Monthly Archives: January 2016

Headwinds & Tailwinds

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Srinath was on the left seat today and he started with a soft field takeoff and left downwind departure. At Tracy, winds were from 310@7kts where he did a soft field landing. The sink hole just past the threshold of rwy 30 is to be respected. There is usually an appreciable downdraft as the plane passes over the sink hole so anticipate it and increase the power a little bit. As you clear the sink hole and approach the threshold, ease back on the power and the word I keep hearing Steve repeat is “patience…patience” to wait for the runway to approach the aircraft. In other words, descend slowly for a gentle touchdown.

Next we headed for New Jerusalem by making a left 270 over the runway and passing over mid-field. The runways at both Tracy and New J were slick and wet from rains and that calls for extra caution while using brakes. We landed twice at New J, the second landing took up quite a bit of runway so we turned around. And since the winds were low (estimated 8-10kts), Steve asked Srinath to take off on rwy 12 so he can see how the tailwind leads to a significantly longer ground roll before takeoff.

Next, we headed to Byron against stiff headwinds from 310@15kts. We heard a Piper (58K from our club) on the radio practicing patterns and a glider coming in to land at the airport as well. This was a great practice session anticipating where the traffic would be as we executed a straight-in approached for rwy 30. Steve had a little fun on the radio with Mike (CFI on 58K) when he recognized the voice. Srinath and I both had questions for Steve as we were trying to figure out the spatial locations where the three aircrafts would be as we approached further. Since 58K was on final and we were coming up on 5 miles, we anticipated that we’ll land before 58K comes around for its next pattern. What we didn’t factor into the equation was the fact that we were going against a stiff headwind in a low power setting for landing and 58K would be gunning its engines for takeoff, followed by a stiff tailwind towards us on the downwind leg. Our ground speed was only 40kts and then 35kts as we got lower and closer.

Mike couldn’t spot us so we announced that we were a quarter mile shy of the second canal. What Steve meant was the second canal seen from our approach the runway i.e. the closer one to the airport. Mike understood that we were on the second canal from the airport i.e. the farther one from the airport. So he announced that he was turning base in front of us. We were all taken by surprise when he announced that and saw 58K turn directly towards us. Steve immediately took evasive action by banking left and as soon as we turned, Mike was able to see us and apologized for the mixup.  We let Mike land and in the meantime we did a left 360 and lined up to land on rwy 30.

Srinath capped off the training with a few touch-and-go’s at Livermore performing short approach landings.

 

Close call and then a Solo

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Today wind was 240@9kts at Livermore.We departed right downwind towards Byron where the wind was 210@6kts and clear skies.Apparently I was still on Livermore tower frequency (00:21:12 in the video) when I announced on the radio that we were inbound for Rwy 23. We did a short field landing (02:09:00) at Byron followed by a maximum performance takeoff (02:35:00). Next we proceeded to Tracy (winds 260@10) and did a soft field landing on Rwy 26 (05:32:22) followed by a regular takeoff.

We next headed to New Jerusalem which is only 7 miles away and aimed for Rwy 30. Winds were from 260 (no ATIS or AWOS in New J so we go by the Tracy weather) so it was a crosswind (06:39:00) for Rwy 30. We only employed 20 degrees of flaps and that caused us not to sufficiently slow down and remain low for landing. As we approached the runway, the airspeed got very low to 50kts and Steve pushed the throttle for a go-around at the last minute (07:32:19) as the stall horn started going off. I was apparently not watching the airspeed at all, being more intent on getting the plane low enough (through a slip) for the landing (10:02:04). That was a close call. On reflection, the thought did cross my mind that perhaps I should go around given I was so high. I should have gone around as soon as the thought crossed my mind. We did two more successful attempts before heading back to Livermore.

Over the Altamont pass just before I was going to call Livermore tower, I saw an aircraft coming straight at us. I simply pointed it out to Steve (11:32:24) who immediately banked us sharply to the left and we noticed the other aircraft pass us (slightly below). It seemed like it would have been a head-on approach and that got me quite shaken up. I should have gotten us out of trouble the moment I saw the aircraft. In reviewing the radio communications just prior, there were two aircrafts that had departed Livermore. 53MM was ahead of 7E(something) and 7E(something) confirmed to the tower that the Cherokee traffic ahead of it was in sight (11:02:11). Tower then approved 7E(something) for a frequency chance and then radio’ed 53MM that traffic was behind to its left at 2500′ and had 53MM in sight. 53MM’s frequency change was next approved. So both those aircraft were heading towards us and no longer talking to Livermore Tower. We were tuned into the Livermore Tower frequency but the three of us were neither talking to each other, nor talking to the Tower. We were in a see and avoid territory and while I saw what was most likely 53MM, I was slow to avoid. Maybe I had a premonition about this event because I asked Steve a question at the start of our flight (00:02:18 in the video) about how we deal with oncoming traffic that uses the same general path.

Back at Livermore, Steve sent me off to fly my solo in a pattern around a towered airport. I did 3 touch and go’s and on all three attempts I was #2 behind another aircraft. I had to extend my downwind leg, watch for the aircraft ahead of me before turning base.

Pattern work is never routine

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Steve asks, “What would you do if the door opens in flight”? First off, the wind will push the door back towards the frame. It will be a distraction but the right action is to focus on flying the plane and land it as soon as possible to secure the door once again.

We started with soft field takeoff. On the turn to crosswind, we noticed that the clouds were very low. The ceiling was barely enough for pattern work so we stayed right around 1000′ MSL for the entire pattern. But the second time around the pattern it was already a little bit better. We then focused on soft field landing, precision landing and a high performance takeoff to clear a 50′ obstacle.

Steve offered a glimpse into what he likes about flying – that it is different each time making it interesting and challenging. The winds change in direction and intensity, sometimes with no notice. The winds referenced in ATIS wouldn’t match reality and that injects an element of surprise. Then there are birds, especially around Livermore and especially when a weather front was approaching. They seem to materialize out of nowhere and throw in an element of surprise at exactly those instants when one wishes to be 100% focused on lining up in the pattern. Then there is traffic, which suddenly seems to become hectic and quietens down as quickly as it surged. Controllers would suddenly change sequence, or extend a pattern, or re-route to a different runway with an opposite pattern, or speed up a turn throwing a wrench on one’s plans for the landing.

And today we encountered a new surprise – unexpected clouds at low altitude. Patterns around the airport are not routine.

Engine out on takeoff

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We departed 25R on a left downwind departure towards New Jerusalem and just as we took off, Steve pulled the power without warning. Srinath did the right thing by “flying the plane” and landing it back on the runway. Steve then pushed the throttle in and we took off. This was a lesson in emergency procedures since the engine could quit just at takeoff. In that case, the best place to land is straight ahead. Never try to turn back to the runway because that effectively requires a 270 degree turn in one direction and then a 90 degree turn in the opposite direction to line back up with the runway. At low altitudes with engine out this turn is almost always impossible to make. In the heart-thumping moments, getting into a stall spin accident becomes likely and with grave consequences. No matter what is ahead, the best bet is to land it almost as straight ahead as possible with minor corrections.

Once at New Jerusalem, Srinath practiced soft field landings and takeoffs as well as a maximum performance takeoff. We next headed to Byron to fill up gas because the new gas station at Livermore isn’t fully functional yet. On approach to Byron, Srinath did a straight-in landing and this time a precision landing on the numbers.

After re-fueling, we taxied back to runway 30 and heard a heads-up that skydivers (jumpers) were heading down from 10,000’. It was incredible that they came down in no time at all, well before we completed the run-up checks and were at the hold short line for runway 30.

We waited for a tricycle geared Maule to land. Steve referred to this as a “quintessential bush plane”. Normally they are tail draggers so it was interesting to see one in a tricycle gear. There was a lesson in not hurrying to the threshold for takeoff because the Maule hadn’t yet turned off Rwy 30 on a taxiway. Just as we got ready to  takeoff, more jumpers were getting ready to unload at 13,000’.

Just as we were over Brushy Peak heading in to Livermore, I noticed gas gushing out of the fuel vents like crazy. Never seen so much fuel come out in such volume continuously. Steve asked if the fuel caps were on, which they were. In measuring the fuel after the flight, we estimated about a gallon was lost! Not sure what caused this…

New Year Flight

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Today the winds were calm and clouds were 4900′ scattered. As we taxied out, we noticed that the construction of Three Rivers FBO is making good progress and they are getting ready to open by Super Bowl. The new fuel station has been opened and the old one removed. Miraculously, the intercom in the back seat of N906MD has been fixed! We no longer need an intercom extender and people in the front seats can hear the person in the back.

We headed to Byron and made steep turns in the vicinity of the airport. Upon rolling out of the steep turn, use opposite rudder to stop the turn. Then Srinath practiced slow flight followed by three kinds of stall. First, power-on (departure) stall. Upon reaching stall, just relax the back pressure on the yoke. Because it is a power-on stall, the engine is already running pretty hard so relaxing the yoke should cause it to recover quickly. If you shove the power in, more altitude will be lost before recovery. It is only in a power-off stall that once recovery is achieved with relaxing the yoke that the power should be shoved in.

Power-off stall was next, followed by an approach to landing stall. Start with a pre-landing checklist, then come back on the power to extend full flaps while within the white arc. Achieve a descent as if we are coming in for landing. Then pull back to stall. Recovery is the same as a power-off stall – relax the yoke to drop the nose and build up airspeed then shove full throttle. So we went through all varieties of stalls today.

Steve pulled back the throttle to simulate an engine out situation. The ABC checklist comes in handy here – Airspeed, Best place to land, Checklist to attempt restarting the engine. It is important to achieve and maintain the airspeed for best glide. On the 172 that is 65kts. Then you determine the direction of wind and scout for the best place to land. Preferably you land into the wind. In our case we found a restricted runway which of course would have been fair game in the event of an emergency. Keep the runway in view all the time as you weave around and descend. If there was no runway, look for a hard field or green field but certainly not one that is wet or just recently plowed. Land along the furrows if there are any.

We proceeded to a long pipe in the vicinity, descended to 800′ AGL and made S-turns by entering downwind. The first maneuver was intended to watch for the wind and the right turn ended up being too shallow because the wind pushed us into the turn. On the next attempt Srinath proceed a little further ahead before attempting the turn. He could also have tried a shallower right turn so the wind pushing us back would have made it a fine semicircular turn.

Finally Steve asked Srinath to use the GPS to take us directly to Byron. He landed by making a right base turn and after touchdown Srinath tried maneuvering the plane to get on the centerline which Steve reminded him never to do so for the risk of getting into a ground loop. Just staying parallel to the runway is sufficient. Srinath took off with a soft-field technique. Once the nose comes up off the “dirt”, shove in full power to maintain the nose slightly off the runway until the plane lifts off. Then push the yoke forward to stay in ground effect to build up airspeed before climbing out.

Finally, maximum performance takeoff. Stand on the brakes and shove the throttle fully in. Watch the RPM come up to 2200 and then release the brakes. Plane will race forward rapidly. Maintain control and at 60kts, pull back on the yoke to climb at Vx until a “50-foot obstacle” has been cleared. Then relax the back pressure to build up airspeed and climb at Vy. After a pattern, Srinath did a precision landing on the numbers. One more maximum performance takeoff followed by a 270 turn to overfly midfield before heading back to Livermore.

A bit of drama on the way back to Livermore. Our radio didn’t connect well and we barely heard the tower transmission after we reported our position over Brushy Peak. Tower asked another aircraft in the vicinity to check if we could hear them. In the meantime, because of this, Steve took us on a 360 right  turn to maintain position over Brushy Peak while we re-established connection. A mooney was taking off from Livermore and heading in our general direction, which is probably why Steve did the turn. We were soon cleared in to land on runway 7L.