March 31 - Crosswind Landings
The plan was to practise dual, and we did just that.
Korkka flew the first circuit, reminding me of critical concepts, for example, the idea that setting up a good approach begins long before final. We were in FHK, so we had the luxury of avionics options that allowed my instructor to hear the radio while I did not. This enabled me to focus on specific aspects of the circuit and landings without having to manage the radiowork or even be distracted by tower calls to other aircraft. This was enormously helpful for the first few circuits, and then, we added the radio back in towards the end.
Several things seemed to click for me this time:
Korkka flew the first circuit, reminding me of critical concepts, for example, the idea that setting up a good approach begins long before final. We were in FHK, so we had the luxury of avionics options that allowed my instructor to hear the radio while I did not. This enabled me to focus on specific aspects of the circuit and landings without having to manage the radiowork or even be distracted by tower calls to other aircraft. This was enormously helpful for the first few circuits, and then, we added the radio back in towards the end.
Several things seemed to click for me this time:
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1. Attitude It seems like the vast majority of my time in downwind is spent chasing the altimeter around and fiddling with the power and trim. As Korkka reminded me, LOOK OUTSIDE!!! When I did this, and set my attitude visually, my altitude soon followed. 2. Power is dependent on Individual Aircraft and Weather Conditions It seems as though I am forever too high or too low on approach, and it all starts when turning base: Everytime I fly a different plane, whatever I "figured out" last time I flew seems to change! Part of this is of course dependent on weather; peformance of any aircraft will be more or less efficient depending on heat, humidity, etc., however it is also largely dependent on the actual aircraft itself. Not every 150 is created equal! This time I kept reducing power to 19 000 RPMs when turning base, but I was consistently too high, even with flaps. I soon learned to believe Lari when he patiently insisted that I try 15 000, and low and behold, my height on final became more manageable!! (And, as he then pointed out, "see how easy it is when you don't have to keep fiddling with the power, and can focus on other things?!") 3. Aligning oneself with the Runway A constant issue for me, this runway alignment business! Korkka reminded me to keep my head and eyes straight ahead, and to look down the end of the runway as I got close to roundout/flare. As I did this, I was better able to gauge whether I needed rudder and how much. I still need to work on holding the rudder inputs during and after the actual landing. Only slight aileron was needed, due to the very light crosswind. But still, it was needed. 4. Precision Landings How to land right on the numbers or another spot? Check on approach (or even base, if you can) to see if they are going up or down. If they are moving up your windshield, you are too low -- add power. If the numbers, or the spot where you want to land, is moving down, you will overshoot it -- reduce power! If, by some miracle, the intended touch down point is not moving, but stationary, then you are going to land on it! (Well, just after it, actually, since the spot you are aiming for is actually the point at which you will flare, and then the plane will touch down right after that.) Yes, yes, I read all this in my FTM, and actually do vaguely remember Korkka alluding to it, but suddenly, I seemed to get it. And if your airspeed is good, and you are all trimmed out, you can actually focus on that, and figure it out! 5. The difference between an overshoot, a touch and go, and a full stop landing:
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After several circuits that -- for the most part -- became better each time in terms of alignment, appropriate flare and smooth touch down, we practised an emergency landing with tailwind. At 800 ft indicated after take off from 26, Korkka cut power, and I had to turn and make a landing on 06. I immediately put the plane into best glide (60 kts), but was surprised at how quickly we were approaching the runway, even with only 5 kts of tailwind. Even with no power, and putting down 10 degrees of flap, I was way too high, so I dumped the flaps and slipped a bit to get down. We accomplished a relatively smooth landing, and exited off Delta, which was a bit of an odd experience for me (that's the taxiway usually used to taxi to 26 for takeoff, so it was strange to be going "backwards" on it)!
Overall, a good lesson, and although my "consolidation" lesson with Tatiana for Sunday afternoon got fogged out, I am hoping for a decent review and demonstrated improvement on Monday evening with Korkka.