Jamesbuk From United Kingdom, joined May 2005, 3968 posts, RR: 5 Posted (7 years 2 months 2 weeks 5 days 21 hours ago) and read 6822 times:
Hi guys and girls!!
I was reading a book (Yes i can read!!) about an RAF WWII pilot who started off as no-one and progressed into flying spitfires,he sometimes mentioned briefly his landings, and it got me thinking What is the correct way to land an aircraft? Do you land on all 3 wheels or the front 2?
So what is the correct procedure?
Rgds --James--
You cant have your cake and eat it... What the hells the point in having it then!!!
Starlionblue From Hong Kong, joined Feb 2004, 15871 posts, RR: 66 Reply 1, posted (7 years 2 months 2 weeks 5 days 21 hours ago) and read 6821 times:
Not that I have ever attempted it, but I believe both a three point and a main gear landing are acceptable, with selection depending on wind conditions.
"There are no stupid questions, but there are a lot of inquisitive idiots." - from Citadel by John Ringo
MissedApproach From Canada, joined Oct 2004, 713 posts, RR: 2 Reply 3, posted (7 years 2 months 2 weeks 5 days 20 hours ago) and read 6800 times:
IIRC, RAF pilots flying P-40 Warhawks broke several in half making three-point landings. USN types would make three-point landings too since because of their tailhook.
So, I presume it depends on the airplane, but if you look at general aviation types I think you will only see main gear touchdowns.
2H4 From United States of America, joined Oct 2004, 8950 posts, RR: 62 Reply 4, posted (7 years 2 months 2 weeks 5 days 19 hours ago) and read 6768 times:
FutureUApilot From United States of America, joined May 2004, 1365 posts, RR: 4 Reply 5, posted (7 years 2 months 2 weeks 5 days 18 hours ago) and read 6758 times:
I was talking to my Flight Instructor and he said the only difference with flying a tail dragger is you don't really flare much, but the main reason for the seperate rating is because you have to learn how to taxi... not being able to see the ground. And I always thought those extra's in airshows were just shoing their plane off to the crowd!
Jetlagged From United Kingdom, joined Jan 2005, 2452 posts, RR: 17 Reply 6, posted (7 years 2 months 2 weeks 5 days 18 hours ago) and read 6749 times:
Quoting FutureUApilot (Reply 5): but the main reason for the seperate rating is because you have to learn how to taxi... not being able to see the ground
Not just that, the tailwheel arrangement is directionally unstable on the ground, leading to a tendency to ground loop. You can also nose over if the brakes are applied too agressively.
In the old days if you couldn't do a three pointer from a power off approach you weren't considered a proper pilot, a wheeler landing being the "safe" choice. However if you think about it the three point landing is basically a near stalled arrival, so with very little margin for error. If the angle of attack of the wing in the three pointer attitude exceeds the stall angle of attack attempting a three pointer is asking for trouble.
On the plus side a three pointer will minimise the landing roll and need for brakes (early aircraft had none at all).
The glass isn't half empty, or half full, it's twice as big as it needs to be.
MDorBust From , joined Dec 1969, posts, RR: Reply 7, posted (7 years 2 months 2 weeks 5 days 17 hours ago) and read 6741 times:
Quoting FutureUApilot (Reply 5): I was talking to my Flight Instructor and he said the only difference with flying a tail dragger is you don't really flare much, ...
I get's even worse
You get to do the counter intuitive move of pushing the controls foreward just before the plane touches down
CosmicCruiser From United States of America, joined Feb 2005, 2212 posts, RR: 16 Reply 8, posted (7 years 2 months 2 weeks 5 days 17 hours ago) and read 6738 times:
It really depends on weather conditions and type of plane. A small plane like a j-3 or so lands beautifully in a full stall 3 point ldg. If it's windy you may want to make a wheel landing . A bigger plane like a Be-18, DC-3 usually makes wheel landings. There's no extra rating for a taildragger but most insurance co. or flight schools will certainly require a few hours of checkout especially landing and taxi.
Pilotpip From United States of America, joined Sep 2003, 3084 posts, RR: 12 Reply 9, posted (7 years 2 months 2 weeks 5 days 17 hours ago) and read 6735 times:
You just need a one time endorsement in your logbook stating you recieved one hour flight and one hour ground instruction, much like a high performance or complex endorsement. However, most will agree that if you learn on tricycle gear, you're going to need more than the minimum one hour ground and one hour flight instruction needed.
Airgypsy From United States of America, joined Nov 1999, 129 posts, RR: 2 Reply 10, posted (7 years 2 months 2 weeks 5 days 15 hours ago) and read 6712 times:
Tail draggers are from the era of grass runways. The high traction afforded by touching down on pavement makes even the slightest mistake get magnified. I always recommended my tail dragger customers to maintain the highest recommended tire pressure when landing on pavement because it keeps the contact area reduced until all the weight is on the tires and gives you a few seconds to "straighten things out".
In a tail dragger one rule is above all else. The tires must be pointed in the direction of travel on touchdown.
Airgypsy
Buzz From United States of America, joined Nov 1999, 697 posts, RR: 24 Reply 11, posted (7 years 2 months 2 weeks 5 days 13 hours ago) and read 6687 times:
Hi Jamesbuk, Buzz here. There's a freindly, chatty forum of Aeronca pilots and mechanics called the fearless-Aeronca Aviatiors (f-AA). One guy on the list is a very good instructor and has written several handouts called "One Man's Opinion". One of them deals with Wheel landings. Don't land tailwheel low, you'll increase the angle of attack and bounce / float. Give the stick a certain push when you feel the wheels brush the grass.
I prefer to land Champs and Cubs MLG first (and power at idle). Your airspeed is a little higher, the better to deal with crosswinds. You can see somewhat better (from the back seat of a J-3 Cub), and you're not as likely to land tailwheel first and bend something.
A DC-3 cannot endure the weight of the airplane landing on that tailwheel strut without bending /tearing metal. So you generally see them wheel landed.
And if you bounce the wheel landing, it's easy to turn it into a 3 pointer!
I'll have to disagree (politely) with Airgypsy about MLG tire pressure. In a Champ/Cub you should be less than 20 psi, above that it becomes somewhat more unstable on a paved runway.
g'day
KAUSpilot From United States of America, joined Jan 2002, 1955 posts, RR: 37 Reply 12, posted (7 years 2 months 2 weeks 5 days 12 hours ago) and read 6677 times:
I prefer to do wheel landings, as I find them easier, especially in larger aircraft. The Stinson 108 I used to fly loved the wheel landings. The Decathlon is more of a 3 pointer.
ATCT From United States of America, joined Mar 2001, 2037 posts, RR: 40 Reply 13, posted (7 years 2 months 2 weeks 5 days 1 hour ago) and read 6588 times:
I was taught 3 point landings only. If you cant land a J-3, PA-18 or whatever at a full three point in a crosswind, then you dont deserve the endorement. Ive been told my one of my ex instructors who flew Dc-3's that If you three point landed it in a slight wind, it was if you were asking to have a ground loop.
I agree it depends on the aircraft, but I also believe that any small tailwheel, should always be three-pointed. I can stop a J-3 in less than 200ft from a 3 pt, from a wheel landing that turns into 8-900.
ATCT
Real pilots fly planes that take and measure oil in gallons
Aerobalance From United States of America, joined Sep 2000, 4634 posts, RR: 51 Reply 14, posted (7 years 2 months 2 weeks 4 days 23 hours ago) and read 6565 times:
In the 185 that I fly I have been asked by the owner to 3-point land. I make it easier by dialing in quite a bit of nose-up pitch trim on downwind, yes it does require me to fly a touch of downwind, base and final legs with some forward pressure on the yoke but it does become less as I bleed off airspeed.
It all comes together during flair as I ease pressure off gently from the yoke and land in the attitude that I desire.
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