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stop landings. If you stop, a lengthy delaywould occur before release for takeoff. Thereare outlying airports available, some withrunways long enough for stop and go prac-tice. This must be monitored carefully forthose who land long and still try to stop mid-field. Perhaps the answer is to teach theproper stopping technique whenever the

occasion does arise, instead of a lot of noise,threshing around in the cockpit, aileronfanning, and general confusion.

Before the student is given a lot of fullstops he must learn to fly a consistent trafficpattern using the proper power settings. Itis very important to know the power re-quired for downwind, base, and final. Inorder to be consistent with this he must flythe same pattern over the ground. The run-way is a landmark, so why cant he use JoesService Station as a 180 fly-to point. Next hemust be able to sense the proper glide slopevisually. Then, of course, comes multipletouch and gos until he can land properlyand take off without leaving the centerline.Now he is ready for full stops.

The student has probably witnessed afew horrible examples of how not to stop andmay be apprehensive. A good demo from theright seat will allay those fears. Bring thethrottles over the ramp smoothly and evenlyto about halfway between Start and GroundIdle. Remove your right hand from the aile-rons, lift your left hand above the throttles,

and steer with the rudder. Directional con-trol can be maintained to a very slow speedwhen the wind is down the runway. Whencontrol seems to be getting marginal ease onthe brakes and stop on the center line. Allduring the demo call out the fact that you arenot using aileron or steering with reverse

thrust, but with your feet. Now its thestudents turn and ten to one he will do apretty good job of emulating your demo. Thistime let him use nose steering as control getsmarginal, then brakes. You must also makehim aware that the airplane will graduallyslow down enough to make the normal 5000foot turn off. Otherwise he will want to panic

and make sure it stops, then have to taxi fora spell.

Three-engine landings should be noproblem, even in moderate crosswinds. Bringall throttles over the ramp into the Betarange but leave the asymmetric one ahead ofthe others until you are sure of directionalcontrol with rudder and ailerons. As youselect more reverse from the asymmetricpropeller wind in full aileron in the properdirection and have the copilot hold it there.Place your left hand on nose steering forready use if needed. As the aircraft slows,ease the throttles forward to about the Startposition using the brakes and steering tofinish off the roll out. Moderate winds evenfrom the wrong side should not warrantgetting off the centerline.

Remember one thing. Staying on therunway is a must. If the thing tried to leavecenterline apply an immediate correctionon the too much side. The correction appliedyesterday may not be enough today. If itisnt, put in everything available. If thatisnt enough make use of positive power,

steering, brakes, and mild cussing.It would really be interesting to knowwhy so many airplanes have gotten off therunway lately when it was such a rare occa-sion in the years gone by. It must havesomething to do with experience.

To Steer or Knot To SteerT

he Blue Book describes a normal takeoffin this manner. The pilot should ini-

tiate directional control, using nose wheelsteering. The rudder becomes effective be-tween 50 and 60 knots. Release nosewheelsteering and maintain directional controlwith the rudder.

Maybe the description for takeoffcould be expanded by teaching the full use offull right rudder from the beginning untilthere is no longer a need to steer. The speedat this time may be less or more than 50

knots, depending on power and wind condi-tions. Some folks may believe that there is no

need to use rudder until 50 or 60 knots ap-pears on the airspeed because it is not effec-tive. Rudder is effective at one knot but moreand more as the speed increases, so why nottake advantage of every thing available.

In the Blue Book description for land-ing it says, maintain directional control,using the rudder down to 60 knots. Below 60knots, use engine power, nosewheel steer-ing, or both.

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