Ground Proximity Awareness Training (gpa)

Find an airport with a crosswind.

The student or new owner will fly down the runway at 10 feet above the runway in a crab. When we see the student relaxed, we make the next approached at 5 feet.

When the students are nervous they grip the stick tightly and their fingernails turn white. We look for the fingers to pink up as a sign the student is relaxing and now ready to learn.

When the student is relaxed, we fly at 5 feet above the runway with correct aileron into the wind and opposite rudder to maintain runway center line.

The throttle is set at 3300 RPM and flaps at 20 degrees. This produces 55 KIAS. The crosswind correction is maintained at all times. Add RPM if you are Heavy and it is Hot.

As we approach 3 feet the CFI takes control of the throttle and the student controls the other forces.

55 KIAS will be maintained by using 3300 RPM. 3500 RPM will be needed on hot days and at gross weight.

When the student can stay very close to the runway and on the center line for 3000 feet, the student has earned control of the throttle. 

The Landing Doctor encourages schools to follow the BSM and carefully follow the BSM Supplements

The Landing Doctor program and its focus on Ground Proximity Awareness are transformative.  During my journey to my PPL, I have worked with a dozen CFI’s who almost without exception answered “it’ll just click” when asked about their approach to teaching landings.  While practicing something countless times will inevitably lead to some degree of proficiency, it doesn’t necessarily lead to consistency in quality.  By contrast, the Landing Doctor program directly addresses the greatest landing challenge facing new pilots, namely, gauging how far above the runway the aircraft is after crossing the threshold.  The result is that within a few sessions of Ground Proximity Awareness training, the quality of my landings was immensely improved and, as importantly, consistent.  If “butter” landings are your goal, the Landing Doctor program will get you there.  

Julian Johnson

It is acceptable if the main wheels touch the runway occasionally during this exercise. 

When the student can maintain crosswind control and stay on the center line just inches off the ground for about 3000', they are ready to make some landings.

After the student can make numerous successful landings, he is now ready to earn a Bristell Art of Defying Gravity Challenge Coin.

•  PLC
• GPA
• DFGAP

The student must land within 400 feet of the touch down spot, on the mains, and on the center line on a day with a crosswind.

After touch down , the power is reduced and the nose wheel is held off the runway while excess energy is dissipated. Before the nose wheel touches the runway, full power is applied and the nose will want to pitch up. Apply some forward pressure to prevent the nose from pitching up too much. Accelerate to Vy, Best Rate of Climb, while in ground effect. When obtaining 75 KIAS start the climb.

The average school teaches a power-off landing. The plane is in the correct landing attitude for only two seconds. It is imperative the student learns what the correct landing attitude looks like. It is hard to land when the plane is in the landing attitude for only two seconds.

Use enough power to keep the plane from landing. The proper landing attitude is held for about 30 seconds and 3000 feet. The student sees the proper landing attitude for 5 times longer than a power off landing. The student also learns not to land on the nose wheel.

Click on the TAB MORE:

Then PLC/GPA

Then open videos.

Go around with about 2000 feet of runway remaining so you have about 200 feet of altitude by the end of the runway.

 In order to learn proper crosswind control, pilots must develop the discipline of landing on the main gear and on the center line.

When GPA is mastered, the student is ready to learn normal Taxing, Takeoffs, Traffic Pattern and landings.

YouTube.com  GPA Videos

Technique: Don't let it land!  by Keith West

ASI Safety Tip: Greasing the Landing

My Best Landing Tip-MzeroA Flight Training

These great GPA videos can be seen by selecting the MORE tab and then PLC/GPA

 Once the student is making good consistent landings, a towel with the LANDING DOCTOR logo is placed on the dash covering all the instruments. The student will make a normal takeoff and landing by just looking over the nose and managing the power by throttle position and feel and sound. 

Become a Sport Pilot in 3 weeks for as little as $200 per hour with a Certified Flight Instructor. Our beautiful academy home is close to the airport and rents for only $50 per night. ( Career minded students can earn their LSA CFI in 4 months  and get a guaranteed job. Located 60 miles south of Orlando.

Call Lou Mancuso @ 516-658-1847  to learn if you qualify.

These rates are as of the year 2020.

PRE-FLIGHT

Turn the plane into the wind before opening the canopy.

Burp engine and check oil.

Remove pitot cover.

Put air in the tires if they look underinflated.

check wheel pants for loose screws.

Use cushions and adjust the rudder pedals so your eyes are four inches above the glare shield. Good visibility over the nose will assist in making great, smooth landings. We begin our training with some gentle taxiing and when the student is ready  we taxi the length of the runway with the nose wheel slightly off the ground and over the center line.

www.sebringflightacademy.com

www.midislandair.com

www.bristellaircraft.com

Turn the ailerons into the wind. Apply full throttle and verify a minimum of 5000 RPM. Release brakes and apply right rudder. Count to three and add some back pressure, again count to three and add some back pressure. Do this until the plane leaves to runway.  Let the plane fly off the runway when it is ready.  When the plane lifts off the runway, release some back pressure and maintain a slight nose high attitude. As long as you can see land ahead you will avoid a stall. You must see over the nose, you must see over the nose.  

If the runway is less than 2500 feet we use 20 degrees of flaps. The flaps are retracted at about 500 feet and the plane is re-trimmed.

Our original school is Mid Island Flying School in Shirley, NY. Making Pilots since 1946

Call Evan @ 631-281-5400

If you would like to learn how to fly our school in South Florida is uncrowded and at an uncontrolled airport and a good choice.  It is the Sebring Flight Academy in Sebring, Florida.

Call Brant Howell

 @

919-602-1387

You should always be able to see over the nose!

You should always be able to see over the nose!

If you can see over the nose on climb out you will be safe and never stall the plane if the engine is developing full power.

Our Flight Academy is located in Sebring, FL

www.sebringflightacademy.com

To avoid Loss Of Control on climb out, your climb speed should be Vy +10 knots (85KIAS) prior to turning crosswind.

Your altitude must be within 300 feet of pattern altitude before turning crosswind.

For all turns in the traffic pattern, the pilot must lower the nose  to add a little extra flying speed.

During turns the wing produces less lift. The steeper the turn the less the lift.

Reduce the power to about 4000 RPM and wait for the airspeed to slow to 75 KIAS. This is Vfe, Maximum allowable flap extension speed. If you are one third down the downwind leg and your speed is still not 75 KIAS,  close the throttle, add 10 degrees of flaps and set Throttle at 1/2.

Lower your nose in all turns.

 Use 3900 RPM, 10 degrees Flap, and trim for 75 KIAS

All power settings are approximate. On a hot day with a full load, more power will be required.

Abeam the numbers: Reduce power to 3700 RPM, set the flaps to 20 degrees, trim the aircraft for 65 KIAS and turn onto base leg.

After turning base leg, ask yourself: Am I too high,

 too low, or just right?

DO SOMETHING

You should be 500 AGL as you turn final. If after turning base, it looks like you will not be 500 feet AGL on final, then DO SOMETHING.

When making a left hand pattern and there is a strong left crosswind..Beware!!!

The left crosswind will result in a fast ground speed on base leg. If you do not begin your turn onto final approach early, you will over shoot final approach and the plane will arrive in a very bad place. (This is the coffin corner). If you attempt a steep bank to get back to the runway, the wing may stall and you will wind up in a coffin.

If you overshoot the turn from base to final you should not try to correct by making a steep turn to get re-aligned with the final approach. IF YOU OVERSHOOT...GO AROUND IMMEDIATELY. DO NOT TRY TO CORRECT!!! This technique will assure you do not loose control of the aircraft during this critical phase of flight.

When the plane is properly aligned with the runway on final,

Reduce power to 3500 RPM, set the flaps for 20 degrees, and 

re-Trim the plane for 60 KIAS.

Use power to hold 60 KIAS +5-0. We want our students very comfortable with go-arounds. Your CFI will ask you to go around if your air speed is below 60 kts or above 65 kts.

 As pilot in command, at 200 AGL, if your airspeed is not 60 KIAS +10/- 5 Knots and you are not lined up with the centerline, and you are not in your final flap configuration, then GO AROUND.

This is called the Defined Go Around Point.

Reduce power to 3300-3500 RPM,

 keep the nose down to maintain energy (and stay safe) until you are at the height of a car. Lower your nose a little more to add some energy then add a little back pressure to achieve a level flight attitude.

The plane is now level at the height of a car, add some back pressure to stop the descent and begin level flight.

This is the EYE TRANSITION POINT. 

Your eyes should look down the runway until you come to the end  and then focus on the trees at the end of the runway. 

As the plane loses some energy, the airspeed will slow and the plane will begin to lose altitude. Wait. 

Add a little back pressure.

If too much back pressure is used, the plane will climb to more than the height of a car. This is called a balloon. Full power must be added and a go-around initiated.

When the nose is in a slight climb attitude the plane is ready for a safe landing. Just wait until more energy is dissipated  and the plane will land.

ALWAYS 200 FEET BEYOND THE NUMBERS!!! After the touch down, close the throttle, hold the nose slightly off the runway until some energy is dissipated and gently fly the nose wheel to the runway.

During an optimum landing, the pilot can see the runway over the glare shield during the entire landing. If the pilot loses sight of the runway, optimum control is lost and a hard landing may occur.

Aileron into the wind should increase as the plane slows and should be a full deflection at the end of the landing.

Slow the plane down by holding off the nose wheel off the runway  and gently fly the nose wheel onto the runway. Continue to slow down until the plane is at the speed of a walk prior to turning off the runway. Taxi to the ramp.

When you arrive at the ramp, face the plane into the wind before shut down to assure canopy protection. 

Leave the flaps down 10 degrees to avoid flap damage as passengers step onto the wing spar.

Locking the wing lockers will prevent wind damage.

On a day with a minimum crosswind of 6 knots, land within 400 feet of the desired touch down spot on the mains with all the crab removed and on the centerline. Hold the nose off to dissipate some energy then go-around  without letting the nose wheel touch. The student must avoid letting the nose get too high while accelerating to Vy (75kts) within ground effect.

When Vy, best rate of climb, of 75 KIAS is obtained, the climb attitude of 10 degrees nose up is created. Vy + 10 or 85 KIAS is used until turning crosswind leg.

Learning to land on the mains in a crosswind and on the centerline and then performing a go-around without letting the nose touch teaches the proper way to care for the nose wheel assembly.

Flying level at 5 feet is when your eyes look down the runway centerline to the end of the runway.

This is the eye transition point.

As the excess energy begins to dissipate slight back pressure is added.

Lou and Mike Mancuso have over 20,000 hours of flying experience.

They created the Landing Doctor three point learning Program.

Lou Mancuso is

"The Landing Doctor"

He will always take your call on his personal cell phone.

516-658-1847

 100LL AVIATION FUEL vs 93 OCT Premium Auto Gas

Many owners who do not fly often leave 100 LL in one tank and start and end each flight on 100LL.

 Aero Shell SPORT PLUS 4 OIL.

3.25 QUARTS CAPACITY

NEVER ADD MORE THAN 1/4 QT.

The dual aneroid carburetors prefer 93 OCT Auto Gas.

Auto Gas has a short shelf life and should not be left in the engine lines for more than 30 days.

The Rotax 914 Turbo has dual aneroid carburetors and produces 115 HP. It can use 100LL or 93 OCT Premium Auto Gas.

The 141 HP Rotax 915iS Sport has fuel injection, a Turbo, and an intercooler. It runs fine on 100LL or 93 OCT Auto Gas.

If you can find non ethanol auto gas, you should use it for optimum results. 

Run the engine at 5000 RPM or more to disperse the lead in the 100 LL fuel. Change the oil every 25 hours. 93 OCT Premium Auto Gas allows 50 hours between oil changes.