What should I do about this?

[Clear-&aMillion]

I pull back to start the flare, and the airplane actually starts climbing! Oh sh*t! So I release the pressure to keep the airspeed from falling and to again start descending. But then, it feels like I'm about to hit the runway nose-first. This causes me to yank the yoke right back again. And so the process starts again. By the time the airplane actually touches down, it either hits a little harder than I want, or by luck, it settles gently. I think I'm coming in to fast on final and this is the problem. It just doesn't feel right to pull the power back and apply back-pressure on the yoke when you're still several hundred feet above the ground, but that's probably what it takes to slow down.

Any advise would be greatly appreciated.

 

[great cornholio]

Sounds like you are pulling back too much too fast. Probably not comming in too fast. I used to tell my students that the landing flare was a 3 part move. 1st step is to transition from the nose down final appraoch attitude to a nose level attitude. 2nd step is to level off just a foot or 2 above the runway and try to keep the plane just off the runway. 3rd step is to slowly increase back pressure just enough to get the nose up (the landing attitude in most GA planes looks pretty close to the attitude used when you rotate for takeoff..which usually has the top of the glareshield just touch the top of the trees at the end of the runway). When youre in this nose up attitude you can let the airplane slowly settle to the runway. Most people who climb during the landing flare climb because they don't level off just above the runway..instead they go straight from the nose down final approach attitude to the nose up landing attitude. Thats too much AOA change and not enough airspeed bleed off so you climb.

 

[shamrock]

I'll give it a shot.

Not exactly sure what you mean by "releasing the pressure" but if you start to get a balloon by flaring too aggressively stop pulling back (but don't release the pressure) and hold your pitch constant. As your speed begins to bleed off the plane should start to settle back down and at that point you would continue to apply back pressure. You talk about releasing the pressure to stop the airspeed from falling off but then mention coming in too fast. Gotta nail a consistant (correct) speed down first because if you come in too fast you're going to need to let the speed bleed off unless you want a 3 point or nosewheel first landing.

It's much easier to demonstrate that to describe. The old saying of "try not to let it land" works when trying to get a good flare. The key is to do it a foot or two off the runway and not at 10 feet.

 

[Laughing_Jakal]

What to do

You're probably "spotting the deck"....remember to shift your field of vision and focus to the end of the runway....not where you want to put it down in the landing zone.....when you start the flare....shift your eyes to the end of the runway.

 

[Toobdrvr]

Although it's been quite some time since I've instructed, I just couldn't help but reply, so bear with me. Rest assured everyone goes through this and we even re-learn this to an extent everytime we change airplanes.

Short answer: Go around!

Long answer: Although there are several different ways to look at/ teach this, I will share mine. I do not claim that this is the one true way to land an a/c, but it works for me...

A good landing begins with a "stabilized approach". I define this as (1)a/c path aligned w/ runway.(2) On desired glidepath to desired landing point. (3) properly configured. and (4) on desired speed. If any of these elements is missing by short final, go around and try again. Probably the hardest one is on glidepath. This one to me means that you are approaching at the desired angle to the exact spot you want to hit on the runway. Knowing this picture requires that you have someone (Instructor) show you this picture. You will notice that the "hit" spot appears stationary in the glareshield while everything else appears to grow around it. If the spot moves up, you are below path and vice-versa. The idea of landing is that you hit your point at the proper attitude and at the slowest speed. In a perfect landing, these all happen at the same time.

Next, you are concerned with "flare". I don't care for that term because it sounds like a singular action where you pull up just before impact. I prefer the term "transition" because to me it more accurately describes what we're doing: transitioning from flight to ground mode and recognizing that it is actually a graduall process. Enough with symantics...

...So we're on this stabilized approach. For every a/c, there is a "magic point" at which you begin the transition. It varies with several factors, including approach speed, weight, aerodynamics, seat height, etc. It even varies slightly for the same aircraft for different conditions. An instructor can show you the magic point for the a/c under typical conditions and through experience you will learn how to adjust for specific conditions. Anyway, at this magic point, I begin my transition by smoothly retarding the power levers to idle. If everything else remains constant (like pitch), your glide path will begin to sink as evidenced by the hit point rising in the glareshield. To keep the hit point stationary requires aft movement of the elevator. If you hit your point at the landing attitude and just as the stall horn sounded, congratulations! I consider that a perfect landing! If you reached landing attitude significatly before touchdown, you began your transition too early. Go around and try it again. If you are going to touch down before reaching landing attitude (flat), you began transition too late, go around and try it again.

It may sound like you are going to do a lot of going around (you are), but that's good. That's why you spend all that time in the pattern!

Now the phenomenon you are describing (climbing back up) is often called "ballooning". Don't sweat it, I even do it in the Airbus sometimes! It just happens when you put in more pitch than is required. My reaction: If its just a little and I consider it acceptable, hold the pitch where it is. With power at idle the a/c will resume losing enegry and settle back down and I can continue the transition. If it's a lot: Go Around! Sometimes ballooning opens the door to another phenomenon known as "porpoising", when you pitchdown to correct ballooning, strike the runway, pitch back up, then back down, and start the whole thing over. This is very unpleasant and can even become dangerous. Go around!

Oh well, that was fun. Hope it helps. Good luck!

 

[Clear-&aMillion]

Guys I really appreciate the advise. Hopefully this will get better with practice. Thanks you all for the replies.

 

[midlifeflyer]

I'm a little late to the discussion, but see if there is something here that helps:

http://www.midlifeflight.com/faq/faq.php?s=3#2

 

[comander]

USE YOUR TRIM, have it trimmed on approach , glyde down in a almost landing attitude. main gear touch first. watch for speed

 

[DrewBlows]

Good replys so far so I'll save the dissertation for another time, but share a few common mistakes that I seem to see over and over.

1. Trim the plane - Students often don't trim after the point where they pull the power back (abeam the aiming point). The result is a plane that's trimmed for 100 knots when it should be trimmed for 65 knots (C172 speeds). This will require a much greater pull when it comes time to flare and you will not be able to "finesse" it.

2. Hit your speeds - In the C172 (R model anyway) you should be at approximately 65 knots on final and 60 knots when you cross the numbers. If you carry any extra speed on final plan on floating, and if you don't have a lot of "touch" plan on ballooning. Pipers tend to be more forgiving and more willing to slow down and settle onto the runway without ballooning.

3. Practice, practice, practice - You'll figure it out in good time. Make sure you pay attention to what your instructor tells you and ask questions when you don't understand. The airplane is a bad place to learn, so make sure you have a good debrief and you talk about any questions that you have.

Good luck.

 

[coloneldan]

I agree with everybody above. One thing that I used to tell some of my students is, you want to level off with the mains 10 or 12 inches off the ground. That puts your eyes roughly 5 or 6 feet from the runway, depending on what airplane you are flying. Then with the power at idle, try to stay there. Don't climb or decend. Try to never touch the ground. When you get it right, you'll roll it right on just as the stall horn goes off.

Other than that, as Drew Blows said, practice, practice, practice.