New Landing Method
#1
New Landing Method
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.
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.
#2
I think it's a bad idea
So, by the new school's method, if you have a tailwind, you should fly slower.....
A big part of being a pilot is learning to adapt to the situation. They're asking you to adapt the wrong thing--they should be adapting their pattern.
By their logic, what do you do about a crosswind?
I'm with you...it's not right.
A big part of being a pilot is learning to adapt to the situation. They're asking you to adapt the wrong thing--they should be adapting their pattern.
By their logic, what do you do about a crosswind?
I'm with you...it's not right.
#3
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.
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.
#4
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.
#5
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.
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.
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!
#6
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?)?
#8
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.
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.
#9
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.