"you are mixing apples in oranges when talking about "the
nose falling due to
| CG and center of lift".
| IIRC the original thread was concerned with pushing the
nose down to put
| more weight on the nose wheel for cross wind control,"

Increased weight on the nose wheel makes the nose wheel the
pivot point and is guaranteed to cause loss of direct
WHEELBARROWING

Page 8-32
http://www.faa.gov/library/manuals/a...lane_handbook/
chap 7-9
When a pilot permits the airplane weight to become

concentrated about the nosewheel during the takeoff or

landing roll, a condition known as wheelbarrowing will

occur. Wheelbarrowing may cause loss of directional

control during the landing roll because braking action is

ineffective, and the airplane tends to swerve or pivot on

the nosewheel, particularly in crosswind conditions.

One of the most common causes of wheelbarrowing

during the landing roll is a simultaneous touchdown

of the main and nosewheel, with excessive speed,

followed by application of forward pressure on the

elevator control. Usually, the situation can be corrected

by smoothly applying back-elevator pressure.

However, if wheelbarrowing is encountered and

runway and other conditions permit, it may be advisable

to promptly initiate a go-around. Wheelbarrowing will

not occur if the pilot achieves and maintains the correct

landing attitude, touches down at the proper speed, and

gently lowers the nosewheel while losing speed on

rollout. If the pilot decides to stay on the ground rather

than attempt a go-around or if directional control is

lost, the throttle should be closed and the pitch attitude

smoothly but firmly rotated to the proper landing

attitude. Raise the flaps to reduce lift and to increase

the load on the main wheels for better braking action.






"BT" wrote in message
...
| You tell me...
|
| Next time you are doing your run up.. hold the brakes and
move the control
| foward and aft.. is the nose rising and falling because of
action of wind
| (prop wash) over the elevator position? Granted in a heavy
PA28, it may not
| be very noticable, but try it in a Cessna 152/172.
|
| you are mixing apples in oranges when talking about "the
nose falling due to
| CG and center of lift".
| IIRC the original thread was concerned with pushing the
nose down to put
| more weight on the nose wheel for cross wind control,
| in the example you mention, it involves the nose falling
forward because the
| elevator/wings combination cannot generate enough "lift"
in their respective
| direction to keep the nose up.
|
| Now.. lets expand on that a bit.. when performing an
outside loop maneuver,
| is the nose being pushed around the loop because the
elevator is creating
| less "lift" or because the elevator is forcing the nose
around.
|
| Why would a tricycle gear airplane behave any differently
than a tail wheel
| as far as elevator effectiveness. Other than possible
physical limits
| allowed to elevator travel.
|
| In the only Piper POH I have avalible to be right now, On
landing... ""After
| ground contract hold the nose wheel off as long as
possible. Braking is most
| effective when back pressure is applied to the control
wheel. In high wind
| conditions, particularly in strong crosswinds, it may be
desirable to
| approach the ground at highter than normal speeds with
partial or no flaps."
|
| Funny, it says nothing about pushing forward on the stick
for directional
| control.
|
| B
|
| "Dan" wrote in message
|
ups.com...
| Ok, this is a followup to the previous discussion about
forward control
| pressure during the landing rollout. Can someone tell
me if the
| elevator/stabilator can actually generate an _upward_
force, or does it
| simply generate a downward force for climbing and less
downward force
| for a decent?
|
| Does the nose fall due to the CG being forward of the
center of lift,
| or does the elevator actually push the tail up?
|
| We are talking about tricycle gear planes, not
taildraggers... The PA28
| series specifically.
|
| --Dan
|
|
|