Tailwheel airplanes are less forgiving of crosswind landing errors than nose-wheel models. It is important that touchdown occurs with the airplane’s longitudinal axis parallel to the direction the airplane is moving along the runway. [Figure 14-2] Failure to accomplish this imposes side loads on the landing gear which leads to directional instability. To avoid side stresses and directional problems, the pilot should not allow the airplane to touch down while in a crab or while drifting.

There are two significantly different techniques used to manage tailwheel aircraft touchdowns: three-point and wheel landings. In the first, the airplane is held off the surface of the runway until the attitude needed to remain aloft matches the geometry of the landing gear. When touchdown occurs at this point, the main gear and the tailwheel make contact at the same time. In the second technique (wheel landings), the airplane is allowed to touch down earlier in the process in a lower pitch attitude, so that the main gear touch while the tail remains off the runway.

Three-Point Landing #

As with all landings, success begins with an orderly arrival: airspeed, alignment, and configuration well in hand crossing the threshold. Round out (level-off) should be made with the main wheels about one foot off the surface. From that point forward, the technique is essentially the same that is used in nose-wheels: a gentle increase in AOA to maintain flight while slowing. In a tailwheel aircraft, however, the goal is to attain a much steeper fuselage angle than that commonly used in nose-wheel models; one that touches the tailwheels at the same time as the main wheels.

With the tailwheel on the surface, a further increase in pitch attitude is impossible, so the plane remains on the runway, albeit tenuously. With deceleration, weight shifts increasingly from wings to wheels, with the final result that the plane once again becomes a ground vehicle after shedding most of its speed.

There are two potential errors in attempting a three-point landing. In the first, the main wheels are allowed to make runway contact a little early with the tail still in the air. With the CG aft of the main wheels, the tail naturally drops when the main wheels touch, AOA increases, and the plane may become airborne again. This “skip” is easily managed by re-flaring and again trying to hold the plane off until reaching the three-point attitude. A large “skip” or bounce may result in being high above the runway with insufficient energy. In these circumstances, the pilot should execute a go-around.

In the second error, the plane is held off the ground a bit too long so that the in-flight pitch attitude is steeper than the three-point attitude. When touchdown is made in this attitude, the tail makes contact first. Provided this happens from no more than a foot off the surface, the result is undramatic: the tail touches, the plane pitches forward slightly onto the main wheels, and rollout proceeds normally.

In every case, once the tailwheel makes contact, the elevator control should be eased fully back to press the tailwheel on the runway. Without this elevator input, the AOA of the horizontal stabilizer develops enough lift to lighten pressure on the tailwheel and render it useless as a directional control with possibly unwelcomed consequences. This after-landing elevator input is quite foreign to nose- wheel pilots and needs to be stressed during transition training.

Note: Before the tailwheel is on the ground, application of full back elevator during the flare lowers the tail, increases the AOA, and quite naturally puts the plane in climbing flight.

Wheel Landing #

In some wind conditions, the need to retain control authority may make it desirable to make contact with the runway at a higher airspeed than that associated with the three-point attitude. This necessitates landing in a flatter pitch attitude on the main wheels only, with the tailwheel still off the surface. [Figure 14-3] As noted, if the tail is off the ground, it tends to drop and put the plane airborne, so a soft touchdown and a slight relaxation of back elevator just after the wheels touch are key ingredients to a successful wheel landing.

Once the main wheels are on the surface, the tail should be permitted to drop on its own accord until it too makes ground contact. At this point, the elevator should be brought to the full aft position and deceleration should be allowed to proceed as in a three-point landing.

If the touchdown is made at too high a rate of descent, the tail is forced down by its own weight, resulting in a sudden increase in lift. If the pilot now pushes forward in an attempt to again make contact with the surface, a potentially dangerous pilot-induced oscillation may develop. It is far better to respond to a bounced wheel landing attempt by initiating a go-around or converting to a three-point landing if conditions permit.

Note: The only difference between three-point and wheel landings is the timing of the touchdown (early and later). There is no difference between the approach angles and airspeeds in the two techniques.

Crosswinds #

As noted, it is highly desirable to eliminate crab and drift at touchdown. By far the best approach to crosswind management is a side­ slip or wing-low touchdown. Landing in this attitude, only one main wheel makes initial contact, either in concert with the tailwheel in three-point landings or by itself in wheel landings. Many tailwheel pilots prefer completing a wheel landing in a crosswind, as the initial touchdown speed is higher than for a three-point landing, making the flight controls more effective. In addition, in some aircraft, the rudder effectiveness can be reduced by the blocking effect of the fuselage and flaps with the tail low and on the ground.