Primarily for general aviation discussion, but other aviation topics are also welcome.
#1810087
G-BLEW wrote:
I've been experimenting recently with my short field landing technique, and I've been practising braking after touchdown while the nose wheel is still off the ground, the objective being to keep it off even during the braking phase. Obviously, I do not let the nose wheel bang down even under braking.


What's the type

Grumman AA5A.
, and does that result in a shorter landing than heavier braking with more weight on wheels?

I don't know, and I don't plan to find out. Getting the nosewheel down early after touchdown in an AA5, especially on a bumpy or undulating grass runway (and White Waltham's runways are both) is a Really Bad Idea.

However, the landing is certainly shorter than allowing it to decelerate without braking with stick full back until the nosewheel comes down of its own accord.

Boxkite wrote:I can't see how that works at all.
During normal braking the only thing that stops the aircraft rotating about the centres of the main wheels is the nose-wheel being in contact with the ground. Any friction connection between the rolling wheels and the landing gear will cause the nose-wheel to drop, assisted by the CofG. I would imagine any aerodynamic load on the elevators by pulling the stick back would have minimal effect on counteracting the CofG and downward rotation caused by the slightest amount of braking.

You'd think so, wouldn't you. So did I before I tried it.

It's not difficult to override the elevator by braking too hard. But I found I could apply a lot more brake than I expected. Obviously you have to ease off as it slows down and the elevator authority decreases.

Just to be clear, I'm not recommending any particular practice.