The right way?

I was taught:
1) to run out of excess altitude and excess airspeed at the same time you
reach the appropriate part of the runway on which to land... a greaser as it
were...

2) nose wheels were not made to be landed on.. damage to many a cezzna
firewall has been the result.. also nose collapse on Beech Sports and
Sundowners... Grumman AA1As don't like nose strikes either.. landing "on all
three" can result in flat spot on main tires with locked up brakes with
C-182s.... I can't think of one airplane that likes to lead nose wheel first
on landing

3) excess speed in the "flare" results in excess "float" in ground effect,
which results in a forced landing (more prone to nose strikes) and excess
wear on the brakes before meeting the trees at the far end of the runway..

4) floating down short runways in a cross wind is not a fun event just
because you carried an extra 5 knots for mamma and each kid...

5) tires and brakes with grass do not mix... they slide off each other...
right into the trees at the far end...

just a few... I'll see what else I can remember..
BT
"Steve" wrote in message
...
Back in the training days of my PPL I had the bad habit of landing with a
some throttle still in (instead of power idle) and with little pitch
attitude. But the landings were always pretty smooth. Now I do what the
instructor taught me: cut off all power before threshold and raise the
nose
wheel well up in the air during flare. In the final part I get the stall
warning tweet (as the instructor told it should be) and the result is a
somewhat rude main gear contact if the timing of the flare is not perfect.
Sure the plane stops in very little space (we operate on a 2000 feet
runway), but I get the feeling that I don't do it the right way since very
seldom I grease it out as I did before. Is just a matter of refining the
technic or am I missing something?

Peter,

He always crossed over the fence at 90 to 100 kts and always lifted off the
runway at 80 kts.


"Driving it onto the runway" is the most adapt description I have heard...

--
Thomas Borchert (EDDH)

"Steve" == Steve writes:

Steve Back in the training days of my PPL I had the bad habit of
Steve landing with a some throttle still in (instead of power
Steve idle) and with little pitch attitude. But the landings were
Steve always pretty smooth.

Go back to doing it your way; it's not a bad habit. Later you will
realize that much of what is taught is simply an individual preference
rather than fundamental necessity.

Some will complain that you will not be prepared for a forced landing
by always landing with power. Well, you can practice the occasional
power-off landing, just as you will occasionally do stalls, steep
turns, and so on, but will not do them on every flight.

Andrew Sarangan wrote:
Sounds like you are leveling off a tad too high. Since you have been
used to making flat landings, the new sight picture (or lack of) is
probably making all the difference. Instead of looking straight ahead,
try to look sideways. Use your peripheral visiion to focus some
attention on the pavement through your side window.

I've read a number of sources that advocate looking to the side as the
runway dissapears under the nose in landing attitude and my instructor
has told me the same. I find that even when my instructor is landing
the plane (so I'm _sure_ it's in the correct attitude) I can still see
the runway over the nose.

He also told me where the horizon should pass through the glare sheild
in level flight and other attitude short cuts. These things don't line
up for me. But, I have looked over at him and I sit up a few inches
higher. I also find that the rear view mirror in almost every car is
right in my line of sight.

Nobody seems to address this. I'm landing OK for a mid time student
(~35 hours, ~150 landings) and I can still see the runway over the
nose, even when I get the stall beep just at touchdown. This sight
picture has to be different for different folks based on eye height
over the seat. Am I that strange? I'm only 5' 11".

John Stevens
Solo Student, ~35 hours

wrote in message
oups.com...

Andrew Sarangan wrote:
Sounds like you are leveling off a tad too high. Since you have been
used to making flat landings, the new sight picture (or lack of) is
probably making all the difference. Instead of looking straight ahead,
try to look sideways. Use your peripheral visiion to focus some
attention on the pavement through your side window.

I've read a number of sources that advocate looking to the side as the
runway dissapears under the nose in landing attitude and my instructor
has told me the same. I find that even when my instructor is landing
the plane (so I'm _sure_ it's in the correct attitude) I can still see
the runway over the nose.

He also told me where the horizon should pass through the glare sheild
in level flight and other attitude short cuts. These things don't line
up for me. But, I have looked over at him and I sit up a few inches
higher. I also find that the rear view mirror in almost every car is
right in my line of sight.

Nobody seems to address this. I'm landing OK for a mid time student
(~35 hours, ~150 landings) and I can still see the runway over the
nose, even when I get the stall beep just at touchdown. This sight
picture has to be different for different folks based on eye height
over the seat. Am I that strange? I'm only 5' 11".

John Stevens
Solo Student, ~35 hours


C172? How high/low do you have the seat adjusted and do you remember to
always set the same seat height each time you fly?

Jay Beckman
PP-ASEL
AZ Cloudbusters
Chandler, AZ

John, where do you live?
Find an airport that rents taildraggers, preferably a Cub, and get a
couple of hours dual with you flying from the back seat.
I promise you, you will learn to use your peripheral vision and keep the
nose up to land.

"john smith" wrote in message
...
John, where do you live?
Find an airport that rents taildraggers, preferably a Cub, and get a
couple of hours dual with you flying from the back seat.
I promise you, you will learn to use your peripheral vision and keep the
nose up to land.

OK, I'll bite. Why is this skill so much more important in the Cub, so much
so that he will learn this skill, only in a Cub? (or so implied)
--
Jim in NC

The exceptions to the above a

1. high crosswinds, where you keep the speed up and land with power and
reduced (or no) flap
2. short field
3. soft field
4. windshear conditions
5. airframe ice
6. landing into the setting sun, where you fly a very flat approach and
feel the for runway.
7. probably a few conditions that I missed.

8. Taildragger wheel landings--by far easier than the "normal" full-stall.

John, where do you live?
Find an airport that rents taildraggers, preferably a Cub, and get a
couple of hours dual with you flying from the back seat.
I promise you, you will learn to use your peripheral vision and keep the
nose up to land.

OK, I'll bite. Why is this skill so much more important in the Cub, so much
so that he will learn this skill, only in a Cub? (or so implied)

Jim, have you ever flown from the back seat of a Cub and done full stall
landings? The Cub nose stands pretty tall.
Even in the backseat of a Champ, I can still see forward pretty well.

In article ,
Bob Martin wrote:

The exceptions to the above a

1. high crosswinds, where you keep the speed up and land with power and
reduced (or no) flap
2. short field
3. soft field
4. windshear conditions
5. airframe ice
6. landing into the setting sun, where you fly a very flat approach and
feel the for runway.
7. probably a few conditions that I missed.

8. Taildragger wheel landings--by far easier than the "normal" full-stall.

Also easier to drop it and bounce it depending on type of gear. I do not
necessarily think that wheel landings are easier. I do not use wheel
landings unless the airplane has a serious tailwheel shimmy or during a
strong crosswind to assist in lateral control.