Pinning the Wacky Wabbit down on the bumpy grass at Duxford Imperial War Museum (runway 24) – Tail high with the main wheels glued down with a touch of left rudder
To wheel or not to wheel? – That is the question! The correct technique to land a Harvard always seemed to be the dilemma when I first started flying the Harvard. When I flew the Auster life was simple, I was told to3 point her every time, so I never considered anything ‘other’ than a 3 point landing – After much deliberation and chatting to other Harvard pilots, I decided to wheel the Harvard on when there is a cross winding excess of 10 knots and 3 point land below 10 knots. Techniques such as this seemed to go with the consensus and general opinion, however! I recently went through a phase of ‘only’ 3 pointing the Harvard on every landing, even in a 15 plus knot crosswind with full flap, I may say with excellent results. So the question remained to wheel on or 3 point?
My personal choice, as I write this article (August 2017) with over 200 hours on the Harvard, is to 3 point land every time regardless of wind. I still train often and bash the circuit. I like to mix it up a little when beating the circuit. I find this works well because I am far from perfect and I sometimes arrive for a beautiful 3 pointer and then find the two front main wheels touch first! When this happens I quickly convert the plan to a low tail wheel landing by a quick check forward on the stick and stay in complete control – “I think because I frequently alternate my landings, I get surprised less!”
The best article I have read on landing the Harvard is by Kent Beckham of the Canadian Harvard Aerobatic Team “Avoiding the ground loop” https://www.t6harvard.com/pilot-stories-2/avoid-ground-loops/ I have listed his item in the pilot’s section of this web site. I completely agree with everything mentioned in this article and have used his wisdom for many years now.
Neil Oakman T6 Harvard Aviation Instructor/Examiner, arriving for a three-point landing at Duxford
The only assumption you can make about a T-6 at all is that it is going to swerve one way or the other and you can’t be sure which way. So you plan accordingly, getting your nerves and feet ready to handle whatever it dishes out. The results of a radical swerve can be exciting-like crumpled wings, folded landing gear, etc. If you do it right, you’ll get rewarded with a view of the airport from an upside-down position alongside the runway. The trick is to catch the swerves right at the beginning while they are still tiny turns. Nip each of those in the bud, and the aeroplane is no problem. It only gets nasty, if you let the nose wander too far before getting your feet in the act.
Having spoken to many pilots that don’t fly aircraft with the traditional undercarriage, they all seem to talk about rudder control as if that’s the ‘only control’ that you need in a crosswind… I have to say that the rudder is very important; however, it is not the only control you need, it is one of a combination of rudder and aileron – What about the poor old aileron? The aileron always seems to get left out of any debate on taildragger flying and doesn’t seem to come up in conversation when discussing ground loops. Hmmmmmmm ok, read on!
I break down the controls into 4 easy segments, so easy even I can understand them! –
Rudder – Ok let’s talk about the rudder – This is a very important part of tail dragger flying primarily in the take-off landing phase, even more importantly in a crosswind. As I have bullet pointed above the rudder controls direction. So as I see the nose wander right, I immediately counter with left rudder and vice versa. The technique for using the rudder is very important as you need to correct quickly for any directional changes; however carefully as you can either overcorrect by being too aggressive or react too slowly with severe consequences. I have developed a technique of dabbing the rudder with short positive jabs to keep direction. With the wind from the left for example, the Harvard will want to weathercock into the wind so one would assume right rudder? The right rudder is the correct answer to bring the nose ‘right’ however, the secondary effect of yaw is roll, in this case rolling to the right….. So what we have now is the ‘into wind’ wing lifting (left-wing in this example) which is not desirable so the left stick would be required in this situation to hold down that into wind (left) wing… Getting the idea?
Aileron – The aileron comes into its own during the crosswind landing, as mentioned above. If the wind is from the left, the stick needs to be into the wind or over to the left enough to stop the drift. If you land a Harvard with push, you will possibly end up in a ground loop. The aileron into the wind holds down the in to wind wing if the wing is allowed to lift it will weathercock the aircraft into the wind. In a situation where the wind is coming from the left, the plane will try and turn its self to the left so the novice pilot will try and correct with rudder… What the pilot should be doing is holding that wing down into the wind and keeping direction with the rudder. In this situation, most of the weight should be on the wind wheel. There is a lot of dihedral on that wing, and it’s easy for the crosswind to get under the in to wind wing and lift it! However, as previously mentioned, as you hold that wind down with left aileron in this example the secondary effect is for the machine also to yaw left so now we need a right rudder. As we can see, this is a real stick and rudder flying!
Speed – A stable approach is what we are looking for to get that stable landing. We should be looking for 90 mph on the clock. The aircraft has to be in the correct attitude and trimmed to hold the speed. The vertical speed indicator (VSI) should also be checked to see that there is not an unusually high rate of descent. Around 500 – 700 feet per minute should be good for the stable final approach. For this, I concentrate on using the “Speed Stick” or the control stick. Stick input is how I set the speed setting the correct attitude and trimmed.
Throttle – I think of the throttle as the up and down lever. On the final approach, the aircraft speed is set and corrected by the control column and trimmed off. If the aircraft is low on the approach path, the throttle should be used to arrest descent or throttled off if the plane is too high. I have found with the Harvard that in the landing configuration with gear and full flap engaged, with the engine at idle, the vertical descent can be around 1800 feet per minute! So as we can see, the rate of descent is governed with power. My standard power setting in the Harvard for the final approach is 15 inches of MP and the RPM forward to 2250 for landing.
Let’s look at some advantages –
In the early part of the flare out, let the main wheels contact the ground with minimum downward velocity. Advisable to carry a little power
*The wheel landing is executed by letting the aeroplane contacted the ground on the main wheels first followed by an immediate application of forwarding elevator to reduce the angle of attack and keep the wheels glued on.
On the final approach, the aircraft should be stable and speed correct around 90 mph with a small amount of power, approximately 15 inches. As I descend to land, just before touch down, I aim to fly low level down the runway at around a few feet gradually getting lower waiting for the main wheels to touch still carrying around 80-90 mph. All the time, the aileron needs to be fed into the wind keeping the wing down into the wind and making small throttle adjustments for height.
On a very windy day, I am aiming to land on the in to wind wheel first, which is actually one wheeler. As the wheel(s) touch the control stick is checked forward with a dab of forward stick or relaxation of pressure in some cases the aircraft is kept straight with rudder and crosswind drift is corrected by more aileron. The aircraft will continue on the two main wheels until the airspeed decreases and it as this point the pilot will fly the tail down while there is sufficient airflow over the elevators. With the tail now down the pilot has to keep direction with rudder NOT forgetting to keep that stick in to wind. It is not uncommon for me on a windy day to finish the rollout with the stick hardback and fully over into wind as the aircraft comes to a standstill.
Flaps – If I were to do a wheeler landing on a calm day I would opt for the full flap as I personally like the aerodynamic braking I get from the entire span outer and centre flaps, some may say this is negligible however I find it noticeable. I used to fly A Harvard without the centre flap and found the machine took longer to slow to a full stop. Some say that during a wheeler landing with full-span flaps that the airflow to the rudder is blanked to a small degree and suggests only using the half flap. My personal opinion is when wheeling in clam conditions use full flap and in windy crosswind conditions wheel on using half flap only. Techniques such as this work for me every time, however, go have a play and make up your own mind!
The wheel landing executed by letting the aeroplane contact touch the ground on the main wheels first followed by an immediate application of forward elevator
Wheeler landings – points to note:
* Compleat taildragger pilot – Harvey’s S Plourde
*The most straightforward approach to the three-point landing is to consider that the aeroplane is flown parallel and close to the ground as long as possible until it stalls and settles to the field of its own accord. At that time, it will sink to the ground three points regardless of the type of aeroplane. Remember that the stick should be all the way back at the time of contact and should be held there through most of the landing roll. If the above is understood and followed, there should be no bounce because the conditions conducive to generating a skip or bounce will be absent.
This is a standard three-pointer about 1 second from touch down
I am flying low to the ground at around ‘one or two’ feet I raise the nose until the cowl intersects the horizon and close the throttle. All the above still applies, and I keep the stick in to wind to arrest any drift all the way until the three wheels touch down. In a strong crosswind, it’s quite usual to land with the into main wind wheel, and tail wheel in a two-pointer with the downwind wheel slowly making contact with the ground… All the time though the stick is held back, it must remain over and into the wind holding the into wind wing down. For me, I prefer the 3 point landing as its normally a full stall landing and all 5300 pends of aircraft is now down and below flying speed on all three wheels which is a safer place in my opinion than teetering on the two wheels of the wheeler landing… However, all this can be discussed and debated over a beer because as we always say, “Any landing you walk away from is a good one”! The real key to the three-pointer is having the spacial awareness and the peripheral vision to be able to read the external visual cues that stop you flaring too high and raising the nose too much. All this, however, comes with practice, practice, and then a little more practice…
The most straightforward approach to the three-point landing is to consider that the aeroplane is flown parallel and close to the ground as long as possible until it stalls and settles to the field of its own accord.
A friend of mine that flew Hurricanes during the war said to me, “Whats a wheeler landing anyway”? He couldn’t understand why anyone would not want to land a Hurricane or a Harvard for that matter ‘not’ in a three-pointer…..
Three-point landings – points to note:
This is a clip of my self landing the NA 64 YALE at Duxford. I am flying the aircraft as long as possible as the speed drops off low level, just a few feet off the ground. I’m keeping the nose on the horizon and gradually flaring more into the 3 point attitude. On this occasion the wind was from my left, so the Yale wanted to yaw to the left, so left stick into the wind to kill the drift and right rudder to keep direction… As you can see those “little feeties” and the right rudder is working hard. During the landing, the stick is held in to wind and fully aft as you can see by the up elevator. 05/05/2019
*The question is often asked by transitioning pilots as the possible dangers of making a stall landing during which the tail wheel strikes the ground before the main wheels do. The answer is that there is nothing wrong with this manoeuvre because it is not likely to create a bounce. The reason for this is that when the tail wheel contacts the ground, either one of the two following actions will take place:
This is a classic flare for the three-point landing which was a touch high however it settled into a three-pointer slightly tail first on this occasion – As I said I’m only human!
Tail first landings – points to note:
In either case, the result is that the angle of attack is decreased immediately following the first contact with the ground. This will participate in a reduction in lift. Hence the aeroplane will soon rest solidly on the ground.
* Compleat taildragger pilot – Harvey’s S Plourde
Above – The Wacky Wabbit coming in for a 3 point landing at Duxford runway 24. On this particular day, the wind was calm, and she landed beautifully.
Above – Landing at Duxford runway 24 with a crosswind from 330* at 15 knots gusting 25… For this landing, I decided as its over 10 knots to wheel the machine on to the tarmac. I selected 15* of the flap and flew the approach weathercocked in to wind until around 100 feet. The approach made at 100 mph, which is faster than usual due to the gusts and crosswind. I had a lot of runways to play with, so the length of the runway was not an issue… At around 100 feet I crossed controlled and focused on landing with the right wheel first as this was the in to wind wheel and then lowering the tail in the technique explained below on the “wheeler landing” video… As you can see its an excellent way to safely land a Harvard in testing conditions – AG
Above – The wheeler technique explained as I make my approach to land on 06 grass at Duxford.
Above – A stable approach on to the grass runway 24 at Duxford IWM. The speed I steady at 90 mph, and the approach over the M11 is at around three *- There isn’t a great deal of crosswind. You can see that at 0.41 the Harvard is being flown very low to the ground in a flat attitude. As the speed starts to drop off at 0.43, I raise the nose, so the cowling just cuts the horizon, and at that point, I hold this attitude steady until 0.47 when she settles into a 3 point attitude.
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