It has not been that long

I flew two times since my last post, doing pattern work. The first of the two session was just plain bad. I was hot, uncomfortable and impatient, as the airport was busy and the temperature was pushing 92 degrees Fahrenheit. Yesterday was much better. I controlled my speed, did not have ANY bounces. All landings were soft and short. The short-field take offs were smooth and controlled. There was no wind and the air was comfortable. I practically had runway 16R to myself.

My next flight should be to Shenandoah. After that, I need to tackle night flights and finish up the instrument training. Stay tuned.

My latest aggravations in the air industry:
* Piper Aircraft sold to Imprimus, stationed in Bangkok, Singapore. Just piss away another American company. At least there is promise in the American made Lopresti Fury as the king of Sportsters for planes.
* User Fees, User Fees, User Fees. Obama supports User Fees. If the cost flying is not enough. Sure, they are post-poned for possible introduction in 2011. But, a footnote...geezzzz, thats low. Uggh, politicians and their little foot notes! It is a method of creating a paper trail indicating that either the political pressures to make a firm decision now are not strong enough in any direction or politicians want a back door to their typical mistakes.

Crosswind Landings

I soloed today for the second time. After all the crosswind work in the past, my instructor raised my limitations for flying in wind to 15 KTs and 10 KTs crosswind maximums. During my flight, winds were at 13 KTs with variable direction changes resulting crosswind components between 8 and 11 KTs. Very close to my limits!

I went around the pattern once, landed and called it a day. One landing was enough. My landing was fine. With the higher airspeed, I had to hold the plane in ground effect longer, with the wing banked into the wind, as the plane slowed down.

This flight was sort of a test. My instructors were watching from the ground. The test was NOT to see if I could fly a pattern in this weather. The test was to see if I new when to call it quits. I did. I passed.

Some other tidbits:

• There was a larger multi-turboprop engine plane in the runup area. I pulled into the runup behind but off to the side of the plane to accomplish three goals. (1) The pilot of the other plane could see me. (2) I was no where near the prop blast. (3) I did not get in the other planes path to the runway.
• Airspeed must be maintained in winds. I kept the flaps at 10 degrees until just about crossing the threshold. I had plenty of runway and I was go to use whatever I needed. I never exceeded 20 degrees of flaps. My airspeed at the time of crossing the threshold was still 70 KIAS. Ground speed was a but slower due to the wind.
  
• Good communication avoided any confusion about changes to my pattern today. Ground control directed me to 16L. When ready to takeoff, the tower asked if I was using right or left traffic. I stated left. The tower then cleared me to cross 16L to hold short of 16R. I verified this clearance. When cleared for takeoff on 16R, I reaffirmed with the tower that I was going to use 'right hand' traffic pattern, as I am now taking off from the other runway. Tower kindly explained that they would direct me to 16L for landing, using right hand traffic. Good to go!
  

Another good day for crosswind landings

My intention for flying yesterday was simple. I wanted to solo in the pattern again. This is confidence boosting exercise as much as it is practice. With winds at 10 to 12 knots and gusts up to 20 knots, this outside my comfort zone to fly solo. Luckily, Instructor Geoff sat with me. No earth shattering lessons to report on cross wind landings. Been there, done that. Just need to firm up the skills as expected. Just a few tidbits to remember, as follows:

(1) Announce to the tower the intention to land, even in the pattern, as soon as mid-field. I tend to wait till the plane is abeam the numbers.

(2) If I am in the glide slope, do make power changes until over the threshold.

(3) Do not be so quick to add 20 degrees of flaps until on final when a strong wind is present. Judge the ground speed (as it is slower) and the glide slope. Just make sure the the altimiter is in the green (65 knots) but do not assume it is correct (TAS) with a wind.

That is pretty much it. All my landings were safe. The last one was a bit odd, as I reduced power too soon and rapidly lost airspeed in the flare. Luckily, I recovered fairly well with a firm (no bounce) landing 5 feet off the center line.

A have minor correction for a previous post. I mentioned, on an ILS approach in IMC, the copilot takes control of the plane once the runway is in sight. I investigated this procedure further and it is not a strict procedure. It depends on the airline or organization. For example, military pilots do not do this. The reason, I am told, is that the copilot may trim the plane differently, and unless they have flown with the same PIC along time, they would need to adjust. This is not a good thing 600 feet above the ground in a jet at 150 KIAS. It was funny, because I noticed my instructor trimmed the plane different than I. I tend to add a little more elevator trim so I can fly in 20 or 30 degrees of flap, and gain airspeed quickly. With Bill's trim, I felt the need to use 40 degrees of flaps to get the plane to 60 KIAS. My reasoned approach to trimming the plane comes from two considerations: (1) most planes do not have 40 degrees of flaps and (2) one should never retract flaps once added in order to gain airspeed. The risk of losing lift at the same time can and often does have detrimental effects.