Actually, there is likely a much simpler answer to the bouncing upon landing. Rather, two conditions:
1) A bounce happens when descent speed is such that the aircraft has no choice but to bounce. The higher the speed, the more severe the bounce. Physics. Period.
2) A hop will occur when the flight controller does not bring the motors down to idle quick enough to prevent the aircraft from succumbing to the fact the props are still spinning, providing sufficient lift to counteract gravity. The aircraft may tilt to one side. The flight controller, or the pilot [unknowingly] applies yaw and/or pitch input, exacerbating the situation. Note: intentional throttle is most likely not an issue here, as having the throttle completely down is the method to bring the motors to idle upon landing. (Is there a left or right tilt of the throttle stick? Perhaps a contributing factor in “hopping” or tilting.)
The remedy once the hop starts, is to abort the landing by applying sufficient throttle to counteract/override any unintended inputs, and gain altitude quickly. A pilot must anticipate this condition on every landing so as to be ready to abort instantly. Wait too long and one is replacing props.
The solution to the bounce landing is practice, practice, practice. Be mindful that some forceful landings are necessary, if conditions warrant (I.e. very windy:gusty conditions, emergency, etc.)
The solution to preventing any hopping is to minimize the chance of bouncing, while at the same time ensure one is not inadvertently applying yaw or pitch input. Ever notice, while watching a commercial or video of someone playing a video game? The player leans one way or another, subconsciously trying to use body english to maneuver whatever they are trying to control.
The inexperienced pilot may be doing the same thing, leaning in, while putting even the slightest pressure on the sticks, keeping them from neutral and thus applying power when it should be going to idle.
In the video referenced, showing the H hopping across the dirt road... completely agree it was pilot incompetence. Not saying error. The pilot simply did not know the aircraft and thus did not possess the skills to recover and try again. Either incompetence, or intentional attempt to smear the reputation of the Typhoon H.
Respectfully,
Jeff
[Edit: I should have stated in my original post: even when prepared, practiced, competent, sometimes we just can’t save one of our aircraft if it is hellbent on misbehaving.
I had some interesting flights yesterday (05Apr20). Because the ice is no longer trustworthy, I had to fly from the driveway. Note I am in the woods. I have a couple elevator shafts to navigate to get above the trees; definitely not the 100 foot radius for clear GPS signal.
Flights, in order if memory correct:
1) first landing... motors didn’t idle and could hear some were revving. Full power saved it. That sucker was almost 90 degrees before it righted itself and became airborne.
2) right after takeoff had a GPS disabled warning. Still full control, just had to “fly the plane”. Since I had no room for error, meaning I could not take my eyes off it, ‘lest I fall victim to the tree magnets, I landing the H without incident. Motors idled and stopped just fine. Did not power down; just checked GPS setting. It was ON. Turned GPS off then back on and took flight. No issues.
3) good flight, no issues.
4) good flight until landing. Same issue as first flight; motors did not go to idle. Tried to get back in the air. All I managed to do was a more pronounced tip and flip. Since the ground is still mainly a soggy carpet instead of grass, no damage that I could see.
Bottom line: sometimes things misbehave no matter how prepared or experienced or may be.
One more tidbit: I had a suspect compass calibration a few days before. Suspect in that during one of the spins, I almost dropped the aircraft due to one of the motor arms collapsing (worn clip). I wanted to test to see if there was any adverse effect. Several extended flights under the trees were good. Even got a head start on the leaf blowing!
Since there could be a correlation, I will be performing another compass calibration, or more, until I get a good, did not fumble, attempt completed.