The International Cessna^® 170 Association

W.J.Langholz wrote:... be prepare(d) for a go around, and with the power of the 206 it is much easier at full flaps than the o-300 was in the 172....W.

Dubya, one more "tip"... Some 206 pilots have difficulty with personal strength to get that yoke back sufficiently during the flare in order to avoid "wheelbarrowing" the airplane...and their solution is to either land with UP elevator trim... or if equipped with electric trim...to use the elect. trim during flare to help pitch the airplane nose up thereby gaining assistance from the elect trim to develop the full-stall touchdown. This can be a real mistake...if a sudden go-around is needed because the UP trim, coupled with the airplane's natural tendency to pitch UP when power is suddenly increased in a full-flap go-around... will put the 206 in an unusually high nose-up attitude, setting you up for a takeoff-departure stall.

Keep that elevator trim slightly nose-down and use your arms to pull that yoke back during landing flare, and avoid use of UP elect trim during the flare.
(Anyone curious about why a 206 pitch is so powerful only needs to examine that airplane's flap-span to realize how HUGE those flaps are compared to other airplanes.)

gahorn wrote:

W.J.Langholz wrote:... be prepare(d) for a go around, and with the power of the 206 it is much easier at full flaps than the o-300 was in the 172....W.

Dubya, one more "tip"... Some 206 pilots have difficulty with personal strength to get that yoke back sufficiently during the flare in order to avoid "wheelbarrowing" the airplane...and their solution is to either land with UP elevator trim... or if equipped with electric trim...to use the elect. trim during flare to help pitch the airplane nose up thereby gaining assistance from the elect trim to develop the full-stall touchdown. This can be a real mistake...if a sudden go-around is needed because the UP trim, coupled with the airplane's natural tendency to pitch UP when power is suddenly increased in a full-flap go-around... will put the 206 in an unusually high nose-up attitude, setting you up for a takeoff-departure stall.

Keep that elevator trim slightly nose-down and use your arms to pull that yoke back during landing flare, and avoid use of UP elect trim during the flare.
(Anyone curious about why a 206 pitch is so powerful only needs to examine that airplane's flap-span to realize how HUGE those flaps are compared to other airplanes.)

George, that is another reason to land with power on any big bore cessnas. It helps to keep the nose up so you do not have to trim aft to keep the nose up, in fact it is better to carry power then it is to trim for the reasons you mentioned. D

canav8 wrote:[...George, that is another reason to land with power on any big bore cessnas. It helps to keep the nose up so you do not have to trim aft to keep the nose up, in fact it is better to carry power then it is to trim for the reasons you mentioned. D

I don't agree with that technique. Power does not keep the nose up. It keeps speed up...and that's not the way to land a single-engined airplane, in my opinion. (One doesn't have to trim the nose up. One merely needs to have the airplane trimmed neutral and be prepared to use the strength necessary to stall the airplane.)

gahorn wrote:

canav8 wrote:... Contrary to what people believe, you will run out of Aileron way before you run out of Rudder! ...

This is especially true of ragwing Cessna 170 aircraft which have less effective ailerons (than 170 A/B models in which I have not personally found this to be true. For me, running out of A/B model rudder has been the limiting factor in strong crosswinds. Also, Dubya is presently flying a 206 which, in my experience, does not have aileron/rudder issues, but does have flap/elevator-effectivity issues.)

George, with all due respect all aircraft run out of Aileron before rudder unless you lost your engine. Regards, Doug

With over 200 landings now in the 206 this is where I'm at.

George you are correct that it takes alot more strength to pull back on the yoke in the 206 compaired to the "57" 172 however that was not my issue just ask Richard in fact I had ahold of that yoke like I was choking the chicken and was too pumped up so when I pulled back .....well it came back....NO FINESSE.....that's where the "7 year old girl" joke comes in.

Because there always seems to be a "wind" around here, I have settled in at about 30 degree flaps, with 40 and a good gust seems too really slow you down on final. Trim....well I've put weight in the baggage area which is out now and it did help to learn, now I just have my camping stuff back there, I do trim with nose up, about 1/2 way between complete nose up and nutrual, and with some power in which I always have my hand on to add or decrease. This plane drops like a boulder with no power , but once in ground effect it does seem that you can cut power and let the stall horn screem at you for a bit
One of the things I learned while doing spot landings is I never looked at where I had set my flaps or trim until I had landed. I did it by feeling and watching my air speed trying to keep a constant "Controled Aproach" (yes Richard, I still hear your voice in my right ear) when I got on the ground I would come to a full stop and take alook at all the settings and make mental note as to where they were. WHen all went well this is where they seem to be.
However I will be the first to admit I can always learn more and love to fly with another pilot when ever I get a chance to do so.....every good pilot has something I can learn





Thanks for the comments guys...keep them coming, that's how you sort through the chaff


W.

canav8 wrote:[...George, with all due respect all aircraft run out of Aileron before rudder unless you lost your engine. Regards, Doug

\
Doug, in a strong crosswind, one can perform aileron rolls until doomsday....but the airplane will not remain over the surface of the runway without crabbing...because of insufficient rudder .... (and personal lack of aerobatic ability.)
The airplane does not run out of aileron. One can bang the wingtip on the ground but one cannot remain aligned with the runway in strong crosswinds.