Flight Training - January/February 2022 - 35

In wheel landings, the airplane touches down at a level
attitude, which requires a higher touchdown speed. Forward
elevator pressure holds the main wheels on the ground as the
aircraft decelerates. Many tailwheel pilots prefer a tailwheellow,
lower-airspeed variation on the textbook wheel landing.
location of the center of gravity in a tailwheel airplane amplifies any
drift or yaw. On landing, slow is good.
THE MYTHS, EXPLANATIONS, AND EXCUSES
Pilots sometimes make wheel landings when they don't need to. So, if
the conditions don't demand it, why do some pilots do it?
" Visibility is better. " Landing in a nearly level attitude does make it
easier to see over the nose. However, most of these airplanes are easy
to three-point, so why put them on the ground with excess speed if it's
not needed?
" It's easier. " This is debatable. Yes, being able to see the entire
runway makes it easier to land straight. This is one reason why wheel
landings work so well in hard, gusty crosswinds. The excess speed
does, however, complicate the ground handling. Even worse, in some
cases the wheel landing is used as a crutch to keep from having to
develop the finesse needed in making a three-point. That's a lazy way
of thinking.
The heavier and faster the airplane, the higher
the gusts can be. When in doubt, wheel it on in
gusty winds.
" It's needed in a crosswind. " If there is no gust factor, a wheel landing
isn't needed. Even a lightweight like a Piper Cub can handle more
crosswind in a three-point than most pilots can imagine.
" It's needed in a high wind. " Another myth. Landing some tailwheel
airplanes in a high wind that's on the nose feels like landing a helicopter
because your forward speed is slowed down so much. Landing in a
high, steady on-the-nose wind can be a heck of a lot of no-sweat fun.
Do what is appropriate for the conditions and the airplane. It's
important tailwheel pilots be familiar and comfortable with making
wheel landings. However, it's just as important they know when to
use them. Nothing is prettier than a well-done three-point. Nothing is
uglier than an airplane being dropped hard by a gust. So, know when
wheelies are and are not needed. FT
BUDD DAVISSON is an Arizona-based CFI with 8,500 hours of tailwheel dual
instruction given.
FLIGHT TRAINING JANUARY/FEBRUARY 2022
35
JARGON
Gust factor
Say you check the
METAR for your
destination and read
32017G25. That's
winds from 320
degrees at 17 knots,
gusting to 25 knots.
The gust factor is the
gust minus the sustained
wind speed, in
this case 8 knots. Adding
half the gust factor
on landing would
mean approaching
4 knots faster than
your normal approach
speed.

Flight Training - January/February 2022

Table of Contents for the Digital Edition of Flight Training - January/February 2022

Contents
Flight Training - January/February 2022 - Contents
Flight Training - January/February 2022 - Cover1
Flight Training - January/February 2022 - Cover2
Flight Training - January/February 2022 - Contents
Flight Training - January/February 2022 - 2
Flight Training - January/February 2022 - 3
Flight Training - January/February 2022 - 4
Flight Training - January/February 2022 - 5
Flight Training - January/February 2022 - 6
Flight Training - January/February 2022 - 7
Flight Training - January/February 2022 - 8
Flight Training - January/February 2022 - 9
Flight Training - January/February 2022 - 10
Flight Training - January/February 2022 - 11
Flight Training - January/February 2022 - 12
Flight Training - January/February 2022 - 13
Flight Training - January/February 2022 - 14
Flight Training - January/February 2022 - 15
Flight Training - January/February 2022 - 16
Flight Training - January/February 2022 - 17
Flight Training - January/February 2022 - 18
Flight Training - January/February 2022 - 19
Flight Training - January/February 2022 - 20
Flight Training - January/February 2022 - 21
Flight Training - January/February 2022 - 22
Flight Training - January/February 2022 - 23
Flight Training - January/February 2022 - 24
Flight Training - January/February 2022 - 25
Flight Training - January/February 2022 - 26
Flight Training - January/February 2022 - 27
Flight Training - January/February 2022 - 28
Flight Training - January/February 2022 - 29
Flight Training - January/February 2022 - 30
Flight Training - January/February 2022 - 31
Flight Training - January/February 2022 - 32
Flight Training - January/February 2022 - 33
Flight Training - January/February 2022 - 34
Flight Training - January/February 2022 - 35
Flight Training - January/February 2022 - 36
Flight Training - January/February 2022 - 37
Flight Training - January/February 2022 - 38
Flight Training - January/February 2022 - 39
Flight Training - January/February 2022 - 40
Flight Training - January/February 2022 - 41
Flight Training - January/February 2022 - 42
Flight Training - January/February 2022 - 43
Flight Training - January/February 2022 - 44
Flight Training - January/February 2022 - 45
Flight Training - January/February 2022 - 46
Flight Training - January/February 2022 - 47
Flight Training - January/February 2022 - 48
Flight Training - January/February 2022 - 49
Flight Training - January/February 2022 - 50
Flight Training - January/February 2022 - 51
Flight Training - January/February 2022 - 52
Flight Training - January/February 2022 - 53
Flight Training - January/February 2022 - 54
Flight Training - January/February 2022 - 55
Flight Training - January/February 2022 - 56
Flight Training - January/February 2022 - Cover3
Flight Training - January/February 2022 - Cover4
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