The winds today favored traffic on 7R/7L and I taxied to the run up area at 7L. As soon as I requested tower for clearance, another aircraft requested clearance to land, reporting 4 miles out. After it landed, tower asked me to repeat my request. Listen to the tower clearing me for takeoff at (38:06). I was instructed “Niner zero six Mike Delta Livermore Tower make right traffic runway seven right runway seven left cleared for takeoff”. I’ve never done this traffic pattern and it took me a while to understand what it meant. There was noticeable impatience in the controller’s voice as I stumbled through the instructions.
After a few touch and go’s on 7R, I called it a day and turned right on taxiway Quebec. Then a long series of interactions ensued with the ground controller starting at (3:55:18). The problem was exacerbated by the fact that the controller’s radio cut out and I missed critical instructions. Perhaps I should have asked for progressive instructions. Oh well. See the track log here.
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.
Crab Tales 