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the tail makes contact first. Provided this happens from no more than a foot off the surface, the result is undramatic: the tail touches, the plane pitches forward slightly onto the mainwheels, and rollout proceeds normally. 

In every case, once the tailwheel makes contact, the elevator control should be eased fully back to press the tailwheel on the runway. Without this elevator input, the AOA of the horizontal stabilizer develops enough lift to lighten pressure on the tailwheel and render it useless as a directional control with possibly unwelcome consequences. This after-landing elevator input is quite foreign to nosewheel pilots and must be stressed during transition training. 

NOTE: Before the tailwheel is on the ground, application of full back elevator during the flare lowers the tail, increases the AOA, and quite naturally puts the plane in climbing flight. 

## Wheel Landing 

In some wind conditions, the need to retain control authority may make it desirable to make contact with the runway at a higher airspeed than that associated with the three-point attitude. This necessitates landing in a flatter pitch attitude on the mainwheels only, with the tailwheel still off the surface. [Figure 13-3] As noted, if the tail is off the ground, it tends to drop and put the plane airborne, so a soft touchdown and a slight relaxation of back elevator just after the wheels touch are key ingredients to a successful wheel landing. 

If the touchdown is made at too high a rate of descent, the tail is forced down by its own weight, resulting in a sudden increase in lift. If the pilot now pushes forward in an attempt to again make contact with the surface, a potentially dangerous pilot- induced oscillation may develop. It is far better to respond to a bounced wheel landing attempt by initiating a go-around or converting to a three-point landing if conditions permit. 

Once the mainwheels are on the surface, the tail should be permitted to drop on its own accord until it too makes ground contact. At this point, the elevator should be brought to the full aft position and deceleration should be allowed to proceed as in a three-point landing. 

NOTE: The only difference between three-point and wheel landings is the timing of the touchdown (early and later). There is no difference between the approach angles and airspeeds in the two techniques. 

## Crosswinds 

As noted, it is highly desirable to eliminate crab and drift at touchdown. By far the best approach to crosswind management is a side-slip or wing-low touchdown. Landing in this attitude, only one mainwheel makes initial contact, either in concert with the tailwheel in three-point landings or by itself in wheel landings. 

## After-Landing Roll 

The landing process must never be considered complete until the airplane decelerates to the normal taxi speed during the landing roll or has been brought to a complete stop when clear of the landing area. The pilot must be alert for directional control difficulties immediately upon and after touchdown, and the elevator control should be held back as far as possible and as firmly as possible until the airplane stops. This provides more positive control with tailwheel steering, tends to shorten the after-landing roll, and prevents bouncing and skipping. 

Any difference between the direction the airplane is traveling and the direction it is headed (drift or crab) produces a moment about the pivot point of the wheels, and the airplane tends to swerve. Loss of directional control may lead to an aggravated, uncontrolled, tight turn on the ground, or a ground loop. The 

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