Narrative:

[Student and I were] practicing landings for CFI initial rating. Winds were reported at 20 knots and variable from 130 to 160. Runway we used was 5 for takeoff. Upon landing we had an extended landing distance from partial tailwind. As we touched down the tail was picked up and the plane began to turn to the right on the nose wheel and head off the runway. I took controls from the student and applied full power. The aircraft lifted off the runway and flew approximately 3 feet off the ground with the stall warning horn continuously on. The aircraft would not climb as the wind was shifting rapidly causing each wing to dip back and forth. I was able to get the aircraft over the taxiway as it tried to settle back down. I kept directional control over the taxiway approximately 5 feet above it and the aircraft started to accelerate and lift. At this time I deemed it safe to remove flaps from 40 degrees to 20 degrees as instructed by the pilots operating handbook. We climbed out and came back to land without further incident. The chain of events started with not having adequate rest the night before. Then continued with the decision to fly as a result from the perceived level of experience of the CFI student candidate. The final chain of events was the decision to land rather than perform a go around earlier while airspeed was still available. I believe the decision to leave flaps full for the initial transition over the dirt to the taxiway on the go around helped to keep the aircraft from stalling until it was able to accelerate to a safe airspeed.

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Original NASA ASRS Text

Title: C182 Instructor Pilot reports taking control from his student during a crosswind landing with a tailwind component. The flaps are left at 40 degrees as the aircraft has drifted off the runway and is barely airborne with the stall horn sounding. Once the aircraft begins to accelerate and climb the flaps are move to 20 degrees.

Narrative: [Student and I were] practicing landings for CFI initial rating. Winds were reported at 20 knots and variable from 130 to 160. Runway we used was 5 for takeoff. Upon landing we had an extended landing distance from partial tailwind. As we touched down the tail was picked up and the plane began to turn to the right on the nose wheel and head off the runway. I took controls from the student and applied full power. The aircraft lifted off the runway and flew approximately 3 feet off the ground with the stall warning horn continuously on. The aircraft would not climb as the wind was shifting rapidly causing each wing to dip back and forth. I was able to get the aircraft over the taxiway as it tried to settle back down. I kept directional control over the taxiway approximately 5 feet above it and the aircraft started to accelerate and lift. At this time I deemed it safe to remove flaps from 40 degrees to 20 degrees as instructed by the Pilots Operating Handbook. We climbed out and came back to land without further incident. The chain of events started with not having adequate rest the night before. Then continued with the decision to fly as a result from the perceived level of experience of the CFI student candidate. The final chain of events was the decision to land rather than perform a go around earlier while airspeed was still available. I believe the decision to leave flaps full for the initial transition over the dirt to the taxiway on the go around helped to keep the aircraft from stalling until it was able to accelerate to a safe airspeed.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.