Figure 11-14. Completing the roundout with the control bar full  forward and the back wheels settling to the runway. Figure 11-15. WSC aircraft follows the taxi line to exit the runway  while slowing the aircraft and maintaining control of the wing. Figure 11-13. Continuing the roundout as speed bleeds off and the  WSC back wheels are inches above the runway. and the brakes can be applied. The nose should be lowered  for any aerodynamic braking at the higher speeds.  Lowering the nose also provides greater force on the front  wheel for superior braking effectiveness. Any skidding of the  front wheel with braking causes the loss of directional control  of the WSC aircraft and the skidding must be stopped by  letting up on the brake. Skidding can be the greatest problem  operating on slick surfaces such as wet grass. Rear wheel  braking systems are heavier and more complex, but provide  better braking force because there are two wheels instead of  one and there is more weight on the rear wheels. Braking  effectiveness should be evaluated by the pilot for each type  of runway being used. If the available runway permits, the  speed of the aircraft should be allowed to dissipate in a normal  manner with minimum use of brakes.  [Figure 11-15] The pilot must make only slight turns to maintain direction  until the WSC has slowed to taxiing speed. An abrupt turn  at high speed could possibly lift a rear wheel, roll the WSC  over, or force the wingtip to the ground. The WSC must slow  to taxing speed before before any sharp turn can be made to  exit the runway. The brakes of an aircraft serve the same primary purpose as  the brakes of an automobile—to reduce speed on the ground.  Maximum brake effectiveness is just short of the skid point.  If the brakes are applied so hard that skidding takes place,  braking becomes ineffective. Skidding can be stopped by  releasing the brake pressure. Also, braking effectiveness is  not enhanced by alternately applying and reapplying brake  pressure. The brakes should be applied firmly and smoothly  as necessary. WSC aircraft have nosewheel or rear wheel braking systems.  For nosewheel systems, if braking is required right away, the  nose should be lowered so the nosewheel touches the ground  The control bar serves the same purpose on the ground as  in the air—it changes the lift and drag components of the  wings. During the after-landing roll, the control bar should  be used to keep the wings level in much the same way it is  used in flight. If a wing starts to rise, roll control should be  applied to lower it. Procedures for crosswind conditions are  explained further in the Crosswind Approach and Landing  section of this chapter. A headwind plays a prominent role in the gliding distance  over the ground. Strong headwinds decrease the glide as  shown in the comparison in  Figure 11-16A  with no wind  normal glide versus  Figure 11-16B  in headwind with steeper  glide. To account for a steeper glide in a headwind, the base  leg must be positioned closer to the approach end of the  runway than would be required with a light wind. Therefore,   Effect of Headwinds During Final  Approach 11-8