Thread: 40 degree landings

I had a very brief conversation with Tom Dunham and he asked me about my 40 degree landings. My response was that I was careful to remain in a good energy state by limiting my pitch attitude.

Tom said that the 40 degree issue is drag not stalling. He said you can get behind the power curve so don't cut power till mains are on the runway.

This thinking doesn't change my approach much because I want to be able to dead stick with 40 as well. Like all landings in a CT the pitch changes are less with power and the round out is more dramatic at idle. AT 40 it is more so.

Whether we are talking about stall or rapid sink rate I think the technique is the same, I don't want to be 10' from the runway with my nose high and a slow airspeed. If you get behind the power curve and all you can do with the throttle is reduce a rapid sink rate to a slightly less rapid sink rate you run the risk of a firm contact.

I have heard about bounces that lead to nose wheel contact and that still makes me suspect a stall. I'm thinking that when the nose wheel falls through you are stalling but when you contact firm on the mains you are more likely sinking to fast.

Originally Posted by CharlieTango

I had a very brief conversation with Tom Dunham and he asked me about my 40 degree landings. My response was that I was careful to remain in a good energy state by limiting my pitch attitude.

Tom said that the 40 degree issue is drag not stalling. He said you can get behind the power curve so don't cut power till mains are on the runway.

This thinking doesn't change my approach much because I want to be able to dead stick with 40 as well. Like all landings in a CT the pitch changes are less with power and the round out is more dramatic at idle. AT 40 it is more so.

I don't frequently land at 30 but when I do, I always keep a small amount of power in, even into the flare. I would imagine that a deadstick landing with flaps 40 would be very ... educational.

I have landed on both pavement and grass using 40 degree flaps with power at idle.

It's just a matter of airspeed, if you get to slow you're going to come down fast and hard. Same as with using less flaps, it's just more critical when using 40 degree flaps because you are already flying slower.

I agree with John Dunham, it's a matter of drag and getting too slow not stalling.

My two cents worth.

hehe... from frequenting this site, I have developed a hatred of 40 degrees in my C172 trainer. My instructor tells me to go to 40 degrees in a slip and I stay at 30. He's said he's going to break me of that. It's all in good humor though.
Bob C

bobby,

skyhawks are not similar to CTs at 40 degrees, be a good student and listen to you instructor

Will do, thanks. Wish I had a CT to train though...
Actually my instructor brought up the good point that any student should rent during their training process so they don't land hard in their own plane
Bob C

I've done a full stall landing at 0 and -6, and the nose doesn't pitch down, it just lands hard. I have a scuff on my tail protector which may be from the bounce following one of those.

Adjust approach speed with gross weight, is all I can say.

I just don't do 30 and 40 degree landings in my CT - and don't see the need.

Originally Posted by opticsguy

Adjust approach speed with gross weight, is all I can say.

Good point. Since loading is such a large % of the weight of the CT, that makes total sense. No wonder I float forever when I come in a little fast when solo and 1/2 fuel.