Second Opinion
Land on the numbers" means land on the numbers, which means you're in contact with the ground and beginning the roll out while on top of the runway "numbers".

In previous posts, there was a bit of discussion about the safety of this vs.landing longer in relation to emergencies and general piloting practice. While I'm all for safety (anal actually), to dismiss landing on the numbers with a wave of the hand as a practice that "shouldn't" be done seems overly cautious and not always applicable to me. Well...It wasn't really intended as a blanket policy, but more of a "don't land long on short runways and don't land short on long runways".

To me, "setting a plane down on the numbers" has always implied a "precision landing", which means that you set everything up during the approach so that you touch down exactly where you plan to. A well-orchestrated, short field landing that may or may not include the 'short' part. You have a steeper-than-"normal" approach with full flaps and you fly at an airspeed designated by the manufacturer of the airplane. You visualize the final approach to touchdown at a predetermined spot, say the numbers, and you decide where and when you need to be on base and final to make that happen. (this is where knowing one's airplane comes into play, but I digress) The final approach is performed at a constant descent rate, angle and airspeed, and the flight path is aimed at the "spot", or the numbers in this scenario. There is little or no float involved (I insist on none), with touchdown near the stall speed. I try to make 'em all at stall speed. I've had several remark about me being the only Bonanza (Debonair) pilot they ever say that made full stall landings.

The 'short' in "short field" may then be applied at the discretion of the pilot. The key here is that if this is set up correctly and an emergency occurs, you can still make the runway, provided that you follow the proper emergency procedures. If you can do this, when the day comes that you have to set the thing down "on the numbers" for *real*, you'll be able to handle the situation. I find myself bewildered by pilots who come in for checkouts or additional certificates/ratings and who claim to be able to land on a spot but make the same "normal" approach and blow past their designated point on a consistent basis, simply because they can't make a precision approach.

The ones that scare me are the ones who drag it in, hanging on the prop and then kill the power to let it drop on the designated spot. Some years back I saw four guys in a Cherokee do that at an informal spot landing contest.

I thought I did well as I landed with the with the nose gear on one side of the tape and the mains on the other (less than 24 inches off as I recall). The mains were still skidding when they crossed the tape. Then the airport manager gout his trusty "V-tail" and landed the mains right on the tape. Cut it right in two.

I truly wonder if they could possibly ever touch down that close to the approach end of the runway. They seem to have something almost mystical about doing so, something I've come to call "number shyness". With some of them I wonder if they could set the thing down on any spot that they predetermine, but I digress again. But a good digression and valid.

Knowing, perfecting and using a stabilized, precision approach is one of the elements that cause you to be in control of the plane (and where it sets down) instead of the plane being in control of you (and setting down wherever it damn well pleases). ;)

I do about one out of five patterns as stabilized. The rest of the time I try to vary it as much as practical. I'd say that about 50 % of the time ATC > has me doing something other than a stabilized pattern. (except at night)

That means about the first five hours are going to be nothing but, stalls (approach, departure and accelerated), turns around and on a point, Dutch Rolls, lazy eights, and lots of landings (short field, soft field, no flaps, and all with an aim for precision). Then once I get the feel of the airplane back, it'll be grab an instructor and back into the clouds and an instrument competency check.
Roger (K8RI)

What Helped with Landings (non-instructor)
Anyway, I learned to land. Stick with it and it will come. What finally did it for me was hearing that landing is 'flying the plane onto the runway.' I don't know why, but the concept/visualization of trying to keep the plane level, as it lost energy did it for me. Of course, I try to keep the plane level. But without any power it'll start to descend. So I'll need to keep pulling the nose up. That means the tail will start to sink, and as I try to keep flying the plane the landing will ust happen.'

I had an instructor who talked about landing as flying into a tunnel. You fly the approach to the entrance to the tunnel, then fly into it. He said that analogy had made landings click for a lot of folks.

He also had me fly all the way "through the tunnel", five feet off the ground, stay on the runway centerline, without touching down. That was tricky, but most excellent practice, and I highly recommend it - but ONLY if you have an instructor with you.

Dumb Things
I have yet to have anyone tell me his/her CFI did this to them. I think I was only several hours (maybe 10) into training in a 172. We had, of course, begun emergency engine-out practices by then. One afternoon, we go to the practice area and do some airwork including engine-out stuff-a tough subject for me as I could never seem to figure out how much to spiral down etc. etc. After several attempts with appropriate "stern encouragement" he directs me to climb to 5000' just about a mile from the runway. As I reach altitude, out comes the hand and out goes the throttle! I start the procedures, still pretty nervous about the whole thing, and he says, as I reach best glide, "You know, this isn't what would most likely happen..." Huh? I falter, he says, "Chances are you would break a crankshaft or some such thing, and besides the engine is still really on... this is more realistic," as the hand goes out and pulls the mixture completely out. The in a flash he reaches over and turns off the ignition.

The engine falters but for some reason still keeps sputtering while he mutters about how the fuel is somehow getting past. So then he says, pull up the nose! Off goes the stall horn and sure enough the prop is slowed by the relative wind and, thud, it stops. By this time both my jaw and we have dropped about 1500'! Meanwhile my CFI is trying to drill home his lesson-"look," (he's yelling now), "the plane still glides, you can still control it, the flap motor still works etc...." All, however, was really lost on me at least at the time, as I am as white as a ghost and not hearing much of anything. Finally, he tells me to reach over and start the engine. I turn the key and hear what sounds like the dull sound of a tired battery. "Turn it off....., now turn it on again." Sure enough it fires up and we land. "Do you want to do some touch and goes," he asks, but I am truly done for the day! Two days later the plane is in the hanger having the starter replaced! By this time I'm beginning to develop that aviation black humor and quite amused...

I have asked a number of pilots, students, etc about whether they have had this done to them. None so far, and in fact, some get upset, saying that it is illegal and unsafe etc. My CFI pointed out at the time that he planned it so we were within gliding range of the airport, and that it was a valuable lesson. I whole-heartedly agree, although I wasn't so sure at the time. If ever it happened I don't think I would be so thrown by seeing that prop standing still through the windshield!

Another trick, one which I bet is more common, was to distract me and then turn the tanks off. The engine abruptly quit, but I was amazed by how quickly it fire up when just turning the selector switch compared to the stop the prop trick. How many others have had these experiences or other memorable CFI tricks?

Why Pay More?
One thing I liked most about my flight school and what caused me to pay $35 an hour instead of $25 that I could have gotten, was the fact that the youngest instructor there was in his mid 30s and every instructor there was dedicated to doing just that, instructing. There were NO hour builders there at all. Every one of their instructors had dedicated their time and efforts to training students to fly, and they are very good. They range in personalities too, from the very laid back to the "this has to be done THIS way and that's that" type. It's really a wonderful mixing bowl of people and each has something to contribute. There is no unwritten rule there of "You don't teach so-and-so's student" although I'm mainly with one instructor. I personally think that I'm learning a lot where I am and from people who have a lot of experience and have seen themselves in many different positions and situations.

I can ask these guys questions and they can go into great detail in their answers and why they answer the way they do. They also give great tips for handling certain situations which one might never think of. Granted it's only a part 61 school, but still, I love it and couldn't imagine getting better training at any school just by virtue of the fact that it's part 141. Since I don't have my PPL yet, everything I say is open to heavy debate, but to gage instruction quality ask yourself, "Am I getting good, helpful answers to all my questions? Does my instructor impart useful information when a situation presents itself? Is the instructor putting his time into me or into his hour building (i.e. is he willing to hang around after the lesson if he doesn't have a student after and explain things or even just ask about your life or your plans as a pilot or just chat about flying)"

Level Cruise
Example for cruise power reduction:
Remember, the main thing here is to PIN THE NOSE. Setting the power is secondary. You level off from the climb and PIN THE NOSE in level flight attitude. You HOLD it there. You know you have to reduce power to cruise and you know what that setting should be. Without looking at the tach, you reduce the power a bit and then, AFTER you have done this; you glance at the tach for just an instant to verify what it reads. You instantly go back to the NOSE ATTITUDE. Now you make a second adjustment based on what the tach has told you WHILE you're PINNING THE NOSE ATTITUDE VISUALLY AGAIN. You repeat this process until you have reduced properly to the cruise setting. Then you trim the airplane the same way. The flap retraction procedure on a go around should be performed the same way. NOSE ATTITUDE is prime always.
Dudley A. Henriques

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