John Good

This is our Citabria...A 1969 7KCAB, It lives at Centennial Airport, Englewood, CO where it is on leaseback to Aspen Flying Club.

Partners and I purchased the Citabria 3 yrs ago to provide tailwheel endosements and spin training for Aspen Flying Club based at APA. In addition, I tow gliders at Kelly Airpark (CO15) using a PA-25.

I'm employed with Continental Airlines as a International Service Manager (lead flight attendant, international) based in Newark, NJ

I'm looking for ferry pilot opportunities, especially taildragger types. Let me know if you're in the need of a pilot or instructor. John Good,CFI 303-751-4984

WHEEL LANDINGS AND THE CITABRIA

A certain percentage of “wannabe” tail dragger pilots will have problems with “wheel” landings when working towards their tail wheel endorsement. Those same pilots, upon mastering the 3 point technique and after introduction to the wheel landing, will continue to approach and land at the slowest airspeed, possibly fearing a propeller strike when the plane is landed in a level flight attitude. While this is a possibility, proper technique greatly diminishes any risk and gives the pilot much greater control during strong and gusty cross winds while maintaining a stable descent rate, airspeed and directional control.

Having established the purpose for this technique, the similarities and differences between three point and wheel landing procedures must be understood. In fact, pattern and approach procedures up to round out are identical. In the Citabria, I recommend the following:

DOWNWIND LEG: 80 m.p.h. and 2200 r.p.m.

Pre-landing checklist: CGUMPS* Citabria is fuel injected and has alternate air source instead of carburetor heat

Beginning on downwind leg and throughout the approach, constantly check wind velocity and direction. Pick up any and all visual information from windsock, flags, clouds, smoke and ground track. It is imperative that the approach be stabilized on the downwind leg. Airspeed stabilization and proper trim will ensure the approach and landing will be accomplished with safety and confidence.

BASE LEG: 78-80 m.p.h. and 1600 r.p.m. +/-
Descent rate will be 600-900 ft./min in the Citabria

BASE TO FINAL TURN: Establish aircraft on the extended runway centerline. Adjust power/pitch as needed to maintain 78-80 m.p.h. plus gust correction factor *
*(1/2 gust + approach speed)

FINAL LEG TO TOUCHDOWN: 78-80 m.p.h. plus gust correction factor Crosswind correction as needed. Recommend wing down, opposite rudder At Top of Normal Round Out Point, add power to slow rate of descent. Round out to Level flight attitude and adjust descent rate with fine power changes to maintain 200-300 ft./min.
Maintain level flight attitude to touchdown.

TOUCHDOWN:

1. Main wheels touch
2. Power back
3. Stick forward slightly

Maintain directional control, dropping tail as speed decreases

ESTABLISHING THE LEVEL FLIGHT ATTITUDE AND STABLE DESCENT DURING ROUNDOUT:

In the transition from descending nosedown pitch attitude to roundout to level flight, I will shift my focus from the near end of the runway to the far end of the runway and add enough power to slow my descent rate to 200/300 ft./min. With airspeed a constant 78-80 m.p.h., I will control the descent rate by either adding or removing power as needed.
*In N5103X, the throttle is stiff and power must be “squeezed” off in minute increments.

DESTABILIZING ACTIONS DURING A WHEEL LANDING:

1. Feeling for the runway by “walking the stick” which may lead to dropping the tail or pushing the nose down.
2. Forcing the airplane down to the runway by pushing the stick forward or reducing the power abruptly before touching the runway. These actions may cause a prop strike to occur as gear suspension may spread as it absorbs the shock of the landing.
3. Sideways “Crowhopping” from a failure to provide crosswind correction. In strong crosswind conditions, it is advisable to put the windward tire down first and keep the crosswind correction in with aileron and rudder.
4. Unconsciously adding power while trying to keep the landing touch smooth. This will make touchdown speeds too high and transmit excess energy into a bounce.

CONDITIONS FOR ABORTING A WHEEL LANDING:

1. Crosswinds or Gusts exceed P.I.C experience level or aircraft capability.
2. Approach speed or descent rate become destabilized (TOO HIGH!)
3. Upon touchdown, tail is allowed to drop at high speed, increasing pitch attitude, resulting in ballooning and a bounced landing.
4. If Ballooning occurs during the landing,
   a. Stabilize to level flight at top of bounce by adding power,
   b. Maintain directional control
   c. TWO BOUNCES-GO AROUND!!!

HELPFUL HINTS:

Wheel landings are a finesse maneuver. Do everything smoothly. Consider the approach and landing to be an attempt to low fly the runway 1 inch off of the ground while keeping your airspeed constant.

GOOD LUCK AND GOOD TAILDRAGGIN’!!!

John G. Good, CFI

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