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1. What to Do Once your Airplane Becomes a Balloon - Private Pilot Training
Online
No landing is perfect. To be realistic, every single landing, good, bad, and indifferent, is a
series of recoveries from things ended up wrong. The secret is actually identifying the 'problem'
ahead of time and taking the corrective action quickly enough that only the pilot knows which
something was less than perfect. So when people bounce, balloon or mush, don't feel
bad-it happens to all of us.
The last stage of an ideal landing is slow flight just above the runway. But not just any
slow flight, it has to be a carefully cross-controlled slow flight. That is until you want
to start heading for the exit as soon as your wheels touch. Considering an airplane lands with
its mains first - or at least should be landed on its main wheels first - when you prepare to
land, you had better point the wheels in the direction you intend to go after you land.
But none of this ever happens perfectly.
In the event the pilot lifts the airplane's face too rapidly or too much, the wings lift too hard. What
seems like a sexy transition from approach glide to slow flight becomes surprise
climb well out of ground effect. Of path both gravity and lug slow the airplane as
it rises. It is not unusual for the plane to become dangerously close to some sort of stall and high
enough experiencing a damagingly hard landing prior to the pilot corrects the
condition.
This then is some sort of balloon. Two important questions come to mind. How to prevent a
balloon and how to recover from one? As an aside, I once bounced an airplane that
would have ballooned anyway, creating what may be called a bouncing go up.
They talked about that you for sometime.

2. It is possible to brew a fairly rapid transition from glide to slow airline ticket without
ballooning. But it's hard. It is much better to simply start the size ten feet higher. People
see, the problem with flaring small is that more lift must decelerate the plane to help
zero vertical speed than must hold the plane in level slow flight. If the flare is
started relatively low, much more lift is required to slow the descent. Once the vertical
speed has recently been eliminated, the pilot doesn't need the excess lift. So quite often the
pilot actually needs to reduce the nose after that flare without touching straight down quite yet-a
tricky maneuver. I have always felt that among the list of secrets to successful traveling by air is
keeping it as simple as they can. So I advocate a much more sedate flare timed so the
plane will be in the pretty nose-high attitude since it gets really close to the runway.
It seems that irrespective of how many hours are written in the logbook, from time to time,
I balloon or even bounce. I hate to admit that i feel a little smug as i am sitting in your
back of an airliner and the captain does it, too. I was chatting with a United skipper
not a long time ago and discover that any of us both recover the same way. Once we sense the
ground dropping away, we hold a continuing pitch attitude, and, if needed, ease in a
little more power to slow the inevitable descent. What works in some sort of Cessna 152 works
within a Boeing 767.
If it bounces, the principle is the identical. The only difference is that you end up
too high and too slow to get a different reason. The thing to never do is try to fix by
pushing the nostrils down. This could trigger pilot-induced-oscillations that those aged
geezers who hang out at airports is going to be talking about for a few months.
Once the plane balloons or bounces, it goes up and decelerates. Then it comes back
down. It could end up tempting to slow this descent by pitching up. That could risk some sort of
stall resulting in a hardcore landing. If the pilot pushes forward to keep from stalling, that as well,
could cause a challenging landing. The most embarrassing is when the pilot pushes forward
on the elevator, the airplane will start down, the pilot pulls back on the elevator to keep
from whacking the runway and explores a secondary balloon, bounce or even just stall.
I hope I have convinced you to just keep the pitch attitude steady, see what the plane
is going to do, then add power if the situation requires it. This way, if you bounced the idea,
you can smile in the passenger in the right seat and say you needed to log an extra
landing this month.
Private Pilot Training Online focuses on the little things that hold pilots back; dispels the myths
that make learning and flying unnecessarily difficult; and makes the ‘hard’ subjects easy.
If you want to learn more ways to refine your flying skills and get a *free report* on how even a
PC-based flight simulator can help you fly better, ask his experts a question or just get the free
report, click here now => http://PrivatePilotTrainingOnline.org