CFI