Sponsor Message:
Aviation Technical / Operations Forum
My Starred Topics | Profile | New Topic | Forum Index | Help | Search 
Nose Pitch On Final......  
User currently offlineFP_v2 From , joined Dec 1969, posts, RR:
Posted (15 years 3 weeks 2 hours ago) and read 2689 times:

For some reason I always belived that on final approach pilots keep the nose up 3 degrees. However while watching Dash-8's land at my local airport I noticed that they land with the nose pointed down at least 5 degrees. Is there a standard and if not what is it usually?

12 replies: All unread, jump to last
User currently offlineBio15 From Colombia, joined Mar 2001, 1089 posts, RR: 7
Reply 1, posted (15 years 3 weeks 1 hour ago) and read 2572 times:

Most aircraft land 'nose up'. I'm not sure about this 'nose down' case, but it has something to do with higher landing speed. Maybe someone can expand a bit further.


User currently offlineIndianguy From , joined Dec 1969, posts, RR:
Reply 2, posted (15 years 2 weeks 6 days 23 hours ago) and read 2565 times:

i have observed Alliance Air 732's make very high speed "dives" onto the rwy on a regular basis, pulling up just before the rwy.

User currently offlineCV640 From United States of America, joined Aug 2000, 952 posts, RR: 5
Reply 3, posted (15 years 2 weeks 6 days 16 hours ago) and read 2544 times:

Its a 3 degree glide path that you need to maintain. Where the nose is pointed is dependant on the plane and its wing. The CRJ has no slats, so it has a very nose low approach, if you ever jump seat on one you'd swear that the crew was going to dive straight into the runway. The Saab does have a very nose low approach attitude also. The wing of the plane dictates its angle. At slower speed the angle of attack that is necessary to stay in the air and maintain Vref varies widely from aircraf t to aircraft. In jets that are designed for high speed flight, they need flaps and most needs slats. They need this make up for the slower airflow over the wing and teh less lift that they generate. If you look at jets with slats you'll notice that they have a much higher nose angle on appraoch, comapred to early DC-9s, Fokkers, and the CRJs.
The nose low approach does give you better visibility and helps you judge the flare altitude a lot better though. So, it does have a few advantages.
Hope this helps

User currently offlineZionstrat From United States of America, joined Apr 2001, 226 posts, RR: 0
Reply 4, posted (15 years 2 weeks 6 days 15 hours ago) and read 2525 times:

Thank you CV640- This is an issue I have partially understood for some time, but now it is much clearer-

One other question- I have never noticed a "nose pitch" metric on manufactures sites or other references-Is this published anywhere outside of pilot manual?


User currently offlineRalgha From United States of America, joined Nov 1999, 1614 posts, RR: 5
Reply 5, posted (15 years 2 weeks 6 days 13 hours ago) and read 2499 times:

There is no published value for nose pitch, it's eyeballed.  Big thumbs up

(Not sure about the airliners, they might have a published value, but it seems fairly pointless to me if they had one since there's so many variables)

09 F9 11 02 9D 74 E3 5B D8 41 56 C5 63 56 88 C0
User currently offlineCV640 From United States of America, joined Aug 2000, 952 posts, RR: 5
Reply 6, posted (15 years 2 weeks 6 days 12 hours ago) and read 2498 times:

Yes, sorry there is not set value. Remember it would be based on speed, which is dependant on weight. Also a few other factors, we mainly use our eyes with the glide slope as a back up, of course those are on days when we can see the runway, otherwise we are heads inside.

User currently offlineAerLingus From China, joined Mar 2000, 2371 posts, RR: 0
Reply 7, posted (15 years 2 weeks 6 days 2 hours ago) and read 2457 times:

The final upward pitch onto the main undercarriage is known as the flair, is it not?

Get your patchouli stink outta my store!
User currently offlineKonaB777 From , joined Dec 1969, posts, RR:
Reply 8, posted (15 years 2 weeks 6 days 2 hours ago) and read 2454 times:

The Boeing 377 Stratocruiser landed nosewheel first...it was normal operating procedure.

User currently offlineXFSUgimpLB41X From United States of America, joined Aug 2000, 4300 posts, RR: 34
Reply 9, posted (15 years 2 weeks 6 days ago) and read 2449 times:

AerLingus.. yes you are correct. The flare corresponds with pulling the engines to idle (in most larger airplanes... smaller ones the engine goes idle alot earlier) and is used for bleeding off as much speed as possible just before touchdown (smoothness being the goal here...which is not always achieved). There are cases when you are not supposed to flare, especially in light aircraft (not sure on heavy ones) which have accumulated a load of ice on their wings. If you flare with ice on your wings the plane stalls at a much higher airspeed due to the changed wing shape... and smacks into what ever is below you, shedding the ice, possibly your landing gear struts, props, and your once clean pair of pants.

Chicks dig winglets.
User currently offlineSU508 From , joined Dec 1969, posts, RR:
Reply 10, posted (15 years 2 weeks 5 days 15 hours ago) and read 2443 times:

Yeah, I also heard somewhere that some a/c have too high speed when landing so they have to keep their nose down.
Some Dash a/c is like that and so is Ilyshin Il-114.

All the best!


User currently offlineMusang From United Kingdom, joined Apr 2001, 920 posts, RR: 6
Reply 11, posted (15 years 2 weeks 1 day 14 hours ago) and read 2400 times:

KonaB777 - Ref the Boeing 337, the Super Guppies which were converted from the Strats also used to land nosewheel first depending on how they were loaded and the weight. I heard they were retrofitted with Boeing 707 nosegears to withstand the impacts!

_ Musang

User currently offlineMiller22 From United States of America, joined Nov 2000, 741 posts, RR: 4
Reply 12, posted (15 years 2 weeks 1 day 13 hours ago) and read 2393 times:

Its all about the slats and where the engines are located.

CRJ has no slats and has rear engines, hence the nose seems very low. The higher line of thrust pushes the nose down, while on a 737, 757 or any other aircraft with wing mounted engines, it pulls the nose up. Opposite happens during thrust reverse, as can be expected.

Top Of Page
Forum Index

Reply To This Topic Nose Pitch On Final......
No username? Sign up now!

Forgot Password? Be reminded.
Remember me on this computer (uses cookies)
  • Tech/Ops related posts only!
  • Not Tech/Ops related? Use the other forums
  • No adverts of any kind. This includes web pages.
  • No hostile language or criticizing of others.
  • Do not post copyright protected material.
  • Use relevant and describing topics.
  • Check if your post already been discussed.
  • Check your spelling!
Add Images Add SmiliesPosting Help

Please check your spelling (press "Check Spelling" above)

Similar topics:More similar topics...
A330-300 - High Nose Pitch On Approach posted Tue Jun 18 2002 04:04:23 by Crank
Planes On Final Approach posted Wed Aug 24 2005 19:08:36 by Aircanada333
Forward Slip On Final With 757? posted Sat Mar 5 2005 15:29:12 by AvroArrow
Choosing Runway On Final VFR posted Mon Jan 10 2005 00:06:07 by Mandargb
Tristar Nose-up On Landing posted Wed Dec 15 2004 21:34:45 by Bananaboy
Nose Up Vs. Nose Down On Approach posted Sat Jul 24 2004 16:47:26 by Msp12r
High Nose Angle On Touchdown posted Sat Nov 9 2002 23:31:00 by EAC_732
Turn Off Carb Heat On Final? posted Wed Mar 27 2002 14:44:18 by PanAm747
Nose Wheel On Landing posted Thu Dec 6 2001 15:17:54 by Cosync
"To High" On Final Or What? posted Wed Mar 21 2001 22:42:00 by Mr Spaceman

Sponsor Message:
Printer friendly format