Bounced landing recovery?

Greg
In 40 years of instructing, I never had a student pilot that didn't
bounce a few times on landing. When they got upset I told them, Hell if
you made every landing perfectly you wouldn't know how to handle one
that wasn't!
As for professional pilots losing one on landing, without being there
to see it, what do I know about what was going on?
I'm interested to hear the definition of "highly experienced". ??
And, I teach all my students to keep on flying until the dust settles.

Nothing like a little tailwheel training (especially wheel landings) to
help erase that "anticipated outcome" feeling.

I never really learned how to do a go around from a bounce until I
started flying tailwheel.

Brian

"Guy Elden Jr" wrote:
I usually come in a little too hot

Well, stop doing that! That's your *whole* problem.

I've never been able to really
master the flare in that thing. It's a very sensitive beast

No, it isn't.

... just a
little too much elevator and it wants to climb like nobody's business,
instead of settle nicely into a flare.

Too fast, too fast, too fast.

. Fortunately I don't have to land
on short runways much.

Indeed. Slow down there, cowpoke. You should be at 70 KIAS max on short
final.
--
Dan
C-172RG at BFM

I totally agree... my problem is due more to fear of stalling I think,
even though I know from experience that the plane will not stall at 65,
60, even 55 kias.

"Guy Elden Jr" wrote in message
oups.com...
I totally agree... my problem is due more to fear of stalling I think,
even though I know from experience that the plane will not stall at 65,
60, even 55 kias.

I remind you that the plane can of course stall at any airspeed. An
abrupt pull-up, for example ...

"Guy Elden Jr" wrote:
I totally agree... my problem is due more to fear of stalling I think,
even though I know from experience that the plane will not stall at 65,
60, even 55 kias.

Not technically correct, but I know what you mean.

Well, you'll just have to get over it if you want consistently good landings.
Concentrate on getting that short approach speed right and everything else
will start to work a whole lot better.

As for the flare, don't think about it. Rather, as the plane settles,
concentrate on keeping the wheels off the runway. Prevent the airplane from
touching down as long as you can by pulling the yoke back. Don't let the
stall horn scare you--it's supposed to blow if you're doing this right--just
keep easing the nose up until the mains touch. Keep the yoke back as you
roll out. There, you did it!
--
Dan
C-172RG at BFM

wrote:
When I look at the NTSB reports it seems pretty often a bounced
landing and
loss of directional control is cited as a cause of accidents. Many
of the
pilots involved were highly experienced. My question is why isn't
recovery from bounced landings stressed more in private pilot
training? I
reviewed several of my Private pilot texts and none really had much
to say
about bounces. I would be interested in knowing the newsgroup's
opinions
on this subject.

For an experienced pilot, a regular bounce (off the mains) should be
no big deal. You have the option of adding a touch of power,
restabilizing, then flaring again, or you can just take it around.

Most of the bounced landing accidents I'm aware of involved a
porpoise. Once the bounce/pitch up/pitch down/bounce cycle gets
started it is much more difficult to "save" the landing. For most
tri-gear light singles, the third or fourth bounce in the porpoise will
relieve the plane of its nosegear.

The first time I performed a porpoise, I attempted to fix it like a
regular bounced landing. After the second bounce, I knew something
was seriously not right, so I firewalled the throttle and took it
around. Turned out to be a real smart move, although I didn't know it
at the time. I hadn't ever encountered a porpoise during my training,
so I was just makin' it up as I went along.

John Galban=====N4BQ (PA28-180)

John Galban wrote:


For an experienced pilot, a regular bounce (off the mains) should be
no big deal. You have the option of adding a touch of power,
restabilizing, then flaring again, or you can just take it around.

In a 182 if you bounce back in the air you do not move the controls,
stay in your landing attitude, increase RPM by 50-100 and let it land.
You start rowing the controls is when you start losing parts.

The problem is most people add too much power to recover. It only takes
100-200 rpm to stabilize and arrest the descent.

wrote:
When I look at the NTSB reports it seems pretty often a bounced landing and
loss of directional control is cited as a cause of accidents. Many of the
pilots involved were highly experienced. My question is why isn't
recovery from bounced landings stressed more in private pilot training? I
reviewed several of my Private pilot texts and none really had much to say
about bounces. I would be interested in knowing the newsgroup's opinions
on this subject.
Thanks,
Greg M

Solid advice, on the mark.

Newps wrote:
In a 182 if you bounce back in the air you do not move the controls,
stay in your landing attitude, increase RPM by 50-100 and let it land.
You start rowing the controls is when you start losing parts.