Don’t land with a tailwind

Tailwind Landings
Tailwind Landings

Why You Shouldn’t Land With A Tailwind

From the moment you start learning to fly, you’re taught to not land with a tailwind. But is it really that bad? Here are three landing accident reports from the NTSB that prove it is.

So when it comes to landing accidents, how much tailwind is too much? In each of these reports, the pilot faced less than 10 knots of tailwind.

ACCIDENT 1: RUNWAY OVERRUN WITH 5 KNOT TAILWIND

A Cirrus SR22 was landing on runway 22 with a 5 knot tailwind at KAVX. The airplane, which was near max gross weight, reportedly touched down within the first few hundred feet of the 3,000′ runway. However, the pilot wasn’t able to bring the aircraft to a stop, and it overran the runway, coming to rest on a 45 degree downslope past the departure end of the runway.

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Rules-Of-Thumb

Rules-of-Thumb
Rules-of-Thumb

Rules-Of-Thumb Every Pilot Should Know

Flying gets a lot easier once you know some basic rules-of-thumb. Here are 7 of the best rules, and how to use them.

1) WHEN TO ABORT A TAKEOFF: THE 50/70 RULE

A general rule for GA aircraft is if you haven’t reached 70% of your takeoff speed by the time you’ve reached 50% of the length of the runway, you should abort your takeoff. Read the full article here.

Why do you need 70% of your takeoff speed by 50% of the runway? As you accelerate down the runway during takeoff, you start chewing up more feet of runway for every second you’re rolling down the pavement. If you haven’t achieved 70% of your takeoff speed by the time you’re halfway down the runway, you may not have enough pavement left to get to rotation speed and lift off.

2) COURSE CORRECTIONS

The 1 in 60 rule states that if you’re off course by 1NM after 60 miles flown, you have a 1 degree tracking error. Time to correct that heading!

Another tip: If you’re 60 miles away from a VOR, and you’re off course by one degree, you’re off course by one mile. Last thing: if you fly a 60 mile arc around the VOR, you’d fly a total of 360 miles…talk about a long instrument approach!

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Simple Practices

Simple Practices

How Simple Practice On Your Next Flight Could Prevent An Accident

When you’re training for a new certificate or rating, you practice. A lot. And whether that practice is short-field landings for your private pilot checkride, or full-procedure ILS approaches for your instrument rating, you usually get to point where you feel like you can do them in your sleep.

But after you pass your checkride, how often do you practice maneuvers and procedures? The reality for most pilots is “rarely”. That’s not to say you aren’t learning when you fly. Flying cross-countries and taking passengers on flights from A to B is always a learning process. But those raw stick-and-rudder and procedural skills fade over time without practice.

When you look at accidents in general aviation (GA), it’s often the basics that get pilots into trouble. And when you look at the stats, a higher-than-normal crosswind on landing is often times all it takes to cause problems.

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Should pilots demonstrate spins?

Spins

Should All Pilots Be Required To Demonstrate Spins?

Have you ever spun a plane? For most pilots, the answer is “no”. But that wasn’t always the case.

Today, spin training is only required for flight instructor applicants. But before 1949, private pilot applicants had to demonstrate spins on their checkride. So why the change? And was it a good idea?

Pilots will argue on both sides until they’re blue in the face. But the real question is, would spin training prevent spin accidents?

WHERE DO UNINTENTIONAL SPINS HAPPEN?

The Air Safety Foundation conducted a study of 450 stall/spin accidents from 1993 to 2001 to see where they happened, and how they compared to other types of accidents. To keep the focus on GA, they only looked at accidents where aircraft weighed less than 12,500 pounds.

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Choosing your flight school

Choosing your flight school
Choosing your flight school

The 12 Steps For Choosing Your Flight School

Choosing a flight school is tough. Here’s what you need to know…

1) DECIDE ON YOUR PILOT GOALS

Before anything else, you need to ask yourself what your long-term goals in aviation are. It doesn’t have to be anything too specific. It could be as simple as “professional pilot” or “hobby.” Making that decision will help you determine which type of training you’d like to receive.

Each flight school will have a different feel, some more profession-oriented than others. If you’re looking to become an airline pilot for instance, look to see if your flight school has any partnership programs with regional airlines.

2) DETERMINE HOW MUCH YOU CAN AFFORD TO SPEND

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