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 |
GROUND LOOP A ground loop is an uncontrolled turn during ground operation that may occur while taxiing or taking off, but especially during the after-landing roll. Drift or weathervaning does not always cause a ground loop, although these things may cause the initial swerve. Careless use of the rudder, an uneven ground surface, or a soft spot that retards one main wheel of the airplane may also cause a swerve. In any case, the initial swerve tends to make the airplane ground loop, whether it is a tailwheel-type or nosewheel-type. [Figure 8-39] Nosewheel-type airplanes are somewhat less prone to ground loop than tailwheel-type airplanes. Since the center of gravity (CG) is located forward of the main landing gear on these airplanes, any time a swerve develops, centrifugal force acting on the CG will tend to stop the swerving action. If the airplane touches down while drifting or in a crab, the pilot should apply aileron toward the high wing and stop the swerve with the rudder. Brakes should be used to correct for turns or swerves only when the rudder is inadequate. The pilot must exercise caution when applying corrective brake action because it is very easy to overcontrol and aggravate the situation. If brakes are used, sufficient brake should be applied on the low-wing wheel (outside of the turn) to stop the swerve. When the wings are approximately level, the new direction must be maintained until the airplane has slowed to taxi speed or has stopped. In nosewheel airplanes, a ground loop is almost always a result of wheelbarrowing. The pilot must be aware that even though the nosewheel-type airplane is less prone than the tailwheel-type airplane, virtually every type of airplane, including large multiengine airplanes, can be made to ground loop when sufficiently mishandled. |
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PED Publication |