TheSonntag From Germany, joined Jun 2005, 3350 posts, RR: 30 Posted (7 years 4 months 5 days 6 hours ago) and read 3817 times:
I would like to know what pilots are thinking after a landing. Has it become so usual that you just regard it as "business as usual", or do you "review" every landing and feel happy to be on the ground again?
That means, is the landing still something special? As a passenger, I am still happy everytime I touch the ground, even though I like flying a lot, and I always "rate" the landing (I know that a firm landing might even be safer or necessary, but a soft touchdown is something I prefer as a passenger ).
So, what do you think after you have landed the plane?
RoseFlyer From United States of America, joined Feb 2004, 8787 posts, RR: 52 Reply 1, posted (7 years 4 months 5 days 6 hours ago) and read 3810 times:
I think all pilots take some pride in nailing a perfect landing. Regardless of how much experience you have, it is still a challenge to have a perfectly smooth touchdown. I only have a few hundred landings under my belt, but it I certainly rate every touchdown I perform. I have talked with far more experienced pilots, and they always want the perfectly smooth touchdown right at their aiming point. With winds, turbulence and ground affect, it is always a challenge to be perfect. Landing an airplane is a very difficult thing to do.
If you have never designed an airplane part before, let the real designers do the work!
FutureUALpilot From United States of America, joined May 2000, 2562 posts, RR: 8 Reply 2, posted (7 years 4 months 5 days 6 hours ago) and read 3810 times:
Quoting TheSonntag (Thread starter): Has it become so usual that you just regard it as "business as usual", or do you "review" every landing and feel happy to be on the ground again?
I'm no airline pilot yet, but after landing I am concentrated on following the runway centerline and slowing down and keeping everything as safe as I can. After I exit the runway I'll split my focus between taxiing back to the ramp and completing the after landing checklist, as well as any other duties that may require my attention, i.e. watching for other traffic, following ATC instructions, etc.
I will always review my entire performance but not until I am either on the way home from the airport or back home, and heck no I am not happy to be on the ground! I want to be in the air, where I belong!
SCCutler From United States of America, joined Jan 2000, 5101 posts, RR: 28 Reply 4, posted (7 years 4 months 5 days 2 hours ago) and read 3713 times:
Old Navy pilots' saying:
"Three pleasures of life include landing an airplane, a great bowel movement, and a powerful orgasm. Night carrier landings, in particular, are special, because you get to experienace all three, at the same time!"
...three miles from BRONS, clear for the ILS one five approach...
KAUSpilot From United States of America, joined Jan 2002, 1955 posts, RR: 36 Reply 5, posted (7 years 4 months 5 days 1 hour ago) and read 3699 times:
After I land my first thought is usually, okay, where's my turnoff and how much braking should I use.....do I want to brake pretty hard (maybe even spool up the reversers) to make that next taxiway, or just let it roll smoothly and take the one after that. What I do depends on how far the taxi will be if I miss the first taxiway and wether or not we're being followed closely by another aircraft on approach.
Next I start to anticipate when the captain is going to take control of the aircraft. Depending on who you fly with, this can occur anywhere from as soon as the nosewheel touches down at close to 100 knots to as late as 20 knots or less after the initial turn onto a taxiway. After landing, some captains want you continue to steer the airplane on the ground a bit using the rudder pedals. It's usually no problem to turn the airplane onto a highspeed exit and onto a paralell taxiway without the captain using the tiller.
Next I worry about switching to ground or ramp control, if I need to, and getting taxi instructions to the gate. After that I run my after landing flows and checklist, then I have a bit of time to reflect on how the approach and landing went, what went well and what I could've done better.
Usually the other pilot will say "nice job" right after touchdown unless you really plant it on, although sometimes it's just too busy to say anything at all, especially arriving at a hub airport. Remember, this is one of the busiest times of the entire flight. If the landing didn't go so well, the other pilot will usually say something along the lines of "that was kind of a tricky crosswind", or perhaps they will joke about it. Usually the pilot that made the poor landing will be the first to make a comment, such as "wow, that wasn't very good" or "well at least they know we're here". The other pilot will typically respond with "eh, it got the job done" or a jovial quip such as "as long as we're still in one piece, that's the important thing".
So yes, the landing is something we talk about, although we don't obsess on it unless it was extraordinarly bad. It's always nice to get a complement on the landing from a passenger, and usually the pilot who wasn't flying is quick to give credit and recognize the pilot who flew the approach and landing when a passenger offers a positive remark.
Mandala499 From Indonesia, joined Aug 2001, 6210 posts, RR: 74 Reply 6, posted (7 years 4 months 5 days ago) and read 3677 times:
So, what do you think after you have landed the plane?
OK, here's for immediately after landing...
1. "I knew I shouldn't have had that extra coffee last night!"
2. "Water.... water...."
3. "Toilet ! Toilet!"
4. "Ciggies! Ciggies!" <-- for the law abiding pilots.
5. "So which one shall I grab tonight... FA1, FA2, FA3, FA4????"
Mandala499
When losing situational awareness, pray Cumulus Granitus isn't nearby !
Euclid From South Africa, joined Apr 2005, 372 posts, RR: 0 Reply 7, posted (7 years 4 months 5 days ago) and read 3651 times:
I'm not an airline pilot, only a PPL, and my first thought after landing is usually: Good Lord, how is it possible that this thing is still in one piece?
Grbld From Netherlands, joined Dec 2005, 353 posts, RR: 3 Reply 9, posted (7 years 4 months 4 days 17 hours ago) and read 3557 times:
Quoting Euclid (Reply 7): I'm not an airline pilot, only a PPL, and my first thought after landing is usually: Good Lord, how is it possible that this thing is still in one piece?
Well, you know what they say: Any landing you can walk away from is a good landing; any landing after which you can use the airplane again is a GREAT landing!
Quoting KAUSpilot (Reply 5): Next I start to anticipate when the captain is going to take control of the aircraft.
Aargh, I hate that! We've got one plane in the fleet which doesn't have a tiller on the FO's side. I know that's what most US carriers and a lot of other ones do (have the captain taxi etc) but I find that the way all actions are split down the middle at our airline works very well. If it's your leg, you do it all, from engine start, pushback, taxi right until you park and switch the engines off. It's more rewarding (you actually "do" the entire stretch) and forces the FO to get on par with the captain instead of residing in a subordinate state-of-mind.
Quoting TheSonntag (Thread starter): ...but a soft touchdown is something I prefer as a passenger
Along the lines of "what you don't know, won't hurt you" eh If the pilots make a nice smooth touchdown more than halfway down the runway, many pax consider that a good landing, while in fact it was a bad one.
Anyway, as for your question: I do subconsciously rate the landing (whether it was mine or my colleague's) right after touchdown, while applying brakes and reverse and aiming for the best turnoff taxiway.
CosmicCruiser From United States of America, joined Feb 2005, 2222 posts, RR: 16 Reply 10, posted (7 years 4 months 4 days 15 hours ago) and read 3513 times:
Quoting Grbld (Reply 9): If it's your leg, you do it all, from engine start, pushback, taxi right until you park and switch the engines off. It's more rewarding (you actually "do" the entire stretch) and forces the FO to get on par with the captain instead of residing in a subordinate state-of-mind.
The worst scenerio....having two captains flying the same jet!! LOL
Wingscrubber From UK - England, joined Sep 2001, 835 posts, RR: 0 Reply 11, posted (7 years 4 months 4 days 14 hours ago) and read 3460 times:
I had some flying lessons in the summer, I fly very sporadically and can't afford to do a PPL yet so each time I fly its like the first time again...
Well anyway, this particular instance I told the instructor about my previous experience and asked if I could do some circuits, which were great fun except there was the added challenge of a 12 knot crosswind. I managed two touch-'n-goes and one landing with some nice crabbing into the wind on approach...only prob was, each time I touched down it would take a moment to register that my feet had to take over the steering...ailerons no good for that on the ground! so I was weaving down the runway after each touch-down That gave me plenty to think about, plus the brakes on a Cesspit 152 aren't exactly powerful heh
2H4 From United States of America, joined Oct 2004, 8950 posts, RR: 62 Reply 12, posted (7 years 4 months 4 days 14 hours ago) and read 3434 times:
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This is a little off-topic, but it made me laugh when it happened.
I was on a training flight with my instructor one day awhile back. I think I was performing a soft or short field landing. It went well, and as we were taxiing to the ramp, which was absolutely packed with parked aircraft, I wondered out loud whether we'd be able to find a place to park.
My instructor casually mentioned that there was an open spot right by the door to the flight school, tucked behind a bunch of planes. I looked. All I could see was an ocean of planes. From where we were, it was difficult to see the FBO, let alone a small parking spot next to it.
I asked him how the hell he knew there was an open spot, and he replied "Oh, I just thought ahead and looked for a spot while we were on a half-mile final".
Aerobalance From United States of America, joined Sep 2000, 4634 posts, RR: 51 Reply 14, posted (7 years 4 months 4 days 8 hours ago) and read 3283 times:
What do I think after I land a plane?
'The Great Flying 'T' has cheated death once again!'
MDorBust From , joined Dec 1969, posts, RR: Reply 16, posted (7 years 4 months 4 days 7 hours ago) and read 3260 times:
Quoting Grbld (Reply 9): Well, you know what they say: Any landing you can walk away from is a good landing; any landing after which you can use the airplane again is a GREAT landing!
...And the one where the mechanic can't find what you broke, Perfect.
AirWillie6475 From United States of America, joined Jan 2005, 2448 posts, RR: 1 Reply 17, posted (7 years 4 months 4 days 6 hours ago) and read 3246 times:
To tell you the truth I don't think much about it. Usually I'll just give myself props for the approach because once I know I can make it to the runway then I know it's in the bank. Getting to the runway with the right speed and attitude is the challenge. Landing means that you survived but it also means the termination of flying.
Vikkyvik From United States of America, joined Jul 2003, 8317 posts, RR: 28 Reply 18, posted (7 years 4 months 4 days 4 hours ago) and read 3246 times:
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I have a question about landing, and don't feel like starting my own thread. I keep hearing on this forum about some airline(s) which mandates a go-around if the aircraft does not touch down within 250 feet of the aiming point (which I assume means the 1000 ft. mark, at least in the US). My question is, how the hell does the pilot know if they touched down within 250 feet of said aiming point?
So with a 150 ft. aiming point, this gives you 650 ft. in which to touch down. Is this kind of precision a hard thing to achieve on landing?
Thanks everyone.
~Vik
"Two and a Half Men" was filmed in front of a live ostrich.
KAUSpilot From United States of America, joined Jan 2002, 1955 posts, RR: 36 Reply 20, posted (7 years 4 months 4 days 2 hours ago) and read 3246 times:
Quoting Vikkyvik (Reply 18): I have a question about landing, and don't feel like starting my own thread. I keep hearing on this forum about some airline(s) which mandates a go-around if the aircraft does not touch down within 250 feet of the aiming point (which I assume means the 1000 ft. mark, at least in the US). My question is, how the hell does the pilot know if they touched down within 250 feet of said aiming point?
So with a 150 ft. aiming point, this gives you 650 ft. in which to touch down. Is this kind of precision a hard thing to achieve on landing?
Thanks everyone.
+/-150 ft is a rediculously precise tolerance for the touchdown point. If you follow a 3 degree glidselop down and don't flare at all, the airplane will collide with the pavement at the 1000 ft marker. It's not possible to touchdown smoothly on the 1000ft marker unless you dip below glideslope on approach...usually not an adviseable practice unless obstacle clearance can be visually assured and you need to do it because of a short runway.
The policy at my airline is that you need to be in the "touchdown zone" when the mains hit the pavement. On runways shorter than 9000 ft, this is the first third of the runway. On runways longer than 9000 ft, it's the first 3000 ft of the runway.
Most of my landings touchdown between 1500 and 2000 ft down the runway. If I'm dealing with a runway shorter than 6000 ft, I will probably dip below the glidepath a little on short final and try to hit the 1000 ft marker. There is usually no need to consider a go-around unless you're not going to make the touchdown zone.
Jspitfire From Canada, joined Feb 2005, 308 posts, RR: 2 Reply 21, posted (7 years 4 months 4 days 1 hour ago) and read 3246 times:
No matter how bad my flight has gone, if I end it with a good landing, and a good parking job, then I am happy. The opposite goes as well. If I have had a perfect flight, but I screw up on the landing or parking job, then I'm not too happy with myself. Very rarely is it a perfect landing, but most of them have been good enough.
One of my instructors had a policy where if the student parked the airplane with the nosewheel centered exactly on the yellow stripe, he would buy that student a Coke.
It was funny...before long, the student's training priorities changed significantly. More emphasis was placed on parking precision than ever before. Screw the commercial maneuvers and instrument approaches...come hell or high water, they were gonna get that damn Coke.
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That gave me plenty to think about, plus the brakes on a Cesspit 152 aren't exactly powerful heh
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