Landings

[andy]

I use tail-low wheel landings. My final approach speed is 55 - 60 mph with full flaps. Adjust throttle to maintain the aiming point. During the flair the nose is at a slightly nose-up attitude but the tail wheel doesn't touch down. When the mains touch down, apply forward elevator to keep the tail wheel off the surface as long as possible. There are three reasons to use this technique: (1) landing distance is shorter than a level attitude wheel landing; (2) it reduces the impact on the tail wheel and tail spring on a rough surface; (3) it improves forward visibility in case an obstacle appears (like an animal or another airplane). Don't use the brakes until the tail wheel is down and then apply full back yoke to keep the tail down.

If a very short landing is required due to the length of the airstrip, then flare in a higher nose-up attitude so that the mains and tail wheel touch down at the same time in a 3-point landing. Before touchdown, apply LIGHT pressure on the brakes. When the mains and tail wheel touch down, apply full back yoke and more pressure on the brakes until the aircraft comes to a complete stop.

[andy]

It's possible to land in on an airstrip from which I cannot take off again. Climb performance with my 180 hp engine and shorter wing is anemic with a heavy load or high density altitude. That's not really a factor on landing but it is on take off. My rule of thumb is not to land on any airstrip that is shorter than 1,000 feet. I created a takeoff and landing performance chart based on practical experience over my 26 years of ownership and FAA mountain flying performance factors. I regularly take off and land in 500 feet and a 1,000 foot airstrip gives me a good safety margin.


The only exception to this rule that I've ever made is on an uphill airstrip. Depending on the grade, the take off and landing distances can be dramatically shortened. I've landed in as little as 300 feet on a 16% uphill grade. Takeoff distance was also about 300 feet.