Learning, learning, learning

I am still very much at the beginning of learning what it means to be a pilot. Case in point: 

This week I took N80154 for an evening flight. The weather forecast predicted severe CAVOK with easterly ground winds 8-10 knots and 20-25 knots between 1500’ and 5000’. My plan for the evening was to do a small loop outside the airfield followed by a dead stick landing from 2000 AGL, touch-and-go, and a full stop landing (Take offs = Landings). The active runway was 18 with winds 10 knots from 140. I had purchased a few weeks ago an optical filter (ND4 Neutal Filter) for my mini-cam. The filter removes the propeller blur for the videos. I’ll post the video later. EDFB had a few flight schools doing touch-a-goes and my start was delayed a bit. A Kantana takes off before me and the tower reminded me to keep space between me and him. I pulled out onto the runway and waited. And waited.    A  n  d     w  a  i  t e d . I realized after what seemed to be ages (probably 1 ½ minutes) that in the future, I’ll won’t wait on the runway, but at the run-up area. This way, if someone needs the runway, I will not pose a barrier. That is Learning Point #1 for this evening. Crosswinds are manageable during take off, but an OAT of 30°C and QNH of 1011 gives a Pressure Density of 2256’ (EDFBs elevation is 397’) and increases my take-off roll about 20%. It really takes longer to get in the air. I also notice that my radio work needs practicing. I am hesitating and it just does not flow like when I fly more often. I have to crab into the wind to keep my heading after I leave the circuit. The compass shows 060, but the GPS track is 025. 025 is what I want. My AS is 95 knots and GS 91.

I fly my legs like a good boy and radio to EDFB that I am 10 miles north and will approach from HI-KEY position. The tower guy really does not know what that is so I explain in German. At 2000’ AGL on the altimeter over the middle runway facing 180° I cut the power and turn to the east trimming for best glide. The wind is still really blowing and pushes me to the north. I have not done this kind of thing since my flight training, and it shows! I keep looking over my right shoulder for the strip, but lose sight of it. OK, I have lost ~400’ so I turn to the north to continue the circuit. The Kantana is doing the same manoeuvre as me, but on the western traffic circuit. Have to keep a look out… I see the field to my left, my GS is close to 100 knots, but the AS is 80. Quick as a bunny, after losing 300’, I turn to the west. The sun is behind some clouds and I can see that the Kantana is still on the downwind leg. But I am a too high. 10% flaps should do it. I call “Base” and double check that my landing light is on. I don’t need carb heat since the OAT is close to 30°C. OK, turning final, but I am WAY too high. Dump the flaps to 30% and push the nose over to keep up the airspeed.

So here comes Learning Point #2 for this evening: If it looks wrong, it is wrong. N80154 does not like 30% flaps in a crosswind situation. Cessna writes that 20% is all that you need and more just brings drag. Ok, so cross winds with 8 knots directly from the east, landing on runway 18 and I am too high. What should I do? Go around. What do I do? Dump the flaps to 40% and try to pull it off. Wrong move, buddy. It seems on final all I see is runway in the wind shield, airspeed is OK-ish, but still too fast. I flare and hold. It seems as if I touch down on the mains, but I spring into the air again. Shit. I give a bit of gas to smooth out the next landing (2 for 1) and touch down. The front wheel shimmies like crazy, add back pressure to the yoke, flaps up, and full power. The take off is a welcome relief and I cruise around in the circuit to do my final landing.

So what did I learn today? Avoid waiting on the runway. If the Kantana had to circle back for an emergency I could have been an obstacle.

And 2, if it looks wrong, it is wrong. Go around and do not try to save a botched approach.