TOUCHDOWN

TOUCHDOWN (THREE POINT LANDING) - The flair and touchdown should be made with engine at idle and at minimum controllable airspeed.  As the airplane settles down the attitude must me maintained by whatever back pressure is required to maintain the proper nose up attitude.  The flair and touchdown should be timed so that both main wheels and the tailwheel touch down at the same time.  As the wheels touch down, elevator pressure should be eased fully back to keep the tail on the ground and to prevent the nose from tipping over.  This provides more positive directional control of  an airplane equipped with a steerable tailwheel.

    If the tailwheel is not on the ground, easing back on the controls may cause the plane to become airborne again because the increased angle of attack causes the wing to develop enough additional lift to become airborne again.

    It is extremely important that the touchdown occur with the airplane's longitudinal axis exactly parallel to the planes direction along the runway.  Failure to do this puts severs side loads on the landing gear and imparts ground looping tendencies.  To avoid these stresses and ground looping tendencies, never touch down in a crab or while drifting.

TOUCHDOWN (WHEEL LANDING) - Landings from power approaches in turbulence or in crosswinds should be made in level attitude with the two main wheels touching down smoothly and the tailwheel held clear of the runway.  This is called a wheel landing and requires careful timing and control o prevent bouncing.  These landings can best be accomplished by holding the plane in level attitude until the main wheels touch, then smoothly but immediately retarding the throttle while holding sufficient forward pressure to keep the main wheels on the ground.

      The plane should never be forced on the ground by excessive forward pressure.  If touchdown is made at to high a rate of descent,  as the main wheels touch down, the tailwheel is forced down by its momentum.  The increased angle of attack causes the wing to regain enough lift for the airplane to become airborne again.  As the plane continues to slow,  the tailwheel may again lower again increasing the angle of attack and becoming airborne.  This process called "Proposing" usually intensifies despite the pilot trying to stop it.  The best solution is to add power and do a go-around procedure.

AFTER-LANDING ROLL - The landing process must never be considered complete until the plane decelerates to normal taxi speed and is clear of the landing area.  The pilot must be alert for the results of friction on the wheels.  The friction creates a pivot point on which a moment can act.  This is because the center of gravity is behind the main wheels. Any difference between the direction the plane is headed and the direction it is traveling will produce a moment about the pivot point of the wheels, and the plane will tend to swerve.  Loss of control may lead to an aggravated, uncontrolled, tight turn on the ground, or a ground loop.  The combination of friction acting on the main wheels resisting it during the ground loop may cause the plane to lean or tip enough for the outside wingtip to contact the ground.  The sideways force may even cause the landing gear to collapse.  The plane may ground loop late in the landing roll because the rudder looses effectiveness as the plane slows.  As the speed decreases and the tail is lowered to the ground, directional control is increased.  When brakes are used, the pilot must be careful not to over-control.  It runway permits it is best to allow the plane to slow naturally.

    If a wing starts to rise, aileron control should be used to counteract it.  The amount of control varies.  As the speed decreases, the ailerons become less effective and more control must be used to achieve the same results.  The elevator control should be held as far back as possible during the landing roll.  This will provide more control, shortens the landing roll, and prevents hops and skips.