Any tips/advice on flaring?

[M61A1]

I have read many posts/articles on flaring, and it all works well for me with one exception. The exception is in overcast or shadow ( as the usually is in the late afternoon where I normally fly), I am finding it difficult to execute an accurate flare, particularly when the end of the strip is still in sunlight. Meaning that I'm looing at a sunlit end of runway and my peripheral is dark and depth perception is diminished.

 

I don't have this problem when I'm in a Drifter, where I have a very open environment, but is more of an issue when I'm in my little 95.10 (see profile pic) up under the wing. It's not a major issue as I can still land acceptably, just not as nicely as in well lit conditions, it's just annoying me.

 

So, anyone else with similar issues and ways to deal with it?

 

 

[facthunter]

Some have an occasional "bad" period. If you are not damaging anything but your pride I would just keep going and develop your own technique. Giving advice on flaring I am reluctant to do if I am not in the plane with you. I have taught pilot's with only one eye who have a difficulty with distance judgement and they manage to work out their problem with time and perserverence. It can be scary for the instructor too. Nev

 

 

[cscotthendry]

One thing that I was told repeatedly by a succession of instructors is that every landing is different from every other one. From my very limited experience, it appears to me that time in the saddle is the answer to most issues. Flying is part science and part art. What works for one person may not work for another. I know that seems like a non-answer, but if you're flying succesfully, I believe that with practice you will find your way through it...if you don't give up.

 

Never give up.

 

 

[turboplanner]

It wouldn't be localised sink would it, or the wind dying - Is there a lot of localised shadow, or big trees/sheds near the flare area, or lines of low trees like mangroves.

 

All of that will change your plans momentarily and upset your expected transition.

 

 

[M61A1]

I'm pretty certain it's not. The strip here is 09/27, the wind is predominantly easterly. I don't experience the issue in the mornings or early afternoon (unless very overcast). there is a line of trees to the west that shadow the touchdown area when the sun is low (after 1600). The transtion to hold off is smooth, but a little high. I wait for the wheels to gently contact as airspeed bleeds off , then realise what's going on when they don't. At that stage I know it will bounce with my springy undercarriage.

 

 

[turboplanner]

What else do you fly?

 

A biplane is not as good in ground effect as a low wing monoplane - you have roughly only half the lift (lower wing in ground effect) and the other half cutting the air normally, so you can't squish your way to a smooth landing.

 

 

[M61A1]

I fly a Drifter or the 95.10 in my profile pic, both high wing monoplanes. I am quite sure that it has to do with depth perception in my peripheral in conditions of high contrast (light out front, dark underneath), but looking for ways of dealing with it or alternate methods to judge the hold-off. I imagine there may be others that had experienced similar issues. Generally I have very good night vision, but have problems with photosensitivity, in that I hate (get nasty headaches) bright lights or high contrast situations.

 

 

[boingk]

Interesting problem. Personally I'd simply recommend flying circuits in exactly the conditions you describe until you nail it - worked for me with my Minicab as I tended to land 'wheelers' until I was confident enough to 3-point every time.

 

Cheers - boingk

 

 

[lark]

Dont dwell on it too much! (sometimes you can turn a minor issue into a bigger problem)

 

 

[M61A1]

There is no dwelling on it, as it's not a major problem, just an irritant. It's taken me 20 years to have my own airworthy aircraft......there is no giving up, just seeking to improve. Did another 1.9 this morning, visited a couple of other local fields, with the Army obliging by de-activating the restricted area until 1030 (not just for me, it was already like that). No problems at all in the morning light.

 

 

[Bandit12]

Do you have blue eyes? Blue eyes are certainly much more photosensitive than brown, and I also get quite a shock of pain from bright lights on dark nights.

 

 

[ayavner]

there was an article on flaring in this month's Sport Pilot, did you happen to see it? Some good insights it looked like.

 

Not that it had anything to do with this issue, but its a bit of a different way of thinking of it, might pop something loose!

 

 

[turboplanner]

Do you have blue eyes? Blue eyes are certainly much more photosensitive than brown, and I also get quite a shock of pain from bright lights on dark nights.

I had a girlfriend like that

 

 

[turboplanner]

Get your instructor to observe what you are doing in normal flares and the ones you are having trouble with. Sometimes you can be doing something subconsciously blatantly difference yet not notice it.

 

 

[M61A1]

Get your instructor to observe what you are doing in normal flares and the ones you are having trouble with. Sometimes you can be doing something subconsciously blatantly difference yet not notice it.

The problem there is that when I fly with an instructor, usually in a Drifter, there is no problem, it happens only in my 95.10, only in certain lighting conditions.

[fly_tornado]

Time for some glasses?

 

 

[boingk]

Good point - I was once in an orchestra where the conductor was dyslexic. He said it bothered him as sometimes he found it near impossible to read music quickly on the fly, but it was something he loved doing. He saw an optometrist on the advice of friends and had some kind of specially tined prescription glasses made - bingo! Much better.

 

Maybe it might be worth a thought?

 

- boingk

 

 

[damkia]

Any tips/advice?

Finish the question? ("Any tips/advice on flaring in a 95:10?")

Saves us clicking on the post just to find out what it is actually about.... ("Netiquette")

 

(Fixed - Admin)

 

 

[boingk]

damakia - if you hover your coursor over the thread title the first paragraph pops up for you to read and get the gist of the thread. Really useful forum addition.

 

- boingk

 

 

[Gnarly Gnu]

Do you have blue eyes? Blue eyes are certainly much more photosensitive than brown, and I also get quite a shock of pain from bright lights on dark nights.

Apparently there is laser surgery now that permanently turns dark coloured eyes to pale blue by removing the melanin. One day I'll see a blue eyed African or Indian but I haven't yet, that would be something.

 

Back on topic I would try to find a knowledgeable optometrist & ask their opinion. Also plan to do about 200 landings before you start to get used to a specific aircraft (timing this for last light isn't going to be easy!) Lastly if you can find a super long runway do a lot of flying along at varying heights & multiple touches. My 2c worth.

 

 

[M61A1]

Apparently there is laser surgery now that permanently turns dark coloured eyes to pale blue by removing the melanin. One day I'll see a blue eyed African or Indian but I haven't yet, that would be something. Back on topic I would try to find a knowledgeable optometrist & ask their opinion. Also plan to do about 200 landings before you start to get used to a specific aircraft (timing this for last light isn't going to be easy!) Lastly if you can find a super long runway do a lot of flying along at varying heights & multiple touches. My 2c worth.

Well I'm nowhere near 200 landngs in this aircraft yet, so maybe time will tell. The last light thing is not to hard to manage, as most of my flying is done after the army de-activate the restricted area at 1700 on weekdays. As far as the specs go, I've not long had my eyes tested, the optometrist, said they could do a slight correction (the difference between reading the bottom line on the eye chart or not on a bad day),, but not really worth the effort. My employer insisted that I get the specs (they paid), and that's how I found out about the photo-sensitivity when they made things worse, as in marginally better vision at arms length, worse vision at any other distance, and massive headaches to go with it, also they restrict my peripheral vision.

Maybe I'll have a bit of a play next time out & try some of these suggestions..

 

 

[boingk]

Sounds like your glasses prescription is up the wazzoo... I'd be going back to the optometrist.

 

- boingk

 

 

[cscotthendry]

I just thought of something else too. When you're flying with an instructor the airplane will fly a LOT different to when you're flying by yourself. I find when I'm flying by myself, that I often balloon after flare as I'm flying the same approach speed as I do when 2-up. So when I flare, the extra lightness in the plane makes it more floaty so I have to fly it a bit longer close to the ground.

 

 

[M61A1]

I just thought of something else too. When you're flying with an instructor the airplane will fly a LOT different to when you're flying by yourself. I find when I'm flying by myself, that I often balloon after flare as I'm flying the same approach speed as I do when 2-up. So when I flare, the extra lightness in the plane makes it more floaty so I have to fly it a bit longer close to the ground.

I am familiar with that, usually (in the Drifter) I land better without the extra weight.

 

Sounds like your glasses prescription is up the wazzoo... I'd be going back to the optometrist.- boingk

Got that covered......seen several specialists as a result of my previous employer demanding that I wear safety specs all day, this is how I became aware of what was causing the photo-sensitivity problems.

 

 

[facthunter]

You should land BETTER with the extra weight provided that you allow for it by using a higher approach speed. I am surprised that instructors haven't emphasised this important fact more. A heavier plane is more stable and easier to maintain a fixed approach path and a stable airspeed.