For all of you diehard pilots who prefer the 3 Point Full Stall landing technique, stay with it, since that’s what you know best. The following explanation of a specific wheel landing technique is for the pilots who were never taught correctly, or for you 3 pointers with a curiosity.  This IS the BEST way to land a C180/185 for most situations, in my opinion.

This specific WHEEL LANDING technique is so good, I’ve used it on short 800′ Idaho dirt strips and in gusty crosswind situations – basically everything except a really soft surface that calls for a 3 point landing.  And even if you only fly 20 hours a year, it’s easy to maintain proficiency with this technique, provided you learn it, correctly.  For me, it is the most consistent, reliable way to land a C180/185.  Why is it the BEST way to land?   Because your cockpit workload is MUCH LOWER compared to the 3 point/stall method. ** WHAT CAN GET A PILOT INTO TROUBLE LANDING A TAIL WHEEL AIRPLANE? Poor approach, or flair technique at touchdown, and/or loss of focus on the rollout, in other words, high workload.

TOO MANY VARIABLES in your landing procedure (or routine) makes every 3 Point Full Stall landing a unique event.  During a 3 Point Full Stall landing you have to recognize, adapt and overcome many potential problems, make quick decisions and constant adjustments. A few of these variables might be:  a varying rate of descent just prior to touchdown, height above the runway, airspeed bleed off prior to the stall, crosswind drift in a stalled nose, high attitude at touch down, floating, bouncing, limited forward vision due to a nose high flare, drifting on rollout, and possible impaired directional control when you only have the side windows on rollout.

Why do all that, and fight a 600 pound tail with its own mind? With this technique you ELIMINATE most of these problems. You eliminate changing speeds on final, eliminate stalling, eliminate floating, completely eliminate nose high forward vision problems, minimize and view any drift tendencies immediately, and you can view the touchdown area all the way to touchdown.  With this technique, you should only have to correct for bouncing which should be very minor, if at all.

It begins with a mental picture of what the aircraft’s attitude, flap settings, and airspeed should look like at any point throughout the landing, relative to the runway.  You must know (visualize) what everything should look like going into each phase. From down wind to touchdown the aircraft attitude will be parallel to the ground.  At no point throughout this technique is the nose of the plane pointed down when descending or up when landing. Even on final approach the aircraft remains horizontal (parallel to the surface) until wheel contact.  This is very important, which is why I am emphasizing it. This is a powered approach.

DOWNWIND LEG
It is on the downwind leg is where you calculate (estimate) when you’re going to turn to base and then base to final. Initial flap settings at 20 deg. and airspeed (depending on wind and load) at 70 – 80 kts.  The plane is trimmed, and a power setting used to fly hands off at these settings.  You will start timing once you pass the approach end (counting to yourself or timed). The time to turn base depends on how high you are AGL (above ground level).  At 500′ AGL = 1 minute on down wind.  Continue one minute past the landing threshold on down wind then you turn base.  If you are 800′ AGL, then fly for 1’36″. If pattern altitude is 1,000′ AGL = 2 minutes on downwind past the threshold before you turn.  If you are following, or having to extend down wind, then notice a landmark where you were at the 1 minute, 1’36′, or 2 min. down wind position to begin the final descent when you reach it.

BASE LEG
The base leg should normally be at a point where when  you turn final you can begin and remain on a 500′ per minute descent until over the threshold.  If no one is in front of you it is easy to predict when to turn (because it’s just the timing method mentioned previously). If  you are behind another plane then you have to maintain your downwind height until you reach that point on final where you can begin and maintain a constant 500 fpm descent all the way until over the threshold.

FINAL
When you begin the descent, it is very important that you understand the following: 1) Increase  flaps to 30-40 deg. (40 works best because you don’t have to use as much trim to stay level.  I use 30 deg. of flaps on Base and 40 deg on final.  Power back and trim to (hands off) 60 kts for the normal descent.  I’ve done it at 50 kts IAS for a short Idaho strip, and 65 kts for stronger crosswinds.  If really gusty just go with 30 deg. flaps. Adjust power to set up 500′ decent.  2) If you have to offset a crosswind, either wing low into the wind or crab a little, or a combo,  but keep the plane horizontal to the ground. This is what most common mistake.  Dropping the nose changes your descent rate.  Some think slightly nose down is ok. No it isn’t for this technique.  Visualize your plane’s attitude with the ground throughout the descent.   Adjust trim or power to hold  a level attitude  without having to apply yoke pressure.  You should be carrying some power throughout the entire approach until the wheels touch.

Assuming your approach was done correctly, as you come OVER THE FENCE, just ease back on the yoke an inch or two for 2-3 seconds which will lower the descent from the initial  500 fpm down to a 200 – 250 fpm descent  then back forward to neutral (don’t reduce power but keep your  hand on the throttle)  until wheel contact. Fly it to the runway.  Normally little to no bounce. You have total visibility throughout the approach.   You have to anticipate wheel contact, and this takes practice.  At contact chop the power, a little forward pressure keeps the tail up and brake as needed.   If done correctly, you can stop consistently in 300 -500 feet rollout with average braking.  You can touch with the upwind wheel first if needed for drift.   The tendency is to cheat and chop power a few feet high and let it settle to the runway, which usually creates a bounce because it changes your ground speed and rate of descent just enough to make you have to jockey the yoke back and forth. When the wheels touch I chop power simultaneously and apply slight forward pressure on roll out which pins it on the runway.

A poor approach, when you have to make many adjustments, especially on short final, will probably end up in a poor landing which defeats the purpose of this technique.  If you have to make a small adjustment or two, thats normal, but if you end up on short final high or low, then you didn’t have it set up correctly.  If you’re LOW, you obviously had to add power which also increased ground speed - not good! If you’re HIGH, you have to reduce power or slip which will increase your rate of descent, adding another unnecessary variable. You can’t be low or high on a short one way Idaho strip.  This Wheel Landing  approach is easy to do consistently, the judgement about wheel contact takes some practice.

What about a go around?  It hasn’t been a problem for me the few times I have had to do it.  Once at Big Creek Idaho, about 6 or 7 elk ran out on the runway, and thats a tougher strip to go around because it is also uphill. In order to go around I had to add some power, lower flaps to 20 deg, (never take flaps all the  way off), and hold some forward pressure as I adjusted the nose trim forward.

Don’t make it a big deal, just do it. Fly the plane!  If any of this seems complicated, it isn’t. You can teach yourself, but if you are struggling with any part something wasn’t set up right.  How much easier can it get?  Keep it simple. Once on final, you  only have one flap setting, one airspeed, one rate of descent, one power setting, one aircraft attitude, and no yoke pressure to fight, all the way down to wheel contact. Practically hands off until touchdown. Please post your comments/thoughts/opinions below.

Bill
Bill White Insurance
Aviation Insurance Specialists
Bill White Insurance — Aviation Specialists since 1977

DISCLAIMER: This technique is provided only as a reference, it is up to the users/pilots discretion, whether or not to try it, and at there own risk. It is recommended to have a competent CFI with working knowledge of this technique with you when you attempt it.

It is time to revisit (discuss) the Best wheel landing technique. I presented this years ago in one of the club News letters and still receive many emails and phone calls how how well and easy this technique has helped.

I have been reading pilots explanations and comments on how to wheel land and what to do and not to do in various situations. Although most have some good points, overall they are not the best way to wheel land. This again points out that many of us learned from instructors that had their own methods and ideas on wheel and 3 point landings.

There has never been any standardization. Basically, fly final at a given airspeed and as you approach the threshold ease back on the power and the yoke holding it just off the runway until it stalls, anticipating about when it will settle on the runway, working the rudder to keep it straight, but if you bounce it you have another decision to make, to add power or not, and how much. If its really blowing, use 20 deg flaps and fly it on with a wheel landing at a higher speed, but you’ll need more room. Any of that sound familiar?

For the Cessna 180/185 aircraft (and many other aircraft types), there IS ONE WHEEL LANDING technique that will consistently handle most landings, from no wind to pretty strong cross winds, and can consistently stop in 300′ – 500′ or less, depending on gross weight and other factors. It’s more consistent, safer, gives better vision, better control and is MORE PREDICTABLE than the Full Stall 3-point technique. As an AVIATION INSURANCE SPECIALIST, that owns a C-185 (we still insure over 600 (180/185′s nationally), and flown and camped the Idaho Backcountry, seeing the same types of landing claims and ground loop accidents come across my desk every year, I personally wanted to find the best landing technique, and I did. I discovered this method years ago when I took lessons from the MAF (Missionary Aviators Fellowship) instructors as a starting point. At that time they had over 40 C180/185′s flying world wide. They were flying hundreds of hours more each year than we do, and in consistently more difficult Jungle and mountain strips, and still had a much lower accident ratio than we do in the United States. They must be doing something right.

With this technique, generally with no wind, low wind and low x-winds, I use a powered approach, come over the fence at 55 – 60 Kts with 30 – 40 deg Flap, and turn off the runway in 300′ – 500′. With strong x-winds I still use 20 – 30 deg flaps and at 60 – 65 Kts depending on some factors which I’ll discuss later. I still normally only roll out 500′ – 800′. STOL Kits and VG’s give you even more room to work with, however there is a point in gusty x-winds, where that wind is going to give you fits. One of my earlier C185′s was a 1972 C185 with a full Robertson STOL Kit, a tremendous short field performer, but limited x-wind attributes.

My current C185 has a stock wing, no mods and I have flown it hundreds of hours into many Idaho airstrips, including Soldier Bar,Cabin Creek, Lower Loon, Dixie Town, Thomas Creek, Bernard, Krassel, Root Ranch, and White Water Ranch to mention a few using this wheel landing technique. It works like clockwork. It’s not just about the touchdown, but the set up and the approach are key factors to making this and any technique work. this uses a very specific approach technique.

To fly into short tight and mountain airstrips, you should be able to fly within a couple wingspans of a mountain, be able to hold final approach airspeeds within 1 or 2 knots, and be able to touch down on a predetermined spot without floating or dragging it in, regardless of how you land. You can’t just be along for the ride. You have to be in total control from down wind until you exit or are stopped on the runway, so you need the best technique.

The next Blog will break down this technique, step by step, from down wind, final approach, to touchdown.

Bill
Bill White Insurance — Aviation Specialists since 1977

Introduction.
The largest percentage of aviation accidents occur in the
landing Phase.
WE pilots need to get this right and continually put
ourselves and our aircraft in the best situation for a
successful and smooth landing.
Tail wheel aircraft have the lurking potential of a ground
loop on every landing. Just because you got it on the
ground and back to your hangar doesn’t mean it was
something to write home about, or put on You Tube. You
might have been on the edge of an incident and didn’t even
recognize it. In fact, a wrong decision or a slow
response at the wrong time and your landing might have had
a different outcome. When you approach the Threshold,
thoughts like … I’m a little high or a little fast, or a
little long should rarely happen. SITUATIONAL AWARENESS
and PROPER TECHNIQUE is everything.
I will be discussing THE BEST WHEEL LANDING TECHNIQUE for
Cessna 180/185 aircraft, and may apply to many other types
of tail wheel aircraft. This Wheel Landing technique WILL
provide the Best, and most consistent, predictable and
controllable landing for both paved/dirt,long and and
shorter runways, except when the situation that call for a
Full Stall Landing.

****************
This Blog is not written to change the way you land, or
your technique. If you’r a 3 pointer (full stall) kind of
pilot, and it works well for you, please stay with it.
However if you have inconsistency with your landings, were
told that a wheel landing is only for high wind conditions
where you fly the plane on using 20 deg of flaps, or were
never shown the correct way to wheel land, then this may be
for you.
! !
NEXT BLOG – LANDING TECHNIQUE – AND WHY THIS IS THE BEST LANDING TECHNIQUE AND APPROACH

Bill White Insurance — Aviation Specialists since 1977

Post your Pre-flight tips/techniques by Friday Nov 4th and you will be eligible for a FREE Cessna 180/185 hat!! We will be giving away 4, FREE HATS on 11/04/11!!
Winners will be picked at random, FREE HAT and FREE SHIPPING (US address only)
Post your tip/technique today under this post to be eligible!!
Thank you!!
Bill White Insurance

Bill White Insurance — Aviation Specialists since 1977

Pre-flight checkouts tend to become boring and routine after hundreds of flights and years of ownership in the same plane. Overlooking a small item might become a big problem later in flight, and trust me, you don’t need problems at 8,000 or 10,000 feet.

One Technique I still use in my Cessna 185, and have insisted my students do when doing a run-up prior to take off, is to take the check list two steps further than just reading and looking.

For each item, say it out loud (even if you’re alone) and touch it when you say it. This focuses your attention on each item. For example; Say “Fuel,” (Touch the fuel gauges,) DG, (Touch) Altimeter, (Touch) Suction, (Touch) etc.

If you have to touch it, you will have to look at it. I know this sounds overly simplistic, but it has helped me become more aware of my plane. It’s the little things that count!

Next week I’ll discuss landings, since thats one of the most critical parts of any flight and the largest percentage or accidents.

Thanks for reading!

Bill

Bill White Insurance — Aviation Specialists since 1977

Fly within your limitations and your plane’s limitations. My personal limitations always change depending on currency and my well-being on any given day. One of the benefits for me, an aviation insurance broker, and also a pilot, is that we get constant reminders of pilot mistakes, as we view the accidents that come across our desks from our clients’ mistakes, and also in discussions with insurance company claims adjusters.

After flying Idaho’s airstrips for years, I know it’s true: you can’t fool Mother Nature. She is just there, day after day, year after year, waiting for someone to do something stupid. The laws of physics for lift and drag and performance are real. I have been on the edge of my seat enough times while landing on a short one way mountain strip, or Crossing a windy mountain ridge with downdrafts, or stretching my fuel range to know that it has to be done the right way…

These planes are built well, and can overcome many situations we put ourselves in. If it is just one error to overcome, it usually works out ok. But when we combine mistakes it’s not a good ending. Every accident is a combination of two or three factors to overcome, like too high and too fast on short final. Good landings are the result of a good approach. . Every time you have to make a major adjustment on the landing approach you’re setting up the possibility of a bad landing. Get the plane set up correctly and Early on final approach, leaving only minor adjustments to be made and you’ll handle most situations.

Bill

Bill White Insurance — Aviation Specialists since 1977

First off, a quick introduction. I own and fly a Cessna 185, and have: Commercial, IFR MEL, SEL, and SES, and CFII ratings. I have spent hundreds of hours flying and camping in the Idaho back country.

We help insure all makes and models and uses of aircraft and aviation related businesses nationwide. An Aviation Insurance Specialist should be able to obtain and compare quotes from most of the Aircraft Insurance companies, and find you the best coverages and rates available.

We have been doing this for 34 years nationwide, and we do it better than our competition because we spend more time with each client, analyzing all the options, and we do it again at each renewal. Anyone can get a price, but is it really the best price considering your situation? We understand differences between the Insurance companies, such as where they’re most competitive, and how they handle claims, how they rate older pilots, as an example.

Additionally we are available 7 days a week online, and with a Broker if necessary. We spend the extra time because we want to earn your business and keep you as a client for as long as you fly and are in aviation.

Quick Tip: Unless you are self-insuring the hull on your aircraft, you should always insure near its actual value. Under-insuring, gives the insurance company more leverage to total a plane rather than repairing it. Normally, the insurance company has the final option whether to repair or total a plane that has been damaged, and a plane can be totaled with as little as 50% damaged in many cases. If you have added avionics or other upgrades, you would lose that investment if your plane is not insured to the correct value. I have seen many older aircraft totaled for a gear up landing, or a ground loop, that would have been repaired had the plane been insured correctly.

Thanks,

Bill

Bill White Insurance — Aviation Specialists since 1977