Since You Asked

Go With What You Know

Dear Rod,

I was on the ground preparing for departure at a nontowered airport when a student pilot in a Cessna 172 called for landing advisories. The Unicom operator said, "The wind is out of the east (from approximately 090 degrees) at 15 knots, but two pilots have used Runway 27 in the last half hour." One pilot departed and the other landed on Runway 27. The student in the Cessna 172 replied with, "Well, then, I'll use Runway 27, too." Did the student pilot in the 172 do the right thing? Should she have used the runway that was most aligned with the wind (Runway 9) or should she have just done what everyone else was doing?

Thanks,
Randy

Greetings Randy:

She should have used the runway that was most aligned with the wind unless there was a very good reason to do otherwise.

Just because two pilots used a downwind runway doesn't mean that all pilots should use it. It's possible that the departing airplane contained a CFI demonstrating the effects of a tailwind takeoff to his student. The arriving pilot may have been aligned for a straight-in to Runway 27 and felt that landing into the wind wasn't necessary or worth the time it would take to maneuver for the other runway (not necessarily a wise choice on several counts, I might add). I simply don't know why those pilots chose to do what they did.

I do know, however, that landing with a 15-kt tailwind can cause your airplane to use up a lot of runway, real quickly. Think about it this way. If your indicated airspeed is 70 kt on approach and you land into a 15-kt headwind, then your groundspeed will be 55 kt. Landing with a 15-kt tailwind under the same conditions gives you a groundspeed of 85 kt. This is a 30-kt difference in groundspeed, which can easily result in doubling the landing distance. Since you normally land into the wind, you're used to groundspeeds that are slower than your indicated airspeed. It's easy to imagine how a neophyte pilot might be overwhelmed when landing at a groundspeed that's 15 kt faster than the number on the airspeed indicator. This is why it's best to land into the wind whenever possible.

The only time wind doesn't become a factor when landing is when it's not a factor. No, I'm not being facetious here. If five airplanes are doing touch-and-goes with a 3-kt tailwind, then land in the same direction as everyone else. In this case, wind isn't really a factor. Landing in the same direction as everyone else is more important. If the same five airplanes are doing touch-and-goes with a 15-kt tailwind, then the wind is a factor. But you wouldn't want to land in a direction opposite to the other five airplanes, would you? Of course, you can always suggest that these pilots change their landing direction. If you feel the wind doesn't make for a safe landing, then go somewhere else, if possible. If there are no airplanes in the pattern taking off or landing, then there's seldom a reason why you shouldn't maneuver to land into the wind.

Finally, I'll give you a great reason to always land into the wind. Few people question your judgment as long as nothing goes wrong. The moment you have an incident or accident, the authorities will look closely at your overall behavior. Even if the accident had nothing to do with the wind, it's likely that your judgment will be called into question for landing downwind.

Dear Rod,

I am a flight instructor with several instrument students and a problem. I provide my students with Foggles, but not every student seems comfortable wearing them. Some have to crank their heads upward just to see the top of the instrument panel. Other students seem capable of seeing over the panel when wearing these things. Do you have any suggestions for a one-size-fits-all view-limiting device?

Thanks,
Dr. Samuel

Greetings Doc:

Yes, I've had similar problems with Foggles. While they work well for some people, they don't fit everybody. In fact, when I wear them I also need to raise my head just to see the upper row of flight instruments. The reason for this probably has to do with the size of one's honker. I suspect that a Roman wearing Foggles might always get a good view over the panel while someone who's had his nose punched one too many times might only be able to see the rudder pedals.

Here's what I suggest. Have each of your students purchase a pair of clear plastic safety glasses and a short roll of black electrician's tape. Have each student assume his or her normal posture in the airplane while wearing the glasses. Place tape on the outside of the safety glasses and block the view of anything but the instrument panel. Make sure you also tape the sides of the safety glasses to prevent peripheral light from entering and scatting. This should result in two rectangular clear (non-taped) sections at the bottom of the safety glass. I recommend cutting out these sections to aid in proper ventilation (don't cut out the plastic nose bridge, of course). This technique allows each student to have a custom fit view-limiting device

There is a new view-limiting device on the market called the Av-Visor ( www.Av-Visor.com ). This is the only device that comes close to being a one-size-fits-all view-limiting device. It's comfortable to wear and actually has a larger viewing area to the right, which means you can see the radios without having to move your head.

Dear Rod,

Should I train in a Cessna 172 or a 152? One CFI at our school says that the 172 will make me a better pilot, but I can afford the 152 more easily.

Sincerely,
Marie

Greetings Marie:

Here's the sequence of priorities I'd use in selecting a training airplane, assuming that all the aircraft are in same excellent mechanical condition. First, and most important, choose the airplane you can afford. Next, choose the airplane you enjoy flying. And finally, if you have more than one airplane left from which to choose, pick the one that allows you to accomplish your aviation objectives.

For instance, if you can afford to fly a four-place airplane, then you have many varieties from which to choose. If you find it more pleasurable flying high-wing, four-place airplanes, then you still have several from which to choose. At this point, if you want to do a lot of instrument flying, pick the airplane with sophisticated GPS equipment. If you want to travel and do a lot of off-field camping, pick a four-place taildragger if one is available.