04/17/11 Sunday Crosswind Practice

My son's lacrosse schedule was mixed up, and I took him out to practice Sunday morning at 8:30 am, but there was no one there.  Turns out it wasn't until 5pm.  Well, we were about halfway to Chesterfield Airport, so . . .

I drove on down to KFCI and checked the weather on the way.  Looked like a fierce wind was forecast, but it was not too bad that morning.  Just about at my comfort level.  It was approaching 6 to 7 knots.  I figured we'd go and have a look. If it picked up too much, I wouldn't fly.  Can't fly with winds over 10 knots with my student restrictions anyway.

We started the preflight, and I let my son read the checklist.  I showed him how to sump the tanks and check the oil.  Explained why the fuel was blue.  I let him look into the tanks with me.  We had a nice time, and it was a good refresher for me to review all that stuff with him.

After the preflight was complete, he went over to the upstairs observation deck at the FBO with the hand-held radio to watch while I taxied out.

The  winds were still not too bad.  About 290 to 310 at 6 to 7 knots.  I finished my runup and had the airport all to myself.  I departed 33 and had an uneventful departure.  In fact, the air was relatively smooth. 

I lined up perfectly for my first landing.  Left wing down, right rudder, side slip to the runway.  I was established just fine and the speed was right on.  Over the threshold, I think I gained some speed.  I pulled the power, and then my trouble began.  This is where I need the most work.  I floated.  Even ballooned up.  A touch of power so I wouldn't fall.  Kept the wing down, keep the nose down the runway.  A lot to do at once.  I dropped a little more than I wanted.  "Plop" onto the runway.  I was feeling a little shaky after that one. When that happens, the best thing to do is try it again.

As I departed, I kept the left wing down, but the plane weathervaned to the left.  That was a strange feeling and a much greater crab angle than I was used to climbing out.  My speed was fine and the ball was centered, so I went with it.  But I was not feeling that comfortable.  And usually, i like to be very comfortable with what I am doing and with what the airplane is doing.  But I understood what was happening, and felt safe.  I turned crosswind, then downwind.  I talked my way through it.  Crab right to compensate for the wind.  Abeam the numbers, first notch of flaps. Start down. Watch the airspeed.  Don't get too fast.


Turn base. Add the second notch of flaps.  Keep comingdown. Stay at about 70 knots.  Turn final.  I added full flaps a little earlier so I would be very stabilized in my approach.  I kept lined up well.  Got a little fast.  I raised the nose and adusted power to slow and flatten out my descent angle.  Over the numbers.  I can land long--plenty of runway--just let it float, fly the plane, don't balloon.  I planted the left main, then the right almost immediately thereafter.  Keep the left wing down.  Keep increasing back pressure.  I was much happier with that landing, and wanted to end ona good note.  I din't want another uncomfortable departure.  The windswere still the same, well under 10 knots, but I called itquits and taxied back to Foxtrot 7 where I met my son.

He enjoyed watching the fuel truck come and fill the tanks.  He sat in the plane and looked at the panel.  We talked about the instruments.  Then he helped me push the plane into the hangar, and we left.

I had a good flight and two landings in the book.  But I  want to get in more crosswind practice.  And with a CFI.  Hopefully soon.

04/14/11 Flying Around the Pattern

All day at work, I could tell the wind was dead and the clear sky was taunting me.  So after work, I headed down to KFCI to practice my landings.  When I pulled up to Foxtrot 7, there were two planes out—Eric’s Baron was at one end of the T Hangars, and at the far end there was a Corvalis.  They wer all talking toeach other—and there was my CFI, Monty. I stopped to talk for a bit.  Then I started the pre-flight (the part I do in the hangar like checking fuel and oil, checking the strobes, putting down the flaps, etc.), and as I pulled the plane out, the owner of the Corvalis was putting it away. So I turned the plane to the left to go out that way (away from the runway—away from direction I normally go).  I pulled the car in and shut the door to Foxtrot7.

As I got near the corner, the guy with the Lake that is in a nearby hangar turned the corner.  Now I had a predicament.  He was stopped.  I was stopped. Facing each other.  He was not quite around the corner, highwing, but lower than the 172’s and shorter.  It looked like I clearly had enough room.  And he was waiving me on.

I approached slowly and got within a couple of feet from the hangar to my left.  He was giving me a thumbs up.  I gave the thumbs up and kept coming forward.  I was several feet clear of him on the right and of the hangar to my left, but it was closer than I would have liked. As my wings cleared, he taxied on.  And I taxied straight ahead and stopped, waiting to turn until he was clear.

The wind was reported as calm, but the windsock clearly showed the predominant breeze from the north, so I taxied to 33. Did my runup.  Monty was in the Baron with Eric.  They were now taxing out behind me.  A Mooney was inbound and was entering the crosswind for 33.  As I pulled out on the runway, I could see him cross in front of me and turn to downwind.  I took off to follow him.

As I turned downwind, he turned base and final—very quick plane.  I noticed the Baron in the run-up area. Another audience and this time my CFI! And I hadn’t flown in quite awhile.  I hit the speeds dead on and crossed the threshold pulling the remaining power.  I floated a bit, eased it down, and sort of plopped onto the runway. Felt kind of flat.  I asked Eric later, and he said it looked fine—maybe just a bit more flare!

I came to a stop, raised the flaps, and took off again.  Turned crosswind and Eric was departing right behind me.  A King Air was ready to go right after him.  Busy day.  I watched the King Air depart on downwind.

The next landing was better, of course.  Perfect flare, mains touching gently, then the nosewheel.  Stopped, flaps up, took off again.  

 

Last landing was much as the second. I taxied off the runway and back to Foxtrot 7.  The fuel truck was busy, and they said it would be about 15 minutes, so I put the plane away and left without topping off.

Glad to get some landings in, but certainly need to get the last remaining hours in for the checkride.  Hope to do that soon.