Focus in the Flare

A good article Stephen. I'd say it's the best tip in the last five or six FLYING newsletters. It would be useful to mention that landings become more difficult than they need be when carrying too much speed into the flare. It is much easier to lose excess speed before entering ground effect. Ask any Comanche pilot. I read that from Dick Collins, so it must be true. And practice makes perfect; don't expect to make greaser after grease if you haven't flown for six months.

What always ... okay ... usually worked for me was to have only airspeed control and directional control to worry about near the end of an approach. Near the runway align the aircraft with the centerline using rudder inputs, especially in a crosswind. Complete all landing checklist items either before entering the traffic pattern on downwind, at the final approach fix or at least 4-5 miles from the threshold when approaching straight in. Lower gear on downwind no lower than 1000 feet AGL and make final flap setting no lower than 500 AGL. When practical — not when flying into JFK in rush hour!— fly the last 500 feet of the approach at or close to 1.3 times the stall speed of the aircraft IN THE CONFIGURATION YOU'RE IN that day.

What does that mean? Your POH will show that the aircraft will have slightly different stall speeds at extreme forward and aft c of g limits, perhaps a knot difference. Stall speed drops as the aircraft's weight decreases. And we all know that more flap equals lower Vs. If you enter the flare with full flaps at the standard book value for Vso when lightly loaded, you'll carry unneeded extra speed into the flare that will cause a float, lengthen the landing and delays the onset of sink above the runway. Memorize Vs for all flap settings, including zero flaps, for the airplane you normally fly.

Determine these three factors and you have your adjusted 1.3 Vs for that particular landing, the way the pros do it. The 1977 C-172 stalled one knot faster near the forward c of g than at the aft limit. Book value for Vs was 53 knots, but lightly loaded with full flaps and forward c of g that value dropped to about 47 knots. Multiply both by 1.3 and you'll see a significant difference which will be magnified in ground effect, just what you don't want when attempting a landing on a short runway.

This technique works best in relatively smooth air. The more turbulent the air becomes, you need to add additional airspeed. Many airliners use the rule of adding all the steady wind plus half the gusts. Where possible make it easier on yourself by requesting a more into-wind runway, or divert to another airport nearby with better conditions. Unless there's no option, do not exceed the demonstrate crosswind performance of your aircraft, found in the POH, especially when landing on a contaminated surface (standing water, snow/ice). The combination of severe crosswind, contaminated surface and turbulence has killed airliners full of unsuspecting passengers flown by professionals, so what chance do you think you'd have? You do want to stay alive, right?

I'm not sure I agree with looking straight ahead during the flare. I've always had better results flaring by looking about 45 degrees left, to use the runway edge as a reference from which to begin and end the flare. In most light aircraft begin your flare about half a wingspan above the runway. As you round out the flare a couple feet above the runway, switch your view to straight ahead and make subtle pitch corrections to keep the top of the nose even with the end of the runway and use the rudder to maintain direction. Now feel for the sink to begin. When it does, add just enough back pressure to allow the mains to touchdown first, without ballooning, and lower the nose gently. Remember: nose wheel oleos aren't nearly as strong as the mains. Many landing accidents have been caused by poor attention to placing the nose wheel gently on the runway. Ask any flight school that uses 150s/152s. If you use this method you may not get a squeaker every time but your landings will be much more consistent. Any landing you ca walk away fro is a good landing.

A good thing to practice is a somewhat firmer arrival. Not hard enough to rattle your fillings, but firm enough to bleed some energy thereby permitting a shorter landing roll. I got to where i could stop a lightly loaded 172 in 300 feet or less using this technique. Once all three landing gears are on the runway, select 0 flaps, pull back on the stick to use the elevator as a speed brake and brake firmly just to where you hear a very slight squeal. That my flying friends is maximum braking, a nice skill to have.

Anther key strategy around landings relates to length of runway. A 1600 foot strip positively requires planting the wheels on the runway within the first quarter, no later than the first third, of the runway to give you room to brake to a stop. But when you have a mile or more of pavement in front of you there is little to be gained and plenty to lose by always trying to plant the airplane on the numbers. Choosing an aiming point 500 to 1000 feet down the runway, the way the IFR traffic does, gives pilots an added margin of safety and protects them from sinking air near the approach end. Especially where runway ends are near the edge of mesas or cliffs. Take it from me, someone who almost came up short a couple times and barely missed smashing threshold lights with my main gear while trying to "make that first turnoff". After that I never aimed for the numbers except when practicing it or landing on short runways.

Getting home safely to your loved ones trumps impatience, foolish pride or a type-A personality traits everyday and twice on Sundays. Happy landings fellow surly bond slippers!

Douglas M
Surrey, BC