Question: Landing tail-wheel aircraft in a tail wind
Join Date: Sep 2006
Location: australia
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I've landed a 185 downwind once , the reason not for an into wind landing was oil all over the windscreen and a blinding afternoon sun,making it very very hard to see anything,i'll take the oil/sun route next time.
MC
MC
Join Date: Aug 2010
Location: Australia
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I'm silently hoping all of you who have spent any time in a 180/5 have done some tailwind time in same. Can't imagine anyone NOT having done so.
I'm never quite sure when you barstards are kidding.
I'm never quite sure when you barstards are kidding.
Osmosis,
I have done a fair bit of both 185 time and tailwind landings. I just not that good at explainig things, otherwise I'd be an instructor. If you think I am kidding about anything , please say so.
185.
I have done a fair bit of both 185 time and tailwind landings. I just not that good at explainig things, otherwise I'd be an instructor. If you think I am kidding about anything , please say so.
185.
Grandpa Aerotart
Well I have done probably 1000's of downwind landings in C185s in PNG...and 1000s more in Islanders and Twin Otters. My first base in PNG, Kundiawa, was a 1000m one way strip that 'enjoyed' 10-15kt quartering tailwinds from mid/late morning - essentially every day. Once I got a handle on the aircraft it barely raised a ripple on my otherwise calm visage. I am prepared to admit however that the first little while (I had <400TT starting out) was BLOODY hard on my adrenaline glands
In fact virtually all one way mountain strips had tailwinds (adiabatic) from mid/late morning every day.
Maybe my experience has no relevance to the case at hand...10-15 sectors a day/6 days a week, on strips where going around for another try is out of the question, at or above MGW, makes you VERY good at putting the main wheels pretty damn close to EXACTLY where they need to go every time - Its far removed from a weekend pilot landing a Citabria downwind because he just didn't pay sufficient attention.
Plan B on a one way strip?
Well on PNG one way strips plan B was usually crashing into the jungle very nearby.
But having said all that a tailwind overpowering the rudder is NOT a reversal of rudder effect.
In fact virtually all one way mountain strips had tailwinds (adiabatic) from mid/late morning every day.
Maybe my experience has no relevance to the case at hand...10-15 sectors a day/6 days a week, on strips where going around for another try is out of the question, at or above MGW, makes you VERY good at putting the main wheels pretty damn close to EXACTLY where they need to go every time - Its far removed from a weekend pilot landing a Citabria downwind because he just didn't pay sufficient attention.
Plan B on a one way strip?
Well on PNG one way strips plan B was usually crashing into the jungle very nearby.
But having said all that a tailwind overpowering the rudder is NOT a reversal of rudder effect.
Grandpa Aerotart
Of course not 185skywagon
There are obviously commit points on any strip but in PNG but they were often a relatively long way out due terrain - as much as a nm or more. One strip I remember you were committed from that far out but couldn't see the strip until very short final.
There are obviously commit points on any strip but in PNG but they were often a relatively long way out due terrain - as much as a nm or more. One strip I remember you were committed from that far out but couldn't see the strip until very short final.
Join Date: Jan 2011
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I see Ag guys (well one in particular) landing in tail winds all the time, cuts down on the ground time between dumps. seems to work fine in an ag wagon,... but then again the pilot is a very talented chap.
Rudder reversal??
take a look at a rudder/fin, bird's eye view, imagine the airflow, conventional, from front to aft, and the resultant force/moment.
Reverse that airflow and the yaw force/moment will still be the same way.
Don't know how you get the control reversal hypothesis.
Reverse that airflow and the yaw force/moment will still be the same way.
Don't know how you get the control reversal hypothesis.
Watched an Ag pilot in a Pawnee a few months ago, go about his business, land with a 10-15kt tailwind going uphill, load up depart into wind going downhill operate within a two or three mile radius of the aerodrome repeat exercise numerous times until moning smoko. After smoko, seabreeze had moved in now landing with a 15-20knot headwind uphill, departing downhill with a tailwind, repeat exercise until lunchtime. After lunch the seabreeze had swung around and now landing with a quartering headwind and departing with a quartering tailwind, repeat until afternoon smoko.
The only thing I noticed was on a downwind take-off he would hold the stick to the left, with the wind coming from the right hand side.
Every landing was within a few feet of the previous touchdowns, roll to halt, loadup and go, why waste your time going to an airshow, when you watch that for free.
The other thing was that the guy still gave all the radio calls, and worked around the various RPT arrivals and departures.
The only thing I noticed was on a downwind take-off he would hold the stick to the left, with the wind coming from the right hand side.
Every landing was within a few feet of the previous touchdowns, roll to halt, loadup and go, why waste your time going to an airshow, when you watch that for free.
The other thing was that the guy still gave all the radio calls, and worked around the various RPT arrivals and departures.
Reverse that airflow and the yaw force/moment will still be the same way.
Try tailsliding an aeroplane and see the response to controls although you don't need to go to that extreme - just draw a picture then imagine Newton and Bernoulli at play.
