{"id":236758,"date":"2025-05-11T16:02:18","date_gmt":"2025-05-11T16:02:18","guid":{"rendered":"https:\/\/peraltafinancing.com\/airline\/the-effect-of-negative-pitch-changes-on-landing-performance\/"},"modified":"2025-05-11T16:02:18","modified_gmt":"2025-05-11T16:02:18","slug":"the-effect-of-negative-pitch-changes-on-landing-performance","status":"publish","type":"post","link":"https:\/\/fivemor.com\/?p=236758","title":{"rendered":"The Effect of Negative Pitch Changes on Landing Performance"},"content":{"rendered":"


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By\u00a0Captain Shem Malmquist<\/p>\n

One area of flight performance that is misunderstood by some pilots is the affect of pitch changes just prior to landing.\u00a0 Specifically, some pilots will aggressively lower the nose just prior to touchdown.\u00a0 While this technique will result in getting the aircraft on the ground in a hurry it also has some negative consequences.\u00a0 Before discussing these issues, let us first dispel some of the misconceptions surrounding this issue.<\/p>\n

The first misconception is that lowering the nose of the airplane will \u201craise the landing gear\u201d thus resulting in a smoother landing.\u00a0 While it is true that the geometry of the airplane does result in the main gear effectively moving up relative to the center of rotation, the effect is not significant.\u00a0 Obviously the longer the airplane the more pronounced this effect would be, so we can use a large wideoby as an example as a \u201cworst case\u201d.\u00a0 The main gear on the large widebody \u00a0is about 8 feet aft of the center of the CG range.\u00a0 Using basic trigonometry we find that even an 8\u00ba pitch change only results in a net 1 foot movement of the main landing gear.<\/p>\n

The second aspect that is sometimes raised is that forward pressure on the control column reduces the total load on the wing as less tail down force is required, resulting in more lift to slow the rate of descent.\u00a0 While this does have some merit over very small pitch reductions (less than 1\u00ba or so of pitch change), it \u00a0requires precise timing and the possible negative affects of larger pitch reductions can be catastrophic.\u00a0 To understand the reasons for this some background understanding is required.<\/p>\n

For practical purposes, in stabilized flight all of the forces acting on the airplane are equal.\u00a0 As long as the aircraft is not accelerating its rate of climb or descent and the wings are level (assuming no turbulence, etc.) the g meter in the airplane will be reading 1.0 g.\u00a0 This is true whether the airplane is maintaining an altitude or in a constant rate climb or descent.\u00a0 If the rate of climb or descent is changing then the g meter will be registering a number either above or below 1.0.\u00a0 If it is in a descent, a reduction in the\u00a0rate\u00a0<\/em>of descent will occur with an\u00a0increase\u00a0<\/em>in g to some value over 1.0, and if the rate of descent in\u00a0increased\u00a0<\/em>the g meter will show some value\u00a0less\u00a0<\/em>than 1.0 as the aircraft temporarily accelerates to its new state of equilibrium.<\/p>\n

Aircraft landing gear is designed to absorb load in two parts, which we can call \u201cPhase 1\u201d and \u201cPhase 2\u201d.\u00a0 Phase 1 would be the force due to the vertical motion of the airplane.\u00a0 If you do a \u201ccarrier landing\u201d the landing gear is effectively stopping your vertical speed.\u00a0 The wings are supporting all of the weight of the airplane until the nose is lowered, spoilers deploy and the airspeed is reduced.\u00a0 Instead of this technique, most pilots try to smooth out the landing by increasing the lift a bit just prior to landing, commonly referred to as the \u201cflare\u201d.\u00a0 If you were to be watching the g meter during the flare you would see it register something above 1.0 as the wings accelerated the airplane upwards (note that an acceleration upwards in this case means actually a reduction in the downward vertical speed and not actually motion away from the ground).\u00a0\u00a0 Any remaining vertical speed will be absorbed by the landing gear as part of\u00a0 Phase 1.<\/p>\n

Phase 2 is the weight on the landing gear that is present when the airplane is sitting on the ramp.\u00a0 The basic force of gravity we all feel.\u00a0 During landing this portion is not ordinarily a factor until after the aircraft has been derotated and the lift from the wings removed.\u00a0 The design criteria for the landing gear assumes that Phase 1 and Phase 2 do not happen concurrently \u2013 that Phase 2 only occurs after any vertical speed is arrested.\u00a0 If the nose is lowered prior to touchdown it can result in the wings not supporting the weight of the airplane prior to touchdown, thus adding some portion of the Phase 2 force to the initial touchdown.<\/p>\n

Another way to describe this issue is by referencing the g meter.\u00a0 Recall that the g meter uses 1.0 as the \u201cbaseline\u201d.<\/p>\n

The total amount of force absorbed by the landing gear can roughly be described as the difference or \u2206 between what the g meter is reading just prior to touchdown and what it reads as it touches down.\u00a0 If you are reading 1.1 just prior to touchdown and you touchdown with a net zero rate of descent the g meter not only will not increase, but will actually move down towards 1.0 as the acceleration stops.\u00a0 This feels very smooth.\u00a0 If you read 1.1 and touch down with some remaining vertical speed, the g meter may \u201cspike\u201d upwards a bit to stop the motion.\u00a0 In a firm landing the g meter might go (for example) from a reading of 1.2 to 1.7, and the net of + 0.5 would be the force you and the landing gear \u201cfeels\u201d.<\/p>\n

If instead you pitch the aircraft over just prior to touchdown the force the landing gear \u201cfeels\u201d is measured from the \u2206 (change) of what ever point you started with to what you ended with .\u00a0 For example, say the \u201cpitch over\u201d results in the g meter registering 0.8 g just prior to touchdown and 1.1 at touchdown.\u00a0 For practical purposes the landing gear will now absorb 1.4 \u2013 0.7 = 0.7 g.\u00a0 Although 1.4 g in this case is a lower value than the 1.7 g in the above case, the net g of 0.7 g is higher than the net of 0.5, so the latter landing would feel harder and would be harder on the landing gear.<\/p>\n

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\"aoa-book-image1\"<\/a><\/p>\n

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\n\t\t\t\t\t\t\t\"Unknown's\t\t\t\t\t\t<\/div>\n

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\n\t\t\t\t\t\t\tAbout Shem Malmquist FRAeS\t\t\t\t\t\t\t<\/h2>\n

\t\t\t\t\t\t\tB-777 Captain. Air Safety and Accident Investigator. Previous experience includes Flight Operations management, Assistant Chief Pilot. Line Check Airman, ALPA Aircraft Technical and Engineering Chairman, Aircraft Performance and Designs Committee MEC Chair, Charting and Instrument Procedures Committee, Group Leader-Commercial Aviation Safety Team-Joint Safety Implementation Team (CAST)-Loss of Control-Human Factors and Automation, CAST-JSIT- Aircraft State Awareness. Fellow of the Royal Aeronautical Society, full Member of ISASI, AIAA, IEEE, HFES, FSF, AFA and the Resilience Engineering Association. I am available for consulting, speaking or providing training seminars to your organization. Please contact me at https:\/\/malmquistsafety.com\/for inquiries.\t\t\t\t\t\t\t\n\t\t\t\t\t\t<\/div>\n

\n\t\t\t\t\t<\/div>\n\n","protected":false},"excerpt":{"rendered":"

By\u00a0Captain Shem Malmquist One area of flight performance that is misunderstood by some pilots is the affect of pitch changes just prior to landing.\u00a0 Specifically, some pilots will aggressively lower the nose just prior to touchdown.\u00a0 While this technique will result in getting the aircraft on the ground in a hurry it also has some […]<\/p>\n","protected":false},"author":1,"featured_media":156002,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[12028],"tags":[4691,3347,14485,5786,15057],"dealstore":[],"offerexpiration":[],"class_list":["post-236758","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-airline","tag-effect","tag-landing","tag-negative","tag-performance","tag-pitch"],"yoast_head":"\nThe Effect of Negative Pitch Changes on Landing Performance - Som2ny Network<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/fivemor.com\/?p=236758\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"The Effect of Negative Pitch Changes on Landing Performance - 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