With a motor aircraft, it may become necessary to reject a landing, i.e. to go around at any time, even just before touching down. In the case of a tailwind, all this is even more difficult. I'll show you one example. Get to know it so that you, too, can recognize it in time!
In the video, I did not want to overemphasize the importance of the tailwind, as countless other technical or pilot errors can also cause the need to go around in a timely fashion. But as I promised, I will include this information in the description.
The tailwind tries to get you to crash your plane in a very insidious way, so it is good to recognize these signs in time:
- during the approach, you will be under time pressure due to a faster approach over the ground, you will gradually fall behind the tasks, you will not have time, e.g. to look for a wind bag, because the constant glide path correction make you busy
- with your usual aircraft pitch and power settings, you get above the glide path, and you can only hold it with steeper nose-down pitch and greater vertical descent (negative vario), the approach becomes unstable
- you fly over the threshold higher than planned - the flare consumes a lot of distance compared to the normal, the plane "rushes" more than before
- due to the higher kinetic energy against the ground, any unevenness in the runway excerts a noticeably greater force on the plane
- while you are busy at taming the aircraft, the end of the runways starts to appear dangerously close
- after a go-around decision, the plane still flies above the ground longer than usual during the reconfiguration for climb
- during the initial climb up to 50 feet, the climb angle is noticeably flatter than usual, so climbing over or avoiding obstacles will need full of your attention, any distractions (radio, traffic, technical problems) increase the risk of accidents.
How to avoid tailwind landings?
a). Don't get caught up in confirmation bias, i.e. don't decide in advance which direction you want to land - only after you've got your bearings on the spot
b. If you have GPS ground speed measurement data, compare it with your airspeed - a higher GPS speed means a tailwind component
c. If there is no designated traffic direction in use, ask for information about the ground, even information from another nearby airport may be useful
d. If there is no reliable information on the radio, fly over the airport and look for the windsock
e. If you can't find a windsock, line up on one of the base legs and if the wind blows you closer to the runway, it will mean a tailwind component on final.
00:00 Departure
00:20 Idle wind turbines
00:33 Final approach
01:16 Flare
01:25 Bounce
01:31 Go-around
02:14 Climb
02:34 Reversal
02:58 Landing
03:12 Tailwind effect
03:35 Go-around till when?
04:23 Aircraft performance
05:53 Right-wrong
4 июл 2024
