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stalled, drop-in landing. When the pilot focuses too far ahead,
accuracy in judging the closeness of the ground is lost and
the consequent reaction is too slow since there is no apparent
necessity for action. This results in the aircraft fl ying into the
ground nose fi rst without a proper roundout.
The best way to recognize and become accustomed to heights
and speeds for a particular WSC aircraft is to perform low
passes over the runway, as discussed earlier, with energy
management. Perform a normal approach fi rst, then a highenergy
pass at a higher speed, and then medium-energy
passes at lower speeds. These exercises are performed fi rst
in calm winds at a height, as an example, at which the wheels
are 10 feet above the runway, then lowering to just inches
above the runway as the pilot’s skills build. The objective
is to become profi cient at fl ying straight down the runway
centerline at a constant altitude. This exercise provides the
11-6
34
Touchdown
Approach Speed
Start moving control
bar forward to
decrease speed
Start to Increase
Angle of Attack
Continue to move
control bar forward
to decrease speed
Continue to Increase
Angle of Attack
Continue to move
control bar forward
to decrease speed
Continue to Increase
Angle of Attack
Continue to move
control bar forward
to decrease speed
until touchdown
Continue to Increase
Angle of Attack
Start roundout about 15 feet above ground
1 inch
Figure 11-9. Changing angle of attack during roundout by slowly and continuously pushing forward on the control bar until
touchdown.
opportunity to determine height and speed over the runway
before any landings are performed. These should generally
be performed in mild conditions. Higher energy and greater
heights above the runway are required in windier and bumpier
conditions.
Roundout ( Flare)
The roundout is a slow, smooth transition from a normal
approach speed to a landing attitude, gradually rounding out
the fl ightpath to one that is parallel with, and within a very
few inches above, the runway. When the aircraft, in a normal
descent, approaches within what appears to be 10 to 15 feet
above the ground, the roundout or fl are should be started and
be a continuous process slowing until the aircraft touches
down on the ground.
It should be noted that the terms “roundout” and “fl are” are
defi ned and used interchangeably throughout the aviation
industry for slowing the aircraft during fi nal approach and
touching down. The term “roundout” is used in this handbook
since it provides a better description for the WSC landing
process and WSC students are more successful learning
landings using the term roundout instead of fl are.
As the aircraft reaches a height where the back wheels are one
to two inches above the ground, the roundout is continued
by gradually pushing the control bar forward as required to
maintain one to two inches above the runway as the WSC
aircraft slows. [Figure 11-9] This causes the aircraft’s
nosewheel to gradually rise to the desired landing attitude.
The AOA should be increased at a rate that allows the aircraft
to continue fl ying just above the runway as forward speed
decreases until the control bar is full forward and the back
wheels settle onto the runway.
During the roundout, the airspeed is decreased to touchdown
speed while the lift is controlled so the aircraft settles gently
onto the landing surface. The roundout should be executed
at a rate at which the proper landing attitude and the proper
touchdown airspeed are attained simultaneously just as the
wheels contact the landing surface.
The rate at which the roundout is executed depends on the
aircraft’s height above the ground, the rate of descent, and
the airspeed. A roundout started excessively high must be
executed more slowly than one from a lower height to allow
the aircraft to descend to the ground while the proper landing
attitude is being established. The rate of rounding out must
also be proportionate to the rate of closure with the ground.
When the aircraft appears to be descending very slowly, the
increase in pitch attitude (slowing of the WSC) must be made
at a correspondingly low rate.
Visual cues are important in roundout at the proper altitude and
maintaining the wheels a few inches above the runway until
eventual touchdown. Roundout cues are dependent primarily
on the angle at which the pilot’s central vision intersects the
　
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