The International Cessna^® 170 Association

I am at almost 40 hours now in 33A and I must confess... 2 months of practicing and experimenting as hard as I can, I still don't really see the need/use of 3 points?

At the Valdez Fly In (btw, look at the facebook pics... I am #1), a 185 driver said that I was crazy for trying wheel landings on the beach on 8.50x6s. The thing is, I like to drag my wheels for a second or two before I commit to pushing the nose down. How does one feel the ground before committing on a three point?

I'm also considering going to 8.50x10s... anyone have advice?

The advantage of 3-point landings is the slower speed touchdown results in shorter rollout and less chance for nose-over since the airplane touches down in a full-stall.

George, just curious---------when do you sleep? Did Jamie kick you out of bed at 3:30 am, or do you stay awake at night and sleep while she is at school

I believe he changes the time in the computer just to make us think he is always on the ball.

john

170C wrote:George, just curious---------when do you sleep? Did Jamie kick you out of bed at 3:30 am, or do you stay awake at night and sleep while she is at school

My airplane and my eyeballs are red so my computer runs a fast clock. (Naw..I had an early schedule today and wanted to look at the radar pic and saw this post.)

http://www.alaskadispatch.com/article/v ... on-results

OH FOR THEM SOFT TIRES AND 1HP FOR EVERY 10#

My 48 does both well, I tend to 3 point more than wheel at my home base due to 1800 ft of runway with a lake at each end, my wheel landing has to on at the numbers. at big airports I will wheel land as not to tie up the runway if the exit is at the end of the runway. when I was going for my tailwheel endorsement my instructor would not give me a sign off unless I demonstrated satisfactory both a 3 point and wheel landing when asked on final (not at the same time ). I like the springy gear its like a buick with dynoride!!! to me the 48 is a pussycat to land both ways, but then again I keep profficient at doing both. I stopped adding up the amount of landings in the 48, its got to be at least 800 to 1000, and still on the set of the same tires. If you still having trouble then a few hours with a good tailwheel instructor will help. If you want I can give you my numbers for my technique, but its best to see what works with your ship and your flying tech.

907Pilot wrote:...The thing is, I like to drag my wheels for a second or two before I commit to pushing the nose down....

I'm very curious about this technique. Is this a nose-high wheel landing at first, something in between a 3-point and a wheel landing? What's your target airspeed for touching the wheels? Has this ever resulted in aborting a landing attempt because you felt the ground wasn't safe? What did that feel like?

jrenwick wrote:

907Pilot wrote:...The thing is, I like to drag my wheels for a second or two before I commit to pushing the nose down....

I'm very curious about this technique. Is this a nose-high wheel landing at first, something in between a 3-point and a wheel landing? What's your target airspeed for touching the wheels? Has this ever resulted in aborting a landing attempt because you felt the ground wasn't safe? What did that feel like?

I call that technique "rolling it on" or "flying it onto" the runway. It's a good one, especially at large airports with long runways/taxi-distances.

As for the Buick-dyna-ride.... I'd never considered that description, but it's a geat one!
The first 170 I ever flew was an A-model, and the owner had flown it for over 30 years when he allowed me to have a couple of landings. He'd warned me not to try a wheel-landing with the "soft" gear his airplane had, so the first was a wheel-landing. We had lunch and then went back to our point of departure and I'd forgotten his admonition with regard to wheel landings and when I rolled-it-on ... he first made a motion as if to rapidly grab the wheel...then restrained himself and remarked, "WELL!...I'll beeee...!!!!"

I've never felt the anxiety about wheel landings that so many express who fly the early gear. I think practice might make a difference...? I CERTAINLY would not spend any money on so-called landing gear "upgrades" (which are misnomers, IMHO)

Well, when I come in, I am going about 65mph and I float it down to the surface and just let them touch with my hand on the throttle. If the plane slows down or drags, throttle back in and go. It's for off-airport or places like Willow that get real mucky at the end.

I had the opportunity to re-confirm my reasoning for doing this a few days ago when I went clamming with a friend of mine where we landed on the beach. First attempt, came in and dragged my wheels - solid surface, so I landed. He came in and landed and walked away from the plane. 15 minutes later the wheels were sunk in about 3 inches of beach mud. It was a heck of a time getting the bird unstuck. While we were doing that a Cherokee came in and he dragged his mains for about 200 feet, took back off for a go around and landed. His technique must involve the go around so that he could see his drag marks in the sand being a low wing and all.