More techniques for short field landings, slow down pulling on the yoke, keep altitude with throttle.Techniques for short field landings.Slow down with yokeControl altitude with throttle Control speed with yoke, Practice slow flight, Practice spot landings.
Not an instructor,, but things I learnt by experience, advanced courses, and seen in person.

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I know you don't have a CFI but maybe you should pursue that rating. You covered everything about short field landings in that video really well. Especially about practicing slow flight and MCA. This is the first step toward learning how to fly confidently at slow speeds. You have to know what the airplane feels like at all phases of slow flight. From the stall horn, to the buffet, and to the break. Every plane will fly differently depending on mods, load, wing, and model. I also like how you described the subtlety of the power flare. For me this was something I struggled with for a long time - either applying too much power and ballooning or too little and bouncing. It took a while to learn just the right amount to arrest the descent into the flare and stick the landing. Plus had to learn how it varied with load/CG and Density. This type of flying takes constant practice and diligence to maintain proficiency but is incredibly rewarding and can be done safely. Great video Larry.



Josh

So being a CFI is much more than just being able to communicate how you feel about flying but more about teaching how the FAA wants you to teach. It's their sandbox, so we play by their rules and use their terms. For example, we no long use MCA, its slow flight and its very different that 20 or 30 years. FAA also wants us to talk ADM and risk management.

In general terms, I think a lot YT flyers think they know how to teach but until you are trained and checked you are not a flight instructor. Rick management is very big item to the FAA so as to not kill others around you. I also think, the FAA cares more about your passengers than they do you the pilot. Meaning, the FARs have a lot of flexibility and will allow you to fly in some very marginal conditions, but if you risk the lives of others with unwise decisions, your lic to fly will be taken away. I've seen a lot of this over the last 40 years, even at the pro level.

In my flight reviews / IPC / training / checks, I determine if you are a risk to others. I really don't care about how precise you nail a number or touch down on a point but what practices do I see that make you a risk to others. Lastly, as a CFI you really do represent the FAA. You provide practically all the training, and checks. The DPE gets you for only a short time, they are there to validate your work.

48Stinson1083 wrote:So being a CFI is much more than just being able to communicate how you feel about flying but more about teaching how the FAA wants you to teach. It's their sandbox, so we play by their rules and use their terms. For example, we no long use MCA, its slow flight and its very different that 20 or 30 years. FAA also wants us to talk ADM and risk management.

In general terms, I think a lot YT flyers think they know how to teach but until you are trained and checked you are not a flight instructor. Rick management is very big item to the FAA so as to not kill others around you. I also think, the FAA cares more about your passengers than they do you the pilot. Meaning, the FARs have a lot of flexibility and will allow you to fly in some very marginal conditions, but if you risk the lives of others with unwise decisions, your lic to fly will be taken away. I've seen a lot of this over the last 40 years, even at the pro level.

In my flight reviews / IPC / training / checks, I determine if you are a risk to others. I really don't care about how precise you nail a number or touch down on a point but what practices do I see that make you a risk to others. Lastly, as a CFI you really do represent the FAA. You provide practically all the training, and checks. The DPE gets you for only a short time, they are there to validate your work.

This website is called Backcountrypilot.org for a reason. The site has helped many pilots learn about safe ways to operate an airplane for off airport and backcountry operations. There is nothing in the FARs that specifies it is illegal to operate airplanes in this capacity. Yes risk management is important and certainly part of every lesson - especially STOL/Backcountry flying. This type of flying can be very dangerous. We know the FAA doesn't want us to teach MCA or spins now. Does that mean we stop teaching those maneuvers ? Absolutely not !. It means we discuss the hazards, risks and risk mitigation for how to perform the maneuver safely.

You make it sound like such a big deal to have a CFI. It is an important rating for sure and difficult to get. I have had mine since 1993 and an MEI/CFII since 1995 - big deal. Many people on this website have CFI ratings and many fly professionally. There are very few people who can teach backcountry/mountain and STOL flying. Most students are taught poor practices for short field landings and then end up flying in to strips where they received inadequate training and get themselves in over their head. Larry qualifies his videos from the very beginning that he is not an instructor. I think his videos are incredibly thoughtful and well produced. CFIs are ambassadors for flying but there is nothing wrong with showing new pilots how to safely operate an airplane for STOL and Backcountry operations.

Aviation is risky. From the moment you step in the airplane. You can mitigate risk by flying day VFR in perfect weather flying 200 X 6000 foot strips in the flatlands and your risk is kept very low. Backcountry flying carries much higher risks. For some of us those risks are worth the rewards. We mitigate those risks with much training and preparation. I hope Larry gets his CFI one day. He is an incredible pilot and seems to have a passion for education. He would be an incredible asset as CFI.


Josh

48Stinson1083 wrote:So being a CFI is much more than just being able to communicate how you feel about flying but more about teaching how the FAA wants you to teach. It's their sandbox, so we play by their rules and use their terms. For example, we no long use MCA, its slow flight and its very different that 20 or 30 years. FAA also wants us to talk ADM and risk management.

In general terms, I think a lot YT flyers think they know how to teach but until you are trained and checked you are not a flight instructor. Rick management is very big item to the FAA so as to not kill others around you. I also think, the FAA cares more about your passengers than they do you the pilot. Meaning, the FARs have a lot of flexibility and will allow you to fly in some very marginal conditions, but if you risk the lives of others with unwise decisions, your lic to fly will be taken away. I've seen a lot of this over the last 40 years, even at the pro level.

In my flight reviews / IPC / training / checks, I determine if you are a risk to others. I really don't care about how precise you nail a number or touch down on a point but what practices do I see that make you a risk to others. Lastly, as a CFI you really do represent the FAA. You provide practically all the training, and checks. The DPE gets you for only a short time, they are there to validate your work.

The skills set and mindset of way too many of "Today's CFI's" are just abyssmal. When one reads accident reports over the last decade the alarming trend is the total lack of stick and rudder flying skills reinforced by terrible ADM that has been demonstrated, taught and/or tolerated by these so-called FAA Kool-aid drinking CFI's. I sit at my hanger and almost daily observe terrible examples of terrible deficiencies being performed/allowed by aircraft with CFI's on board. One of the worse and most common is letting students fly excessively fast finals and landing beyond the mid-way point on a shorter/wet runway. I'll take someone with Larry's skills and experience over a clown-show cfi input any day.

jugheadF15 wrote:The skills set and mindset of way too many of "Today's CFI's" are just abyssmal. When one reads accident reports over the last decade the alarming trend is the total lack of stick and rudder flying skills reinforced by terrible ADM that has been demonstrated, taught and/or tolerated by these so-called FAA Kool-aid drinking CFI's. I sit at my hanger and almost daily observe terrible examples of terrible deficiencies being performed/allowed by aircraft with CFI's on board. One of the worse and most common is letting students fly excessively fast finals and landing beyond the mid-way point on a shorter/wet runway. I'll take someone with Larry's skills and experience over a clown-show cfi input any day.

Unfortunately, I am in complete agreement with this observation. There is an insane amount of initial flight training going on these days, most with very young and inexperienced CFIs. I believe I have generally the same background as jugheadF15, based on the F15 part, but I’m Navy. From my perspective, with 40 plus years of military, airline, and bugsmasher flying, I have a strong opinion that being a CFI has no correlation to an individuals stick and rudder prowess nor headwork. Quite to the contrary, I’ve witnessed pure idiocy from CFIs. Obviously, there are outstanding CFIs out there but I feel that they’re good at their craft because, well…they’re just good. It has nothing to do with the rating. So, respectfully to 48Stinson1083, I’ll have to disagree with the general theme of your post. I’ll take Larry’s instruction any day, his ratings don’t matter to me.
Cheers, Mike

Talking it is one thing but walking it is what really matters, I'll take an experienced bush dog over a recently minted CFI 100% of the time.

48Stinson1083 wrote:So being a CFI is much more than just being able to communicate how you feel about flying but more about teaching how the FAA wants you to teach. It's their sandbox, so we play by their rules and use their terms. For example, we no long use MCA, its slow flight and its very different that 20 or 30 years. FAA also wants us to talk ADM and risk management.

In general terms, I think a lot YT flyers think they know how to teach but until you are trained and checked you are not a flight instructor. Rick management is very big item to the FAA so as to not kill others around you. I also think, the FAA cares more about your passengers than they do you the pilot. Meaning, the FARs have a lot of flexibility and will allow you to fly in some very marginal conditions, but if you risk the lives of others with unwise decisions, your lic to fly will be taken away. I've seen a lot of this over the last 40 years, even at the pro level.

In my flight reviews / IPC / training / checks, I determine if you are a risk to others. I really don't care about how precise you nail a number or touch down on a point but what practices do I see that make you a risk to others. Lastly, as a CFI you really do represent the FAA. You provide practically all the training, and checks. The DPE gets you for only a short time, they are there to validate your work.

So couple issues with this

For one before we hold the FAA up too high, let’s take a look at their standards they hold themselves to

“ Not more than two separate incidents involving Federal aviation regulations violations in the last 5 years”

“Possess a valid second-class medical certificate“

“ Individuals who do not meet the minimum medical requirements but who are otherwise qualified will receive an individualized assessment to determine whether they can perform the essential functions of the position with or without a reasonable accommodation”


“ Valid, unexpired Flight Instructor Certificate with single and multi-engine airplane and instrument airplane ratings. Must have given a minimum of 200 hours of flight instruction in an aircraft.
…

Minimum of 100 flight hours within the last 3 years.
Minimum of 1,500 total flight hours

…

Possession of single and multi-engine land airplane ratings“

“ Not more than 2 flying accidents in the last 5 years in which the applicant's pilot error was involved.”


Whiskey Tango Foxtrot

https://www.usajobs.gov/job/776802600


But yes, the FAA makes the rules so have to make sure our students can demonstrate to the PTS/ACS standards, however it’s NOT their sandbox, it’s the peoples sandbox, they are just [poor] representatives of we the people

That said though their standard leaves some to be desired, for the most part it’s a good enough standard, though one that has been dumbed down a little over the years, there is also a difference between what works training in a large jet landing on big runways and a small STOL plane landing on a riverbed


Watching the video he didn’t really talk about his feelings, he talked about flying, his presentation was better than most FAA people who I have watched on FAA wings classes and in person


When ask about the biggest risk and what mitigation for a flight, most will hit a home run with the normal blah blah blah shit that could apply to ANY flight, but strike out on some of the real killers of THAT flight

As an experienced professional pilot what did he say in that video that you took issue with?


Persoanly I think the OP would make a damn fine instructor