The Cushion (or how I learned to land)

Every flight student knows that landings are a tough maneuver to learn. Everything else you learn has a wonderful safety net called altitude. Landings are where the metal meets the meat (metaphorically speaking). Landing a C152 on a big wide strip like at EDMA, should be no problem: landing speed 65 knots, Rate of Descent ~500 ft/min until you are over the threshold, chop the power, and flare. Until the runway starts to move to the left, now right rudder, no, too much flare, stall warning blaring, instructor looking at you as if you want to end his life while at the same time telling you that we are not center line. Thanks for the info…
You can read about some of the finer tips here: http://philip.greenspun.com/flying/how-to-land-an-airplane .

I had one FI (KP)  who insisted that we hear the stall warning just before touching down. If not, he would haul back on the yoke so the nose would point back to the sky and yell, “See!! It still wants to fly!! You pay to fly and not to roll!!” Sigh. Thanks, but I am still happy to have landed without bending anything.

It takes about 40 landings before you can start to notice or feel how to land correctly. It took me about 60 before I started to get the hang of it. You need to flare the a/c so you can reduce your forward speed without climbing. Climbing while landing is not landing, but flying and you are about to go bounce on the runway. Let the instructor of your choice explain your options if this happens.

So what does this have to do with a cushion? Around Landing #50, KP asked how I felt about my landings? Well, OK, but I have a hard time after the flare. Why?, he asks. I cannot see the runway. Fine, then get a cushion to sit on. D-EGCW only had these folding camping chairs for seats; you basically sat on the floor. I went to a department store later in the week and tried to find an acceptable cushion. The problem is that most cushions flatten right away; I needed one that did not compress. After much searching I found one on sale. This red cushion would be with me on every flight.

Finally, I could see the runway as I flared and could correct the left drift with the right rudder. No more excuses for not hitting the center line.


Waiting for spring...

Glass with Number One

A glowing red fireball greeted us as we turned east on the autobahn.

The high pressure that has dominated central Germany's weather with its clear blue skies and frigid temperatures the last three weeks weakens slowly. This would be maybe the last chance this month to take Number One for her first GA flight. Called the FBO on Wednesday, but received a no-go; DG is booked up on Saturday.

On 10.02, my mobile rings. The charter company calls to say that there has been a cancellation, D-EGDG is available, would I like the time slot? Affirm. Oh, and by the way Mr. Smith, we will have a can of starter spray in the office and one of the instructors will show you how to work the ground power. Perfect. I want to avoid a 90 minute starting ordeal like last week.

After an early breakfast, we drive to EDFE. Being too early for the FI (he has the keys to the office), we we dive into the terminal, I get the weather and Number One powders her nose. I wanted to fly to EDTY (Schwaebisch Hall), but the weather might be a bit marginal. No taking chance with Number One, I decide to do a local flight. FI arrives and we go into the office. I check the airplane logs and see that it just had a 100 hour servicing. Super, shake-down flight. Last time I had that, the battery cooked on a C152. Another story, another time. You never know if somebody forgot this, or missed re-attaching that.

Winds are a bit stronger today than last weekend and a thin dusting of snow covers the taxiway. Nope, never done snow before. After pre-flighting, we attach the external power. At least she cranks better. Prime three times, crank... No go. Wait a bit, starter spray gets it chance. Spray, prime, crank... One cylinder catches, but no real fire. FI says that the fuel is dripping out of the cowling. He should have seen the puddle I left last week. After more unsuccessful attempts, I ask him if he could try. Sure thing and he jumps in.

Thirty minutes and a can of starter spray later, we finally get her to light up. The trick was NO priming, soak the air filter with the spray, and pump the throttle. Damn, I wish they had an engine pre-warmer. At EDMA where I did my training, they had one and even the oldest, most worn out C-152s started like a charm in -20˚C weather.

The FI and I exchange places (him out, me in) and then let the motor warm up for fifteen minutes. When I checked the oil before the start, it look like molasses...
Call EDFE Ground, taxi to 09, do the checklist and line up. I notice the runway is covered in snow. Hmmmm. Winds are from 030 at 8 knots. I roll a bit left of center and punch it. Turn a bit into the wind with the yoke and rotate at 65 knots. We have a density altitude of -4123 feet, so we basically rocket into the air. Rudder keep us centerline, climbing to 1300' before I can turn to Kilo.

After passing Kilo, I explain to Number One, what the controls do, the various instruments and why I cannot climb too high (EDDF‘s Charlie Airspace). We cruise out from under Frankfurt‘s Kingdom and climb up to FL055. The visibility has greatly improved as well as the OAT. We are now at a balmy 0˚C as compared to the -13˚ at T/O. We really notice the temperature change when we descend later.

We poke around a bit and then decide to head back. We descend down to 3400‘ to pass under Frankfurt and call EDFE Info, 10 miles from Tango. 09 in use, wind 040 at 12 knots, squawk 4441, QNH 1033. This is the only Info airport I have encountered where you have to change the transponder setting . Has to do with FRA; they want to know if a small aluminium menace is about to scratch a Lufthansa Heavy. I enter downwind at 1300‘ and notice that the ground is moving by a quite a clip. Quick look at the Airspeed, 90 knots, OK, the Garmin 430 says 121 knots GS. Oops... Flaps 20 and haul the reins back. Base is at 85 IAS, still 100 GS, but my saviour is the final: with 75 IAS and 65 GS, I float over the threshold and set a respectable cross wind, snowy, centerline landing.

Waiting for spring...

Tiger no start, Kimosabe...

CAVOK over Europe the whole week. Called the charter company on Tuesday, yes, D-EGDG would be available Saturday morning. Good, please reserve. I invited two coworkers  if they would like to come. Both confirmed immediately. 

Arrived early at EDFE to get the weather an prep the Tiger. I had to have the beast rolled out from the hanger, since EDFE pack the planes real tight in their barns. No time to prep before the boys arrive and it turns out better this way. I give them a briefing on what to do and how to act before we proceed to the a/c.

After the mandatory potty breaks we walk out on to the sunny, albeit cold, apron. My coworkers take photos and generally gawk at the collection of different aircraft. We arrive at D-EGDG and proceed to pre-flight. Halfway through they lose interest and I finish on my own. They needed a smoke break...

This is when the fun starts. After strapping in and turning the starter until the battery is empty, our moods are somewhat destitute. We disembark and head back to the terminal. I go to give the loaned headset backs when the desk guy tells me that we can get a jump from their starter wagon. Best news all day! We head back to the Tiger and await the man with the juice. They show up a short time later and ask me 12 or 24 Volt. Duuuhhh... doesn‘t it say on the port? I ask knowingly. Yeah, but it‘s hard to read... Oh. yeah, 12V. We get some fresh electrons, but D-DG still does not want to go. After priming and priming and priming while cranking, and cranking and this that and the other thing, my thumb is starting to get really sore pushing the starter button. Finally, a cough, then a second and third, then out; I am really getting frustrated. Pilots have to think positive...

Right about now a concerned gentleman comes over to us. He informs me that he has his PPL-A exam at 12:00 local. He is giving me a look that if I break something, he might break me. No problem, I say, we are just going for a little flight and I am sure that the examiner will appreciate a warm cockpit when the time comes. He goes away not sure what to make of all of this. 2 other pilots come by to give us their condolences and some not-so-helpful tips. One of them is from the DFS who‘s P-28 refuses to start as well and is waiting for the battery trailer. 

After about the tenth time promising that if it doesn‘t start, we are getting out, the coughing fit starts again, but this time, I notice on the CHT gauge, that there is a fire in there. Hmmmm, go baby go!! Finally, with much ado, DG is running!!! 

Needless to say, the time is running short. The whole episode took 90 minutes, it‘s 11:00 local, we need to be back by 12:00 and the charter company asked me to tank it to the tabs for the exam.

A quick taxi to 09, and away we go. This is the first time the coworkers have flown in a small plane, so I show them some simple maneuvers with a small stall that they didn‘t really like, but I thought was cool.  

Back on the ground, a quick taxi to the pumps, tank her up and back to Hanger 6. I head over to the FBO at 12:15 to excuse my tardiness, but the examiner is not there yet. I tell the guy that my examiner was late for my exam, so no problem.