The B17 is difficult to stop even at slow speed it will topple forward with the yoke held back . I have found using differential brakes to be more effective and keep them pressed . I assigned n and m for this .
In winds of 15 kts it veers to the left and requires a lot of rudder control on take off and landing tail wheel locked . I will try using using rudder trim to see if effective .
Stoping and rudder control on landing .
- Tug002
- Senior Master Sergeant
- Posts: 2456
- Joined: 25 Oct 2013, 11:40
- Location: Ontario, Canada. CYSH
Re: Stoping and rudder control on landing .
I have found that just tapping the brakes on and off is an effective way of stopping on short runways and it helps keep the weight from shifting forward. I land on a 4000 ft runway and am able to stop in about 3000 ft.
Keep smiling
Tug
Keep smiling
Tug
-
- Senior Master Sergeant
- Posts: 2439
- Joined: 15 Mar 2016, 08:23
Re: Stoping and rudder control on landing .
Hi.
I find if i come in on approach full flap at 110 , and close throttle so i cross threashold at between 90 to 100 and let aircraft settle , then raise flaps , and let her slow on her own , if engines are above 1000 rpm , the brakes will be over powered by the engines , brakes ideally should only be needed on short runways for stoping , or for taxi on all airports, and never held on , should always be pumped in short bursts while keeping elevator full back to keep tail down.
regards alan.
I find if i come in on approach full flap at 110 , and close throttle so i cross threashold at between 90 to 100 and let aircraft settle , then raise flaps , and let her slow on her own , if engines are above 1000 rpm , the brakes will be over powered by the engines , brakes ideally should only be needed on short runways for stoping , or for taxi on all airports, and never held on , should always be pumped in short bursts while keeping elevator full back to keep tail down.
regards alan.
Who is online
Users browsing this forum: No registered users and 28 guests