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#46 & 47
I found there was a lot of turbulence and more crosswind than I thought after I was in the air, but it was too late now. On final I tried the old last second rudder kick out and got it down ok, but it could have been better. No touch and go this time, so I taxiied back for another try. Back into the air, on final and over the runway, it didn't look good so I did a go-around. Lined up for landing this time and another rudder kick at the last moment put me down ok, but still not pretty enough or with enough confidence. But it was with enough control for a touch and go so I did.
around as I lined up on final, instead of crabbing into the wind, I held right
aileron and left rudder to slip right into the wind and stayed parallel
to the runway but with my right wing low. I pulled back on the yoke to flare over the threshold and
level it out...very smooth and under total control. Sure helps the rollout
too. Woohoo! Touch and go to get back into the air, lets try that
again and make sure it wasnt an accident. Sure enough, it worked
again to perfection just like the first time.
was out of the pattern to practice stalls. Not bad at all, still just
need to be quicker on the recovery and not so deliberate. Then we headed
back to the airport for one last simulated engine failure and at the
last second above the runway, she asked for a soft field landing too.
Ha! No problem. She was tickled pink since this was the second time
shes done that and I handled it easily both times. More confidence
thank you. Right now I could use all I can get with the checkride Monday,
After an hour flight and then a break for lunch, Karen and I both got in for some simulated engine failures and stall practice. My simulated engine failures are noticeably better with 75E so we only did a couple. I really enjoy doing them aggressive now, more aggressive than she really wants to see them actually. Its a blast coming over the runway threshold with wings at about 20-30 degrees, leveling out from the slip and throwing the last 10 degrees of flaps on to slow it for a smooth touchdown.
After that fun we headed out for stall practice. Getting better now. More aggressive on the yoke to limit the recovery to less than 100' altitude loss on power off stalls. Power on stalls are less of a problem. Just remember to take off carb heat too. After we finished and took another break, I did another hour in the pattern to try a few simulated engine failures, but the pattern was so full, there never was an opportunity. So I just kept with the short field/soft field stuff.
After I taxied back, Randall came out and said if I needed to land that far down that I should do a go-around instead. Nearly each time after that I had to do a go-around. So after a few more I gave up and waited for Karen to get back from her dual cross-country. We stayed in the pattern and she showed me that it wasnt necessary to immediately turn toward the runway with this crosswind. Take a bit longer time to bleed off airspeed and altitude by staying on downwind and base longer. Well, now you tell me. Every single time until now, shes been on me if I dont turn toward the runway immediately on power failure. Not as much slip needed with a longer downwind either. So after a few, she got out and I did them on my own again. Much better, even with nearly no slip. One touchdown was so smooth, even with the crosswind, that I barely felt it.
Practiced a few Turns Around A Point and steep turns and held all of them real close to altitude. My Turns Around A Point needed some work to maintain uniform distance and judge the wind better, but still passable I think. Then I headed back west to find the power lines for S-turns. Again, not too bad and I held altitude, only losing about 40 feet at one point but caught it in time and brought it back. Im a better judge of the wind now and did one Turn Around A Point on a nearby tower. Pretty good. Then back to the airport for some landings.
The pattern sounded pretty full and I knew there wouldnt be any room for simulated engine failures. Only one good short field landing, everything else was pretty good though. I will have to concentrate on the setup better for the short field, especially since the pattern altitude will be 300 higher at Andrews-Murphy. Ill need a longer downwind and have to cut power sooner. The weather looks like it will cooperate this time and stay this way for the rest of the week, so the checkride is a go for Tuesday.
I led the way because I had her GPS in mine and she had a LORAN. Karen flew in 38U because it needed a new Weight & Balance to be done at 6A3. Although I had the GPS, we followed the highway all the way up because of the high foothills in the way. At Blue Ridge I turned to follow the road as it split off to the right but after a few minutes realized that I was off course to the right. I shouldnt have been over the lake which meant I had goofed. And I had fiddled with the GPS by this time and couldnt get it pointing back to 6A3. So I radioed Karen what I had done and she redirected me back onto the correct heading. I kept my hands to myself the rest of the way and we made the rest of the flight without incident.
After a short break, we climbed back into 75E and practiced simulated engine failures, short field/soft field takeoffs and landings. The first short field was a wee bit long so we tried again and I nailed it good. Then we flew the first few legs of the flight plan to Nashville and again she pointed out the probable diverts. Then some stall practice and constant altitude turns. No problem with any of those, so it was back to the airport for some lunch.
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