How to keep a C172 straight on the centerline during landing/rollout?
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during rollout upon touching down, I'd often find myself veering off the runway centreline to the left. Everytime I input rudder, I have this feeling that I am getting pulled out of the turn (while that is normal just like turning round a corner in high speeds in a car), and that the aircraft might just flip over. But you see I know my limitations of the car, and that it won't flip unless I yank the steering wheel.
My instructors tell me to just simply keep my feet active but it's the fear of too much input that will cause me to loose directional control of my aircraft.
Upon touching with my main wheels, to maintain centreline, I should just really apply rudder without fear, even though I feel and visually believe that I am going to flip over?
Please advice me on what correct techniques should one apply to keep the aircraft straight during the rollout.
landing flight-training pilot-technique cessna-172
$endgroup$
add a comment |
$begingroup$
during rollout upon touching down, I'd often find myself veering off the runway centreline to the left. Everytime I input rudder, I have this feeling that I am getting pulled out of the turn (while that is normal just like turning round a corner in high speeds in a car), and that the aircraft might just flip over. But you see I know my limitations of the car, and that it won't flip unless I yank the steering wheel.
My instructors tell me to just simply keep my feet active but it's the fear of too much input that will cause me to loose directional control of my aircraft.
Upon touching with my main wheels, to maintain centreline, I should just really apply rudder without fear, even though I feel and visually believe that I am going to flip over?
Please advice me on what correct techniques should one apply to keep the aircraft straight during the rollout.
landing flight-training pilot-technique cessna-172
$endgroup$
$begingroup$
Is there always a right crosswind when this happens, or are you veering left even when there's a left or no crosswind? Or do you veer right in a left crosswind?
$endgroup$
– StephenS
38 mins ago
add a comment |
$begingroup$
during rollout upon touching down, I'd often find myself veering off the runway centreline to the left. Everytime I input rudder, I have this feeling that I am getting pulled out of the turn (while that is normal just like turning round a corner in high speeds in a car), and that the aircraft might just flip over. But you see I know my limitations of the car, and that it won't flip unless I yank the steering wheel.
My instructors tell me to just simply keep my feet active but it's the fear of too much input that will cause me to loose directional control of my aircraft.
Upon touching with my main wheels, to maintain centreline, I should just really apply rudder without fear, even though I feel and visually believe that I am going to flip over?
Please advice me on what correct techniques should one apply to keep the aircraft straight during the rollout.
landing flight-training pilot-technique cessna-172
$endgroup$
during rollout upon touching down, I'd often find myself veering off the runway centreline to the left. Everytime I input rudder, I have this feeling that I am getting pulled out of the turn (while that is normal just like turning round a corner in high speeds in a car), and that the aircraft might just flip over. But you see I know my limitations of the car, and that it won't flip unless I yank the steering wheel.
My instructors tell me to just simply keep my feet active but it's the fear of too much input that will cause me to loose directional control of my aircraft.
Upon touching with my main wheels, to maintain centreline, I should just really apply rudder without fear, even though I feel and visually believe that I am going to flip over?
Please advice me on what correct techniques should one apply to keep the aircraft straight during the rollout.
landing flight-training pilot-technique cessna-172
landing flight-training pilot-technique cessna-172
edited 1 hour ago
ymb1
64.7k6205342
64.7k6205342
asked 1 hour ago
shogunnyanshogunnyan
626
626
$begingroup$
Is there always a right crosswind when this happens, or are you veering left even when there's a left or no crosswind? Or do you veer right in a left crosswind?
$endgroup$
– StephenS
38 mins ago
add a comment |
$begingroup$
Is there always a right crosswind when this happens, or are you veering left even when there's a left or no crosswind? Or do you veer right in a left crosswind?
$endgroup$
– StephenS
38 mins ago
$begingroup$
Is there always a right crosswind when this happens, or are you veering left even when there's a left or no crosswind? Or do you veer right in a left crosswind?
$endgroup$
– StephenS
38 mins ago
$begingroup$
Is there always a right crosswind when this happens, or are you veering left even when there's a left or no crosswind? Or do you veer right in a left crosswind?
$endgroup$
– StephenS
38 mins ago
add a comment |
3 Answers
3
active
oldest
votes
$begingroup$
My guess here would be that you are not truly tracking the centerline of the runway on final or on roundout. There’s an easy way to solve that when flying final: if the runway centerline appears pure vertical from your perspective in the airplane, you are tracking the centerline. If it has a slight angle to it, then you’re not totally on centerline.
The differences can be subtle, but can lead to flying a serpentine track toward the runway on final, during roundout, and during ground roll. It can also result in a touchdown with a slight drift to it which indicates poor piloting technique.
To counter this, first, remember to get the final approach stabilized ie on centerline, on glidepath, and on airspeed as soon as possible after rolling out from the base to final turn. Remember the more corrections you need to make to do this closer to the runway threshold, the more difficult the approach becomes and the more likely errors in technique will grow unchecked. Once on a stable final approach, observe the runway centerline and judge if it is a vertical, straight line. If so, you’re tracking straight down the centerline. If not, use shallow, coordinated turns to align the airplane so. This technique will also work when flying a crabbed final in crosswind conditions.
As you roundout, remember you are in slow flight at an increased AoA, so the propeller will tend to pull the airplane’s nose to the left. Under additional right rudder to prevent this and track straight.
After touchdown, use quick precise feetwork for rudder inputs - think “happy feet happy feet happy feet” - to track centerline . Also, if doing a crosswind landing, DON’T RELAX AILERON PRESSURE AFTER TOUCHDOWN or the airplane will tend to veer off centerline rapidly. Remember, fly the airplane all the way through the landing, including the complete rollout.
$endgroup$
$begingroup$
Very in-depth analysis Carlo, I really appreciate your time to help me study the art and science of landings. I’m gonna incorporate these inputs into practice and hopefully I nail it consecutively! Thank you!
$endgroup$
– shogunnyan
25 mins ago
add a comment |
$begingroup$
The chance of flipping due to too much rudder is a very real concern, and perfectly valid. Flipping can happen quite suddenly due to crosswinds, so you are right to be cautious.
My advice: On landing, make sure you hold full back elevator. Many students have a tendency to think they've landed the plane, and then let go of the aerodynamic surfaces like the elevator. Pilots have a saying, "Fly the plane all the way to the gate!" Never treat the plane like a car: It is always "flying", even on the ground.
Holding the elevator full-back after landing takes a lot of pressure off the nose wheel, which makes steering easier and the plane more stable. It also provides a lot of aerodynamic breaking (you have a large metal board sticking up into the wind) which slows the plane down a lot, in a stable, safe manner.
Also, don't necessarily try to stick to the centerline like glue. If you try too hard, you may make drastic and sudden rudder changes which can flip the plane. Instead, work on constantly adjusting towards the centerline. If you're off too the left, use right rudder to aim back towards the centerline; not to hit the centerline immediately, but to adjust your course towards it over the next 2 seconds. Then re-evaluate, and adjust your course closer to the centerline again, never actually getting 100% on the line, but always moving closer and closer to it.
$endgroup$
$begingroup$
Great advice abelenky, thank you so much for filling in the knowledge void! Gonna try it out the next dual check and have my instructor reassess my skills.
$endgroup$
– shogunnyan
1 hour ago
$begingroup$
Why with the nose gear off the ground, better control is possible? Can you expand on that part? Thanks.
$endgroup$
– ymb1
1 hour ago
$begingroup$
@ymb1: The nose gear won't be off the ground, it will just have less pressure/force on it. The oleo strut won't be compressed, and the wheel will have an easier time turning side-to-side smoothly.
$endgroup$
– abelenky
35 mins ago
add a comment |
$begingroup$
"Trikes" can flip forward left or right, which is why many people prefer "quads" (or having the single wheel in the rear). However, with 2 main wheels down only rudder input will still swing the nose left or right with little danger of flipping.
When you are at landing speed and after mains touch down, the rudder is your friend, use it.
Very good advice to hold nose gear off while your are slowing down. If you are slightly off center, continue controlling the aircraft as it slows down (this includes aileron inputs too) and keep "flying" the plane until it rolls to a complete stop.
But abrupt inputs or sharp swerves are not needed. Easy does it, and differential braking is also helpful. As you gain experience, you will feel more comfortable with its limits.
I would not rule out a taxiing lesson to test and refine your ground control techniques.
$endgroup$
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Differential braking during rollout sounds scary to me, and might induce a sharp swerve. During the roll along the runway, wouldn’t it be better to apply equal braking pressure until you’re ready to turn off into the taxiway?
$endgroup$
– shogunnyan
22 mins ago
add a comment |
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3 Answers
3
active
oldest
votes
3 Answers
3
active
oldest
votes
active
oldest
votes
active
oldest
votes
$begingroup$
My guess here would be that you are not truly tracking the centerline of the runway on final or on roundout. There’s an easy way to solve that when flying final: if the runway centerline appears pure vertical from your perspective in the airplane, you are tracking the centerline. If it has a slight angle to it, then you’re not totally on centerline.
The differences can be subtle, but can lead to flying a serpentine track toward the runway on final, during roundout, and during ground roll. It can also result in a touchdown with a slight drift to it which indicates poor piloting technique.
To counter this, first, remember to get the final approach stabilized ie on centerline, on glidepath, and on airspeed as soon as possible after rolling out from the base to final turn. Remember the more corrections you need to make to do this closer to the runway threshold, the more difficult the approach becomes and the more likely errors in technique will grow unchecked. Once on a stable final approach, observe the runway centerline and judge if it is a vertical, straight line. If so, you’re tracking straight down the centerline. If not, use shallow, coordinated turns to align the airplane so. This technique will also work when flying a crabbed final in crosswind conditions.
As you roundout, remember you are in slow flight at an increased AoA, so the propeller will tend to pull the airplane’s nose to the left. Under additional right rudder to prevent this and track straight.
After touchdown, use quick precise feetwork for rudder inputs - think “happy feet happy feet happy feet” - to track centerline . Also, if doing a crosswind landing, DON’T RELAX AILERON PRESSURE AFTER TOUCHDOWN or the airplane will tend to veer off centerline rapidly. Remember, fly the airplane all the way through the landing, including the complete rollout.
$endgroup$
$begingroup$
Very in-depth analysis Carlo, I really appreciate your time to help me study the art and science of landings. I’m gonna incorporate these inputs into practice and hopefully I nail it consecutively! Thank you!
$endgroup$
– shogunnyan
25 mins ago
add a comment |
$begingroup$
My guess here would be that you are not truly tracking the centerline of the runway on final or on roundout. There’s an easy way to solve that when flying final: if the runway centerline appears pure vertical from your perspective in the airplane, you are tracking the centerline. If it has a slight angle to it, then you’re not totally on centerline.
The differences can be subtle, but can lead to flying a serpentine track toward the runway on final, during roundout, and during ground roll. It can also result in a touchdown with a slight drift to it which indicates poor piloting technique.
To counter this, first, remember to get the final approach stabilized ie on centerline, on glidepath, and on airspeed as soon as possible after rolling out from the base to final turn. Remember the more corrections you need to make to do this closer to the runway threshold, the more difficult the approach becomes and the more likely errors in technique will grow unchecked. Once on a stable final approach, observe the runway centerline and judge if it is a vertical, straight line. If so, you’re tracking straight down the centerline. If not, use shallow, coordinated turns to align the airplane so. This technique will also work when flying a crabbed final in crosswind conditions.
As you roundout, remember you are in slow flight at an increased AoA, so the propeller will tend to pull the airplane’s nose to the left. Under additional right rudder to prevent this and track straight.
After touchdown, use quick precise feetwork for rudder inputs - think “happy feet happy feet happy feet” - to track centerline . Also, if doing a crosswind landing, DON’T RELAX AILERON PRESSURE AFTER TOUCHDOWN or the airplane will tend to veer off centerline rapidly. Remember, fly the airplane all the way through the landing, including the complete rollout.
$endgroup$
$begingroup$
Very in-depth analysis Carlo, I really appreciate your time to help me study the art and science of landings. I’m gonna incorporate these inputs into practice and hopefully I nail it consecutively! Thank you!
$endgroup$
– shogunnyan
25 mins ago
add a comment |
$begingroup$
My guess here would be that you are not truly tracking the centerline of the runway on final or on roundout. There’s an easy way to solve that when flying final: if the runway centerline appears pure vertical from your perspective in the airplane, you are tracking the centerline. If it has a slight angle to it, then you’re not totally on centerline.
The differences can be subtle, but can lead to flying a serpentine track toward the runway on final, during roundout, and during ground roll. It can also result in a touchdown with a slight drift to it which indicates poor piloting technique.
To counter this, first, remember to get the final approach stabilized ie on centerline, on glidepath, and on airspeed as soon as possible after rolling out from the base to final turn. Remember the more corrections you need to make to do this closer to the runway threshold, the more difficult the approach becomes and the more likely errors in technique will grow unchecked. Once on a stable final approach, observe the runway centerline and judge if it is a vertical, straight line. If so, you’re tracking straight down the centerline. If not, use shallow, coordinated turns to align the airplane so. This technique will also work when flying a crabbed final in crosswind conditions.
As you roundout, remember you are in slow flight at an increased AoA, so the propeller will tend to pull the airplane’s nose to the left. Under additional right rudder to prevent this and track straight.
After touchdown, use quick precise feetwork for rudder inputs - think “happy feet happy feet happy feet” - to track centerline . Also, if doing a crosswind landing, DON’T RELAX AILERON PRESSURE AFTER TOUCHDOWN or the airplane will tend to veer off centerline rapidly. Remember, fly the airplane all the way through the landing, including the complete rollout.
$endgroup$
My guess here would be that you are not truly tracking the centerline of the runway on final or on roundout. There’s an easy way to solve that when flying final: if the runway centerline appears pure vertical from your perspective in the airplane, you are tracking the centerline. If it has a slight angle to it, then you’re not totally on centerline.
The differences can be subtle, but can lead to flying a serpentine track toward the runway on final, during roundout, and during ground roll. It can also result in a touchdown with a slight drift to it which indicates poor piloting technique.
To counter this, first, remember to get the final approach stabilized ie on centerline, on glidepath, and on airspeed as soon as possible after rolling out from the base to final turn. Remember the more corrections you need to make to do this closer to the runway threshold, the more difficult the approach becomes and the more likely errors in technique will grow unchecked. Once on a stable final approach, observe the runway centerline and judge if it is a vertical, straight line. If so, you’re tracking straight down the centerline. If not, use shallow, coordinated turns to align the airplane so. This technique will also work when flying a crabbed final in crosswind conditions.
As you roundout, remember you are in slow flight at an increased AoA, so the propeller will tend to pull the airplane’s nose to the left. Under additional right rudder to prevent this and track straight.
After touchdown, use quick precise feetwork for rudder inputs - think “happy feet happy feet happy feet” - to track centerline . Also, if doing a crosswind landing, DON’T RELAX AILERON PRESSURE AFTER TOUCHDOWN or the airplane will tend to veer off centerline rapidly. Remember, fly the airplane all the way through the landing, including the complete rollout.
answered 37 mins ago
Carlo FelicioneCarlo Felicione
41.4k376150
41.4k376150
$begingroup$
Very in-depth analysis Carlo, I really appreciate your time to help me study the art and science of landings. I’m gonna incorporate these inputs into practice and hopefully I nail it consecutively! Thank you!
$endgroup$
– shogunnyan
25 mins ago
add a comment |
$begingroup$
Very in-depth analysis Carlo, I really appreciate your time to help me study the art and science of landings. I’m gonna incorporate these inputs into practice and hopefully I nail it consecutively! Thank you!
$endgroup$
– shogunnyan
25 mins ago
$begingroup$
Very in-depth analysis Carlo, I really appreciate your time to help me study the art and science of landings. I’m gonna incorporate these inputs into practice and hopefully I nail it consecutively! Thank you!
$endgroup$
– shogunnyan
25 mins ago
$begingroup$
Very in-depth analysis Carlo, I really appreciate your time to help me study the art and science of landings. I’m gonna incorporate these inputs into practice and hopefully I nail it consecutively! Thank you!
$endgroup$
– shogunnyan
25 mins ago
add a comment |
$begingroup$
The chance of flipping due to too much rudder is a very real concern, and perfectly valid. Flipping can happen quite suddenly due to crosswinds, so you are right to be cautious.
My advice: On landing, make sure you hold full back elevator. Many students have a tendency to think they've landed the plane, and then let go of the aerodynamic surfaces like the elevator. Pilots have a saying, "Fly the plane all the way to the gate!" Never treat the plane like a car: It is always "flying", even on the ground.
Holding the elevator full-back after landing takes a lot of pressure off the nose wheel, which makes steering easier and the plane more stable. It also provides a lot of aerodynamic breaking (you have a large metal board sticking up into the wind) which slows the plane down a lot, in a stable, safe manner.
Also, don't necessarily try to stick to the centerline like glue. If you try too hard, you may make drastic and sudden rudder changes which can flip the plane. Instead, work on constantly adjusting towards the centerline. If you're off too the left, use right rudder to aim back towards the centerline; not to hit the centerline immediately, but to adjust your course towards it over the next 2 seconds. Then re-evaluate, and adjust your course closer to the centerline again, never actually getting 100% on the line, but always moving closer and closer to it.
$endgroup$
$begingroup$
Great advice abelenky, thank you so much for filling in the knowledge void! Gonna try it out the next dual check and have my instructor reassess my skills.
$endgroup$
– shogunnyan
1 hour ago
$begingroup$
Why with the nose gear off the ground, better control is possible? Can you expand on that part? Thanks.
$endgroup$
– ymb1
1 hour ago
$begingroup$
@ymb1: The nose gear won't be off the ground, it will just have less pressure/force on it. The oleo strut won't be compressed, and the wheel will have an easier time turning side-to-side smoothly.
$endgroup$
– abelenky
35 mins ago
add a comment |
$begingroup$
The chance of flipping due to too much rudder is a very real concern, and perfectly valid. Flipping can happen quite suddenly due to crosswinds, so you are right to be cautious.
My advice: On landing, make sure you hold full back elevator. Many students have a tendency to think they've landed the plane, and then let go of the aerodynamic surfaces like the elevator. Pilots have a saying, "Fly the plane all the way to the gate!" Never treat the plane like a car: It is always "flying", even on the ground.
Holding the elevator full-back after landing takes a lot of pressure off the nose wheel, which makes steering easier and the plane more stable. It also provides a lot of aerodynamic breaking (you have a large metal board sticking up into the wind) which slows the plane down a lot, in a stable, safe manner.
Also, don't necessarily try to stick to the centerline like glue. If you try too hard, you may make drastic and sudden rudder changes which can flip the plane. Instead, work on constantly adjusting towards the centerline. If you're off too the left, use right rudder to aim back towards the centerline; not to hit the centerline immediately, but to adjust your course towards it over the next 2 seconds. Then re-evaluate, and adjust your course closer to the centerline again, never actually getting 100% on the line, but always moving closer and closer to it.
$endgroup$
$begingroup$
Great advice abelenky, thank you so much for filling in the knowledge void! Gonna try it out the next dual check and have my instructor reassess my skills.
$endgroup$
– shogunnyan
1 hour ago
$begingroup$
Why with the nose gear off the ground, better control is possible? Can you expand on that part? Thanks.
$endgroup$
– ymb1
1 hour ago
$begingroup$
@ymb1: The nose gear won't be off the ground, it will just have less pressure/force on it. The oleo strut won't be compressed, and the wheel will have an easier time turning side-to-side smoothly.
$endgroup$
– abelenky
35 mins ago
add a comment |
$begingroup$
The chance of flipping due to too much rudder is a very real concern, and perfectly valid. Flipping can happen quite suddenly due to crosswinds, so you are right to be cautious.
My advice: On landing, make sure you hold full back elevator. Many students have a tendency to think they've landed the plane, and then let go of the aerodynamic surfaces like the elevator. Pilots have a saying, "Fly the plane all the way to the gate!" Never treat the plane like a car: It is always "flying", even on the ground.
Holding the elevator full-back after landing takes a lot of pressure off the nose wheel, which makes steering easier and the plane more stable. It also provides a lot of aerodynamic breaking (you have a large metal board sticking up into the wind) which slows the plane down a lot, in a stable, safe manner.
Also, don't necessarily try to stick to the centerline like glue. If you try too hard, you may make drastic and sudden rudder changes which can flip the plane. Instead, work on constantly adjusting towards the centerline. If you're off too the left, use right rudder to aim back towards the centerline; not to hit the centerline immediately, but to adjust your course towards it over the next 2 seconds. Then re-evaluate, and adjust your course closer to the centerline again, never actually getting 100% on the line, but always moving closer and closer to it.
$endgroup$
The chance of flipping due to too much rudder is a very real concern, and perfectly valid. Flipping can happen quite suddenly due to crosswinds, so you are right to be cautious.
My advice: On landing, make sure you hold full back elevator. Many students have a tendency to think they've landed the plane, and then let go of the aerodynamic surfaces like the elevator. Pilots have a saying, "Fly the plane all the way to the gate!" Never treat the plane like a car: It is always "flying", even on the ground.
Holding the elevator full-back after landing takes a lot of pressure off the nose wheel, which makes steering easier and the plane more stable. It also provides a lot of aerodynamic breaking (you have a large metal board sticking up into the wind) which slows the plane down a lot, in a stable, safe manner.
Also, don't necessarily try to stick to the centerline like glue. If you try too hard, you may make drastic and sudden rudder changes which can flip the plane. Instead, work on constantly adjusting towards the centerline. If you're off too the left, use right rudder to aim back towards the centerline; not to hit the centerline immediately, but to adjust your course towards it over the next 2 seconds. Then re-evaluate, and adjust your course closer to the centerline again, never actually getting 100% on the line, but always moving closer and closer to it.
edited 37 mins ago
answered 1 hour ago
abelenkyabelenky
21.8k963108
21.8k963108
$begingroup$
Great advice abelenky, thank you so much for filling in the knowledge void! Gonna try it out the next dual check and have my instructor reassess my skills.
$endgroup$
– shogunnyan
1 hour ago
$begingroup$
Why with the nose gear off the ground, better control is possible? Can you expand on that part? Thanks.
$endgroup$
– ymb1
1 hour ago
$begingroup$
@ymb1: The nose gear won't be off the ground, it will just have less pressure/force on it. The oleo strut won't be compressed, and the wheel will have an easier time turning side-to-side smoothly.
$endgroup$
– abelenky
35 mins ago
add a comment |
$begingroup$
Great advice abelenky, thank you so much for filling in the knowledge void! Gonna try it out the next dual check and have my instructor reassess my skills.
$endgroup$
– shogunnyan
1 hour ago
$begingroup$
Why with the nose gear off the ground, better control is possible? Can you expand on that part? Thanks.
$endgroup$
– ymb1
1 hour ago
$begingroup$
@ymb1: The nose gear won't be off the ground, it will just have less pressure/force on it. The oleo strut won't be compressed, and the wheel will have an easier time turning side-to-side smoothly.
$endgroup$
– abelenky
35 mins ago
$begingroup$
Great advice abelenky, thank you so much for filling in the knowledge void! Gonna try it out the next dual check and have my instructor reassess my skills.
$endgroup$
– shogunnyan
1 hour ago
$begingroup$
Great advice abelenky, thank you so much for filling in the knowledge void! Gonna try it out the next dual check and have my instructor reassess my skills.
$endgroup$
– shogunnyan
1 hour ago
$begingroup$
Why with the nose gear off the ground, better control is possible? Can you expand on that part? Thanks.
$endgroup$
– ymb1
1 hour ago
$begingroup$
Why with the nose gear off the ground, better control is possible? Can you expand on that part? Thanks.
$endgroup$
– ymb1
1 hour ago
$begingroup$
@ymb1: The nose gear won't be off the ground, it will just have less pressure/force on it. The oleo strut won't be compressed, and the wheel will have an easier time turning side-to-side smoothly.
$endgroup$
– abelenky
35 mins ago
$begingroup$
@ymb1: The nose gear won't be off the ground, it will just have less pressure/force on it. The oleo strut won't be compressed, and the wheel will have an easier time turning side-to-side smoothly.
$endgroup$
– abelenky
35 mins ago
add a comment |
$begingroup$
"Trikes" can flip forward left or right, which is why many people prefer "quads" (or having the single wheel in the rear). However, with 2 main wheels down only rudder input will still swing the nose left or right with little danger of flipping.
When you are at landing speed and after mains touch down, the rudder is your friend, use it.
Very good advice to hold nose gear off while your are slowing down. If you are slightly off center, continue controlling the aircraft as it slows down (this includes aileron inputs too) and keep "flying" the plane until it rolls to a complete stop.
But abrupt inputs or sharp swerves are not needed. Easy does it, and differential braking is also helpful. As you gain experience, you will feel more comfortable with its limits.
I would not rule out a taxiing lesson to test and refine your ground control techniques.
$endgroup$
$begingroup$
Differential braking during rollout sounds scary to me, and might induce a sharp swerve. During the roll along the runway, wouldn’t it be better to apply equal braking pressure until you’re ready to turn off into the taxiway?
$endgroup$
– shogunnyan
22 mins ago
add a comment |
$begingroup$
"Trikes" can flip forward left or right, which is why many people prefer "quads" (or having the single wheel in the rear). However, with 2 main wheels down only rudder input will still swing the nose left or right with little danger of flipping.
When you are at landing speed and after mains touch down, the rudder is your friend, use it.
Very good advice to hold nose gear off while your are slowing down. If you are slightly off center, continue controlling the aircraft as it slows down (this includes aileron inputs too) and keep "flying" the plane until it rolls to a complete stop.
But abrupt inputs or sharp swerves are not needed. Easy does it, and differential braking is also helpful. As you gain experience, you will feel more comfortable with its limits.
I would not rule out a taxiing lesson to test and refine your ground control techniques.
$endgroup$
$begingroup$
Differential braking during rollout sounds scary to me, and might induce a sharp swerve. During the roll along the runway, wouldn’t it be better to apply equal braking pressure until you’re ready to turn off into the taxiway?
$endgroup$
– shogunnyan
22 mins ago
add a comment |
$begingroup$
"Trikes" can flip forward left or right, which is why many people prefer "quads" (or having the single wheel in the rear). However, with 2 main wheels down only rudder input will still swing the nose left or right with little danger of flipping.
When you are at landing speed and after mains touch down, the rudder is your friend, use it.
Very good advice to hold nose gear off while your are slowing down. If you are slightly off center, continue controlling the aircraft as it slows down (this includes aileron inputs too) and keep "flying" the plane until it rolls to a complete stop.
But abrupt inputs or sharp swerves are not needed. Easy does it, and differential braking is also helpful. As you gain experience, you will feel more comfortable with its limits.
I would not rule out a taxiing lesson to test and refine your ground control techniques.
$endgroup$
"Trikes" can flip forward left or right, which is why many people prefer "quads" (or having the single wheel in the rear). However, with 2 main wheels down only rudder input will still swing the nose left or right with little danger of flipping.
When you are at landing speed and after mains touch down, the rudder is your friend, use it.
Very good advice to hold nose gear off while your are slowing down. If you are slightly off center, continue controlling the aircraft as it slows down (this includes aileron inputs too) and keep "flying" the plane until it rolls to a complete stop.
But abrupt inputs or sharp swerves are not needed. Easy does it, and differential braking is also helpful. As you gain experience, you will feel more comfortable with its limits.
I would not rule out a taxiing lesson to test and refine your ground control techniques.
answered 25 mins ago
Robert DiGiovanniRobert DiGiovanni
1,9701316
1,9701316
$begingroup$
Differential braking during rollout sounds scary to me, and might induce a sharp swerve. During the roll along the runway, wouldn’t it be better to apply equal braking pressure until you’re ready to turn off into the taxiway?
$endgroup$
– shogunnyan
22 mins ago
add a comment |
$begingroup$
Differential braking during rollout sounds scary to me, and might induce a sharp swerve. During the roll along the runway, wouldn’t it be better to apply equal braking pressure until you’re ready to turn off into the taxiway?
$endgroup$
– shogunnyan
22 mins ago
$begingroup$
Differential braking during rollout sounds scary to me, and might induce a sharp swerve. During the roll along the runway, wouldn’t it be better to apply equal braking pressure until you’re ready to turn off into the taxiway?
$endgroup$
– shogunnyan
22 mins ago
$begingroup$
Differential braking during rollout sounds scary to me, and might induce a sharp swerve. During the roll along the runway, wouldn’t it be better to apply equal braking pressure until you’re ready to turn off into the taxiway?
$endgroup$
– shogunnyan
22 mins ago
add a comment |
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Is there always a right crosswind when this happens, or are you veering left even when there's a left or no crosswind? Or do you veer right in a left crosswind?
$endgroup$
– StephenS
38 mins ago