Joe and netters Having read all the posts thus far, it never ceases to amaze me how pilots seem to think that one plane will land far differently from any other. What changes most from one aircraft to another is the SPEEDS. Pitch control needs to be practiced with an instructor or fellow pilot for an honest critique, for best results. Pitch control will result in consistent speeds, and this will produce consistent landings.
2 things need to be on top of your list for study and understanding: 1) understand the basics of aerodynamics, specifically in the landing phase; 2) get very current in ANY aircraft prior to flying your own for the first or second, or subsequent times. Any aircraft can be made to float after the "flare" if sufficient speed is carried over the numbers. Just ask the crew of the MD80 that ran off the end of a runway in California and stopped in the Chevron station next to the airport. 25 knots too fast was all it took for him. All aircraft benefit from drag devices in transition (the part from descent on final to ground effect), especially those that also create lift for slower approaches. Using flaps helps to slow down, and give better visibility, allowing a pilot to stay close to the airfield, before committing to descending to land. I use the 100mph/95 knots on downwind, 95mph/90 knots on base with first "notch" of speed brake, then 85-90mph/80-85 knots on final depending on the wind. 2nd notch comes in mid way down final, with power just above idle throughout the pattern. Barry is not wrong to do power off approaches, but the FAA did a study some years ago, and found that the engines DO last better when you allow then to "fast idle" after being at full or nearly full power for awhile. Round out occurs over the displaced threshold (the part with big yellow arrows pointing to the runway beginning), and I visualize flying into a hangar. I then WAIT.... I wait for the speed to bleed off, and the plane to begin descending again. Too many pilots believe that they have to do something, since they have been so busy all through the pattern. Looking at the end of the runway, I begin slowly holding the plane off until I glance quickly at the ASI and see the touchdown speed near my stall speed found at altitude. Once at this speed, I ALLOW the plane to descend gently to the runway by slowly pulling out the power if still in due to winds, or not adding back pressure to hold the plane off any more. As the mains kiss I ROLL the plane onto the runway by adding forward PRESSURE on the stick to hold the mains in contact, and continue to add pressure to hold the tail up until all speed has bled off. As the tail drops gently on its own, I then pull aft to hold the tail on, and exit the runway. The trigear guys can land the same way except to NOT add forward pressure, but rather continue to hold the plane off from landing until it lands itself, and then KEEP the back pressure until the nose settles on its own. This will prevent it from slamming down after landing. Good landings are an exercise in patience AND consistency. You have to do the same things each time or you cannot expect your landings to become consistent. DO NOT ATTEMPT to fly the VASI or PAPI lights for an approach! These are set at 3 degrees for instrument approaches and as a reference for pilots unfamiliar at your airport. You should have all white when you begin your final, have red over white half way down final, and red over red near the threshold. If you attempt to fly the VASI/PAPI lights with the KR speeds you WILL find your self behind the power curve, and if anything goes wrong you WILL low altitude stall! Carry 5 knots or about 8 mph more speed than you need throughout the pattern, and then add that last notch of flaps, all else remaining the same to get rid of it in short final when landing is assured. Ok, back to installing my Corvair engine..... Colin Rainey brokerpilot9...@earthlink.net EarthLink Revolves Around You.
