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Who has been taught this method, or teaches this method for landing an airplane. (smaller airplanes)
When on final, you should add the headwind to your IAS, and always keep your traffic pattern the same size. So, if my piper warrior says to fly final at 70 knots, and I have a 10 knot headwind, I should now fly my final at 80 knots.
I’ve been a CFI for 2 years, and I am thinking about teaching at a new place part time, and this is the method they want their students to learn. So I’m not really familiar with it, does this make sense? Has anybody else tried this? This isn’t the gust factor rule, I’m not getting it mixed up, this is just a new method, and I can’t find anything to back this up.
I thought the same thing with the tailwind...comment from another instructor was, "why would you be landing with a tailwind." It happens, big airports aren't going to change the runways because of a small tailwind, and I wouldn't tell my student on a 10 knot tailwind to fly 10 knots slower. For a crosswind, you would have to figure out what the headwind component is.
If you loss power, then you would only fly the best glide, and not add anything, now you have to teach them how to change their traffic pattern and do a new method with no power.
So they want you to fly final, in terms of speed, based upon the winds on the ground. If you want to have fun I would ask them how this applies to short field techniques...hehe go ahead and carry an extra 10 knots for the head wind and see how well you land on the point. Well okay most of us with experience could probably make it land on the point but the students sure are going to have a hell of a time. Sounds to me like someone at that place thinks they know it all and has decided they are going to show everyone how to do it right.
Who has been taught this method, or teaches this method for landing an airplane. (smaller airplanes)
When on final, you should add the headwind to your IAS, and always keep your traffic pattern the same size. So, if my piper warrior says to fly final at 70 knots, and I have a 10 knot headwind, I should now fly my final at 80 knots.
I’ve been a CFI for 2 years, and I am thinking about teaching at a new place part time, and this is the method they want their students to learn. So I’m not really familiar with it, does this make sense? Has anybody else tried this? This isn’t the gust factor rule, I’m not getting it mixed up, this is just a new method, and I can’t find anything to back this up.
Sounds a little weird to keep airspeed up, are you landing at an Intl airport or something? If it's an airport made of mostly GA traffic there is no reason to keep a pattern that would justify adding 10kias for a headwind. In a 172s, with a headwind of 10kts or more, generally what I've done is add slightly more power(10kts=maybe 100rpm more) to keep the rate of descent slightly lower than normal and keep an AOA of 60kias (with two people)...55kias short final, use flap increments to adjust my angle of descent. If you keep the final under 1.5mile you should be fine.....usually I keep the rpm fixed at 1500 on final until short glide slope...most of the time i'd rather not trim in the cessna (must trim for a seneca though).
Teaching students to manage energy more effectively with AOA....of course this requires a good understand of reverse command...but if you teach students to be precise each landing it will help them later...
However when they get into the ILS, groundspeed/rate of descent has to be perfectly coordinated, and I could see adding some kias for a headwind!
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Thank God we don't get as much government as we pay for!
I thought the same thing with the tailwind...comment from another instructor was, "why would you be landing with a tailwind." It happens, big airports aren't going to change the runways because of a small tailwind.
Or at your friendly, local non-controlled field where everyone uses the undersized, pot-holed runway no matter how much the winds favor the brand new six-thousand footer...
Yeah, that sounds like hogwash to me. Increasing speeds to deal with a gust factor or in generally windy conditions? Sure. But to keep your pattern the same size? How about you, you know, look out the window and adjust your legs accordingly. The nice thing about a headwind is that it allows you to keep your IAS up with a lower GS, requiring a shorter landing distance and ground roll. Do these people simply enjoy eating up the whole runway (and, yikes, have they ever tried to fly a DA-20 that way?)?
This is dumb. And you should not teach students this. Stand up to them with logic. If its a 141 school thats wants this done and adds it as a requirement for the checkride I would fight it hard.
Ask them if they know what the first thing out of a airline pilots mouth is gonna be when the student flys an approach 15kts fast. "Airspeed" Followed quickly by "my airplane" when there is no correction made.
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Don't speak- unless it improves on silence.
It's perfectly fine to fly fast, as long as you know how to slow the airplane down to a reasonable speed and not use up 8000 feet of runway. No student pilot has that kind of knowledge though. I would not teach this. The likelihood of an overrun is too great. This kind of policy is somewhat concerning due to the lack of safety it promotes. I would want to know the reasoning behind the policy, and then make a decision about accepting employment. Something doesn't add up. If I come across the threshold at Ref + 10, we're going a ways down the other end, even with reverse.
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More people are killed by donkeys than in airplane crashes each year....
I may think they are trying to adopt a Vapp configuration.To bleed off the resulting additive on threshhold,landing on the Vref,is not a wrong conception.Applying this technic,in early training,is dubious.
Cheers
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New Landing Method
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