combination of inertia acting on the CG and ground friction of  the main wheels during the ground loop may cause the airplane  to tip enough for the outside wingtip to contact the ground and  may even impose a sideward force that could collapse one  landing gear leg.  [Figure 13-4]  In general, this combination  of events is eliminated by landing straight and avoiding turns  at higher than normal running speed. To use the brakes, the pilot should slide the toes or feet up  from the rudder pedals to the brake pedals (or apply heel  pressure in airplanes equipped with heel brakes). If rudder  pressure is being held at the time braking action is needed,  that pressure should not be released as the feet or toes are  being slid up to the brake pedals because control may be  lost before brakes can be applied. During the ground roll,  the airplane’s direction of movement may be changed by  carefully applying pressure on one brake or uneven pressures  on each brake in the desired direction. Caution must be  exercised when applying brakes to avoid overcontrolling. If a wing starts to rise, aileron control should be applied  toward that wing to lower it. The amount required depends on  speed because as the forward speed of the airplane decreases,  the ailerons become less effective. If available runway permits, the speed of the airplane should  be allowed to dissipate in a normal manner by the friction  and drag of the wheels on the ground. Brakes may be used if  needed to help slow the airplane. After the airplane has been  slowed sufficiently and has been turned onto a taxiway or  clear of the landing area, it should be brought to a complete  stop. Only after this is done should the pilot retract the flaps  and perform other checklist items. Upon touchdown, the airplane should be firmly held in a  three-point attitude. This provides aerodynamic braking  by the wings. Immediately upon touchdown and closing  the throttle, the brakes should be applied evenly and firmly  to minimize the after-landing roll. The airplane should be  stopped within the shortest possible distance consistent  with safety. Pilots should be familiar with the crosswind component of  each airplane they fly and avoid operations in wind conditions  that exceed the capability of the airplane, as well as their  own limitations. While the airplane is decelerating during  the after-landing roll, more aileron must be applied to keep  the upwind wing from rising. Since the airplane is slowing  down, there is less airflow around the ailerons and they  become less effective. At the same time, the relative wind is  becoming more of a crosswind and exerting a greater lifting  force on the upwind wing. Consequently, when the airplane  is coming to a stop, the aileron control must be held fully  toward the wind. Particularly during the after-landing roll, special attention  must be given to maintaining directional control by the use  of rudder and tailwheel steering while keeping the upwind  wing from rising by the use of aileron. Characteristically, an  airplane has a greater profile or side area behind the main  landing gear than forward of it. With the main wheels acting  as a pivot point and the greater surface area exposed to the  crosswind behind that pivot point, the airplane tends to turn or  weathervane into the wind.  [Figure 13-5]  This weathervaning  tendency is more prevalent in the tailwheel-type because the  airplane’s surface area behind the main landing gear is greater  than in nosewheel-type airplanes. 13-7 Crosswind After-Landing Roll Short-Field Landing Motion CG Point of  wheel pivoting Profile behind  pivot point Figure 13-5.  Weathervaning tendency. Figure 13-4.  Effect of CG on directional control.