Landing an airliner; one hand or both on the yoke/control column?

[Khaosai]

Hi,

on the aircraft i have flown its always worked with one hand on the thrust levers/throttle, and the other on the control column.

Found the post above about the 65kt call interesting, where one hand goes to the steering tiller.

Rgds.

[Chuck Ellsworth]

You don't know what heavy aileron is unless you fly the PBY...and the sucker requires almost a complete turn from wings level to full aileron deflection.

And I always fly with one paw on the control wheel and the other paw on the throttle levers.

There has been the rare instance when I had to use two paws on the control wheel in an ungodly wicked gusty X/wind but only for a few seconds and then my other paw goes back on the throttles.

[coonass one]

I think it all comes down to the question of when are you committed to landing. In my case, I am committed at around 10-30 feet. That's not to say my hand leaves the thrust levers ever, just that if I need both hands on the yoke, it only happens after I am committed, then after touchdown, back to the TR's. Just my style, or opinion.

[frontlefthamster]

Stay in control of the aircraft; prioritise where your hands are to achieve this.

Some aircraft, such as the Fokker 100 and some citations, have lovely light ailerons and elevator and landing with one hand (or finger and thumb) is no problem. Others, such as the Boeing 73,5,67s, and - bizzarrely - the GIV etc, have ailerons which border on being simply too heavy, and using both hands is worthwhile in some circumstances.

The time taken to transfer the right hand to the thrust levers, and then move them is insignificant once the spool up from approach idle is taken into account.

[Capt Fathom]

but my aircraft type has an inverted 'W' yoke and at moderate aileron deflection an upwards movement of the forearm is required for further deflection which I find difficult.

Indeed! I found the BN-2 very heavy in the ailerons, requiring quite a deal of brute force!

[Up and Away Again]

Workout

I suggest that if the aircraft is heavy then you need to workout down the gym, always be ready for the unexpected therefore one hand on the throttle. Also if you have to move your hand at a late stage you could end up operating the wrong lever, not much fun.

Ths can happen as once I had someone operate the mixture instead of the throttle, it sounds like an engine failure initially!

[Pilot Pete]

others, such as the Boeing 73,5,67s, ............ have ailerons which border on being simply too heavy, and using both hands is worthwhile in some circumstances.

Are you serious? I've flown all those types listed and none of them display the characteristic you mention. I've never experienced what you allude to and indeed have NEVER seen any training department insist on anything other than one hand on the control column and one on the thrust levers in the Boeing types you list. With two hands on the column you are not in full control of the aircraft.

PP

[Mungo Man]

Up and Away Again said

...you could end up operating the wrong lever...once I had someone operate the mixture instead of the throttle...

Not much chance of getting the wrong lever since there are only 2 thrust levers and no other engine controls at all on the centre console.

Anyway, I've been landing 'conventionally' recently and don't have a problem with it now. Must be all those sprouts I had at Christmas.

[llanfairpg]

Thats why the bulit the Airbus to make 'two handers' and nervous captains redundant

[frontlefthamster]

Pete, yes, I'm serious - and I did say 'border on'... Have you flown any of the types which I mention for their laudable light and smooth ailerons? In a few thousand hours on 737s (various), I would say that I probably use both hands for the final bit of the flare on one in a hundred landings, on account of strong and gusty crosswinds...

[5150]

Airliners are built to be flown with one hand on the control column and one hand on the thrust levers - if you need both hands in the flare then you need to get down the gym!!

[whitus1]

I think, although some people say setting the throttle to idle then placing two hands on the yoke is acceptable, i would dissaggree, i say this because I believe one hand should always be placed on the throttle quadrent in case the aircraft has to perform a quick go around

[Pilot Pete]

frontlefthamster you asked

Have you flown any of the types which I mention

, which you will see if you re-read my reply to your original post, which I will highlight again here

I've flown all those types listed and none of them display the characteristic you mention

So yes, I have flown ALL of them, have you flown them all? Never, ever have I had to use two hands on the column on ANY OF THEM, and I'm no Mr Universe. I think you need to accept that your technique is not required, not trained and leaves only one common denominator, and that is that you need to get a little stronger.

All the best.

PP

[kwachon]

Always one hand unless there are strong gusty winds and then only if needed.

[Propellerhead]

I repeat my previous post!! :

Those who fly monitored approaches have the NHP deploying reverse so we HAVE to remove our hand from the thrust levers once idle thrust is selected so the NHP can get their hand on them to select reverse.

Monitored approaches are used by one of the biggest Airlines in the world and every non-Airbus Pilot in that airline lands 2 handed!!

[frontlefthamster]

Pete, I did ask about the 'light aileron' types... Your previous reply was selective, but I guess that you have flown the F100, GIV, GV, and various Citations too, but didn't find their ailerons light.

I emphasise that this is a seldom-needed technique, but one which works well for me, and does not contradict any required procedure.

'Not trained'? Oops, well it is trained by me and the training department I'm involved with... And Big Airways have no problem with it at all, as well as reaping certain benefits from having two people actively involved in stopping the aeroplane, instead of having a pilot and a spectator for every landing.

Stronger, eh? See you at the Dog and Hammer tomorrow lunchtime for an arm wrestle. Bring your second!

[Bealzebub]

Those who fly monitored approaches have the NHP deploying reverse so we HAVE to remove our hand from the thrust levers once idle thrust is selected so the NHP can get their hand on them to select reverse.

That may well be the case in your company, but it is not the case in most. All the monitored approaches I fly require that the handling pilot handles and the non handling pilot monitors and calls any deficiencies. The handling pilot will land the aircraft and activate the thrust reversers.

[frontlefthamster]

propellerhead could have been clearer:

That may well be the case in your company

Yes, it is.

[Pilot Pete]

'Not trained'? Oops, well it is trained by me and the training department I'm involved with

Well your training department to it differently to most then. And I don't see the FCTM mentioning it anywhere for Boeing types, so it is not a technique the manufacturer teaches.

reaping certain benefits from having two people actively involved in stopping the aeroplane

Well that is a matter of opinion too. I personally go with the philosophy that one pilot should be actively in control and the other should be monitoring.

PP

[powerstall]

One hand on the power levers, the other on the yoke. You gotta love the trim! specially on single-engine approaches then a go-around....

best full body work-out yet!