850ft in centralia Washington
First attempt at narration so any feedback is welcomed, english is not my native language as its easy noticeable.

Very nice! I like that you're comfortable enough that you're narrating it all the way down.

One question, what is that probe-looking thing suctioned to the right side of the windscreen for?

Good flying! Well done!

Good video also, narration was excellent. Your first language? Italian? Spanish?

Just goes to show you, a 182 is a very capable airplane when flown by a competent pilot.

Kurt

Thanks for the feedback.
That is the antenna for the Zaon traffic alert.

Spanish is my native language.

Very nice apparent brisk walk rate of closure approach. We can tell that you slow up on short final because that is where the stall warning comes on. Also we don't see the apparent rate of closure speed up like when a constant airspeed is held to round out. You didn't need the round out, which would have made you land long, because you slowed (maintained the apparent brisk walk) on short final.

You used power changes as needed to nail the glide angle and control sink rate all the way down.

You used small coordinated turns to nail the touchdown spot laterally. Try just walking the rudder pedals to achieve the same thing. In gusty conditions, it helps a great deal.

That takeoff is close to what MTV talks about in the true short field where we can't stay level in low ground effect to really good maneuvering speed. You can gain maneuvering speed by getting a bit closer to the trees.

Good narration.

Buen trabajo; José....

Tom

Another great video motoadve. I like your videos because they are fairly short with good action on take off and landings. Narration was good, keep em coming!

That was some great flying. Thanks for posting the video

I admit that my trust of my engine (which has been just fine since built 750 hours ago) isn't as strong as your trust of your engine must be. I guess that total engine failure 14 years ago does that. But as usual, great flying--you handle your 182 as well as anyone can, I think.

As for your accent, a story: a very good friend has a very strong accent--he was born and raised in Puerto Rico, where his family spoke only Spanish. I've met his parents--his dad speaks a little English and his mom none at all. So my friend didn't learn English until he was an adult. So one day, we were having elections to the board at church, and as usual, they were uncontested, but our pastor asked each of the soon to be elected board members to get up and give a short biography of themselves. Each of the men and women got up, and each happened to mention where they grew up. 5 or 6 of them had come from Iowa. My friend was probably the 7th or 8th person to get up. So he got up, and in his thick Spanish accent, he said, "Hi. I'm Pedro, and I'm from Iowa!"

Like you, my friend has skills far beyond many of us. He's a chemical engineer with a stellar background in the company in which he works. He's a very caring family man, fun to be around, serious when he has to be--and I'm proud to be his friend. The only time I think his or your accent means anything to anyone is the first time they hear it. After that, it fades away, because what you have to say is so much more valuable than the accent in which you say it.

Cary

I too am impressed with your comfort in the airplane. I would be interested in your feelings on the AOA indicator. Do you watch it or the airspeed or both? Do you think it allows you to make slower approaches with a margin for gusts, shear, and other nasty surprises? I have no experience.

Great video.

I'm interested as well in the AOA indicator; which brand and does it come with the HUD set up you have?

Also, loved the video. For the record, your English is better than my Spanish....so rock on and keep making videos!!

AoA indicator is great because it tells you exactly how much lift is available.
I look at it on final (try for the blue light when is a short field) and manage the lift available with pitch and altitude with power.
My airplane stalls at 3 red lights, there are 6 red lights then blue and then yellow lights, so when approaching at blue light , there is lstill a cushion available, and usually on the touchdown its with 3 or 4 reds (minimum speed)

I do this when is calm conditions, actually I wont go to strips this short unless its calm or light winds, Im doing this for fun so nothing to prove.

I look at airspeed only once to compare with groundspeed,and see what the winds are doing.


AoA indicator lets me get the most performance out of my plane, so when the stall horn is going off Im not trying to guess how much lift I have available.

Also helps for Vx Vy, and in windy conditions I like to come with 3 yellow lights where you know you have some extra lift to compensate for gusts but not so much you will end up floating down the runway.


I bought it more than 1000 hrs ago as a safety device, when I was trying to learn backcountry flying on my own (there were no backcountry instructors in Costa Rica), it helped a lot , this forums helped a lot too, I asked lots of questions.

I know you dont need ,it and probably the best pilots dont need it or have it, in my case it works.
Mine is the Alpha Systems PM and I can give you all the details or any more info.

Excellent flying !

I haven't posted in a while but your video has refreshed my love of this site.

Our planes our very similar, but our experience is different. My plane is a '63 182 with Wing-x, Sportsman, Pponk and 2-blade MT. My log book shows 110 hours, 20 of which have happened in my plane since I got my PPL a couple weeks ago. I'm flying every day, learning by doing after years of trying to learn by reading on this and other forums.

Looking at your approach, it looks like you pulled the power back fairly sharp to get the dramatic drop in altitude. If I pull the power, the plane drops at a very steep angle, to the point that I wonder if I have enough energy to flare to compensate. I'm not looking at the instruments, but it seems my VSI is very negative compared to my airspeed. I've made a few decent landings with a very steep descent, but I really like the way you do it with the AoA indicator so you actually know how much energy you have for the flare.

I live just north of you, in Squamish, BC. You may recall I invited you up for some mountain biking. You should come up for a visit. We have an incredible amount of incredible flying around here. I'll show you around while I drink in your technique.

Allan

This is a really great instructional video. Following up on Cary's comment about power plant issues, how would your approach be changed to shoehorn your C182 into a tight spot if you were flying an emergency landing w/o power? The prop provides added airflow over the tail, so what do you think your airspeed/groundspeed/AOA might look like?

Thanks again for an outstanding video!

Allan with the MT prop if you pull the power it descends very steep, its like an airbrake, which is a great tool to have to make steep approaches or corrections.

Sometimes I do pull all the power sinks and I add power before touchdown , I prefer to always leave a bit on so the sinking its not as steep, when you do pull all the power and sinks you need to time it to add power just before the touch down, in this video I added a bit of power.(Practice that technique in a longer airstrip first in case you add too much power, which its easy to do).

I learned on my own and asked here a lot, there are lots of great pilots with lots of knowledge and experience in this forums, ask away as much as you can, that is what I did.
Come visit in WA , Im still planning a trip to Canada as soon as I can.

Papernsicors, with the AoA best glide its the blue dot, so in a power loss I will have to drop the nose instantly and try to chase the blue dot and fly it to the place I want to put it. Im guessing glide speeds will be about 55mph or so with full flaps. (depends on weight , temp, wind).
It will probably be a steep glide too.
In this approach there is a lot of places to put it down, Some of Idaho's strips with tight canyons, or the Cascade mountains in WA you have not many options.(knock on wood).

If I didnt trust my engine I wouldnt even fly a pattern around my local airport, but I know bad things can happen, which is initially why I did make my 182 as STOL as possible , flying over the Costa Rican jungle I wanted to have the slowest possible landing speed in case of an emergency, 10mph slower makes a big difference .

albravo wrote:
If I pull the power, the plane drops at a very steep angle, to the point that I wonder if I have enough energy to flare to compensate.

This is the reason why many many aircraft have been damaged in hard landings in STOL operations. Pilot technique and expert fingertip control over power and pitch are used by expert level pilots who can make these airplanes sing and dance. BUT, this tap dancing on the edge of controlled flight carries a lot of risk with it, because gusts, "wind shadow", low altitude shear, and other environmental factors can pull the rug out from under even the best pilots' max performance landing approaches.

From a technology standpoint, the way to overcome or minimize this risk is to follow the same path that the military did with planes that have to do routine aircraft carrier "spot landings". All modern naval aircraft are equipped with enormous speed/drag brakes operated by fast response hydraulic systems. Snap the brake closed and you are almost configured for an emergency go-around.

Of course it may not be appropriate or viable for a 182 to have spoilers or a drag brake like an F-14, but this type of thing is the only method you could use to have any better precision control over a high power, minimum speed, flapped short final.

EZFlap wrote:

albravo wrote:
If I pull the power, the plane drops at a very steep angle, to the point that I wonder if I have enough energy to flare to compensate.

This is the reason why many many aircraft have been damaged in hard landings in STOL operations. Pilot technique and expert fingertip control over power and pitch are used by expert level pilots who can make these airplanes sing and dance. BUT, this tap dancing on the edge of controlled flight carries a lot of risk with it, because gusts, "wind shadow", low altitude shear, and other environmental factors can pull the rug out from under even the best pilots' max performance landing approaches.

From a technology standpoint, the way to overcome or minimize this risk is to follow the same path that the military did with planes that have to do routine aircraft carrier "spot landings". All modern naval aircraft are equipped with enormous speed/drag brakes operated by fast response hydraulic systems. Snap the brake closed and you are almost configured for an emergency go-around.

Of course it may not be appropriate or viable for a 182 to have spoilers or a drag brake like an F-14, but this type of thing is the only method you could use to have any better precision control over a high power, minimum speed, flapped short final.

Those exist because older turbines had/have a long spool up time. Real long. And you couldn't keep the turbines spooled high enough to keep them in their "responsive range" and get slow enough to land. So the procedure was to keep power applied to the turbine and slow the airspeed to the landing speed with the speed brakes. For a go around, the engine is now already partially spooled up. Newer turbines do not have nearly as long of spool up times.

Piston engine spool up time is negligible.

Piston engines are not the most responsive flight control, but plenty responsive to handle gusts messing with our glide angle and rate of descent. Big problem is that many pilots are ​taught not to use it. Unteaching reluctance to use the throttle as a control is harder than teaching pilots to use it as a control.

contactflying wrote:Piston engines are not the most responsive flight control, but plenty responsive to handle gusts messing with our glide angle and rate of descent. Big problem is that many pilots are ​taught not to use it. Unteaching reluctance to use the throttle as a control is harder than teaching pilots to use it as a control.

I agree. In flight school we were taught to set it and leave it. Don't be a throttle jockey. It didn't take me long to get out of the habit, but I can see why it would throw a lot of guys off.

Sent from my SM-G870W using Tapatalk