A Lieberman wrote:

On Sun, 18 Jun 2006 01:47:11 GMT, Matt Whiting wrote:


But when you are taxiing back after landing that 30 knot headwind is now
a 30 knot tailwind. Holding full up elevator with that strong a
tailwind will put a lot more weight on the nosewheel and may even flip
the airplane on its nose. You did learn proper control positioning for
taxiing in strong windds during your primary instruction didn't you?


Duh, good point :-)

Helps to read you did say taxiing back...

Yes, and that is why I'm against teaching pilots to fly using techniques
that aren't required for the conditions. If you get a low-time pilot
all jazzed up thinking that he needs to treat every grass strip like a
peat bog, then he's going to be focused on keeping that elevator back in
his gut as he taxis back. And as soon as he turns around after the
landing roll-out, he's going to start moving like a banshee on the hard
surface since he's using so much throttle to keep the nosewheel from
digging in. Then he'll back off the throttle to slow down since the
field isn't really soft. However, dollars to donuts he won't think to
simultaneously release the nosewheel. Once the airflow from the prop is
gone and not offseting the tail wind, bad things can happen.

That is why I'm fairly adamant that a pilot should fly the conditions
that exist, not some hypothetical condition that is likely to exist less
than 5% of the time, which is probably about how often a grass field is
also a soft field. And you can almost always find out when that 5%
occurs by either watching the weather or calling ahead to the field.


Matt