When it falls with the back wind, it increases the risk of an error. But at the same time, most GA aircraft have performance plans that allow you to take off and land with a contract of up to 10 knots of Tailwind.
So what is the big deal with the tellers? There are two main factors: performance and control.
Back winds and landing distance
Most GA aircraft performance plans give you the same guidance: For operation with winds up to 10 knots, increase the distances by 10 % per knit 2.
This means that if you fall with 10 knots, your landing distance 50 % increases. This is a major performance penalty. But this is not the only problem.
Problems control the back wind
Control Decline It is another issue. When you land with the back wind, you have a higher ground speed when landing (assuming that you fly at standard mode/landing speeds). When the pilots fall quickly, they have a tendency to brake more powerfully than usual, and this is where the problems begin.
In most triglycerides, 80 % -90 % of the plane’s weight on the main equipment. But all this changes when it falls and hit the brakes. Your fixtures are trying to slow down, but your plane wants to continue moving forward.
You feel it in the cockpit when it happens. When it is firmly suitable, you are thrown forward against harnessing your shoulder. The same happens with your tires. When you reach heaviness strongly, a lot of the plane’s weight is transferred to the nose equipment, although the CG did not move inch. In many cases, you can have a greater weight on the heart of the main hardware during aggressive braking.
When this download moves with this with Wind It is made of tense background winds, you can put yourself in a position where one of your main equipment has a little weight or has no weight, which affects your ability to keep the plane under control and on the runway.
How much more?
When it comes to landing accidents, how many winds reach a lot? In the end, this depends on your efficiency. Below, we chose three landing accidents where the pilot faced Less than 10 knots of the back wind. In each of them, there were different factors in playing, but the three led to an accident.
1 accident: exceed the runway with 5 Tailwind knots
Cirrus SR22 was landing on the runway 22 with 5 knots in Kavx. It is said that the plane, which was near the total weight of Max, landed within a few hundred feet from a runway 3000 ‘. However, the pilot was unable to bring the plane somewhat, and exceeded the runway, as it is coming to rest at a slope of 45 degrees after the end of the runway.
According to NTSB, at the maximum total weight in the airport weather conditions at the time of the accident, the plane had a calculated floor roll of about 1250 feet, with a total drop of about 2,500 feet. Taking into account the back wind of 5 knots and separation rate by 1.69 %, the final floor of this plane was calculated at an altitude of about 1300 feet, and the total landing distance was about 2650 feet.
So what happened here? First, Runway 22 was used by other aircraft, which may have pressed the pilot to use the same runway. While the Tailwind component was only 5 knots, it increased the drop distance by 25 %, and gave the experimental margin a little error, especially if it landed for a long time.
While the ability to control the plane (left/right control) was not in playing here, the landing distance was. The pilot’s decision to land with the back wind, along with the fact that he had only a 500 -rally margin ‘at the landing distance, ended with a plane out of the end of the runway. It took only 5 knots of the windwind, but if the pilot chose to land with the opposite wind instead, they would likely have enough runway to stop safely.
2 accident: The wheel decreases with 8 knots
Anyone flying the wheel plane knows how difficult it is to land in any kind of wind. And when there is the back wind, the landing is more difficult.
In this accident, Cessna 140 was making a drop with Windwind from 5 to 8 knots. During landing, the plane fell hard, and the pilot lost directional control.
The plane began to load, causing the left left equipment and the left wing to hit the runway, which led to the plane largely destroyed.
As with any difficult drop or SwineMaintaining control of the plane is the first priority. But in this case, the back wind increased the ground speed of the plane, and the problem of controlling the direction.
The landing to the wind may not have prevented the difficult landing, but it would have made maintaining directional control and wandering much easier.
Ethical 3: 7 Tailwind knot on the IFR approach
Cessna Turbo 210 was on the RNAV approach in IMC. Based on radar data, the approach was unstable From the final approach, internal repair, and the plane broke out from the left clouds significantly from the runway.
The pilot in his right turn and died the plane towards the runway. But due to the location of the plane and the winds with 7 knots, the pilot landed almost in the middle of the road below the wet runway.
Although the pilot had 40 degrees of paintings, they were unable to bring the plane to the remaining part of the runway.
The plane exceeded the end of the runway leaving in about 45 knots, and the terrain was affected, which collapses the nose equipment.
Was the only factor the only factor in this incident? It is clear that there are many problems in this approach, but the wind played an important role. If the pilot faced the opposite winds, not the back wind, it would be more likely to land early on the runway. If the pilot landed even in the middle of the road to the bottom of the runway, they may have a sufficient stop distance to stay on the sidewalk. According to Cessna 210 Landing Plans, The winds of 7 knots increase the flight of the plane by 28 %.
The missing approach was the best decision, but by continuing the landing, the working wind was a major factor in the accident.
Story ethics: Try to avoid landing in Tailwind
It is quite clear that when you land with the back wind, you ask a lot of yourself as a pilot. Whether this long decline, increased distance, difficult control on Earth, or low -climbing performance on the transition, the drop with the wind in your back is much more challenging, and it takes much more space.
In most GA aircraft, The drop distance is increased by 10 % per 2 knots of the back wind. This means that if you have 10 knots, you are facing a file 50 % increase At the drop distance. So the next time you face the option to land with even the “small” back wind, take a minute to think about comfort and savings for time, in exchange for the possibility of a problem in landing.
It is acceptable to land with Tailwind, which is why manufacturers provide a decline in their distance. But the more you can, choose the opposite wind runway instead. From what we saw here, the few additional minutes that the maneuver may take and the land deserves it.
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