Chapter 8—Approaches and Landings |
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Table of Contents Normal Approach and Landing Base Leg Final Approach Use of Flaps Estimating Height and Movement Roundout (Flare) Touchdown After-Landing Roll Stabilized Approach Concept Intentional Slips Go-Arounds (Rejected Landings) Power Attitude Configuration Ground Effect Crosswind Approach and Landing Crosswind Final Approach Crosswind Roundout (Flare) Crosswind Touchdown Crosswind After-Landing Roll Maximum Safe Crosswind Velocities Turbulent Air Approach and Landing Short-Field Approach and Landing Soft-Field Approach and Landing Power-Off Accuracy Approaches 90° Power-Off Approach 180° Power-Off Approach 360° Power-Off Approach Emergency Approaches and Landings (Simulated) Faulty Approaches and Landings Low Final Approach High Final Approach Slow Final Approach Use of Power High Roundout Late or Rapid Roundout Floating During Roundout Ballooning During Roundout Bouncing During Touchdown Porpoising Wheelbarrowing Hard Landing Touchdown in a Drift or Crab Ground Loop Wing Rising After Touchdown Hydroplaning Dynamic Hydroplaning Reverted Rubber Hydroplaning Viscous Hydroplaning |
WHEELBARROWING When a pilot permits the airplane weight to become concentrated about the nosewheel during the takeoff or landing roll, a condition known as wheelbarrowing will occur. Wheelbarrowing may cause loss of directional control during the landing roll because braking action is ineffective, and the airplane tends to swerve or pivot on the nosewheel, particularly in crosswind conditions. One of the most common causes of wheelbarrowing during the landing roll is a simultaneous touchdown of the main and nosewheel, with excessive speed, followed by application of forward pressure on the elevator control. Usually, the situation can be corrected by smoothly applying back-elevator pressure. However, if wheelbarrowing is encountered and runway and other conditions permit, it may be advisable to promptly initiate a go-around. Wheelbarrowing will not occur if the pilot achieves and maintains the correct landing attitude, touches down at the proper speed, and gently lowers the nosewheel while losing speed on rollout. If the pilot decides to stay on the ground rather than attempt a go-around or if directional control is lost, the throttle should be closed and the pitch attitude smoothly but firmly rotated to the proper landing attitude. Raise the flaps to reduce lift and to increase the load on the main wheels for better braking action. |
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PED Publication |