winds aloft
No pictures today, unfortunately. I’ve been spoiling you lately. That is, unless the pictures aren’t your cup of tea, in which case this post will be a welcome relief. That is, unless you don’t like my writing either, in which case why do you read my journal? :)
Anyway.
The whole aviation program here at the school had a meeting late last night. Mr. Kelly (the director of MAI) treated it essentially as a Q&A session in addition to reassuring the students of the school’s commitment to them in spite of the program phase-out. He also announced that he had been interviewing pilots to replace Mr. Hahn as a third flight instructor. The meeting was a nice gesture of solidarity.
I gotta brag about this. The cross-country went terrifically well. I made a beeline for both airports, found them, got down quickly enough and my pattern work was great too. Granted, the air was cold and smooth and clear too, which made life easier. But at not one point did I get lost. Weather permitting then, Mr. Parrish will sign me off for my first solo cross-country (to Morganton) on Monday. Big fun.
But that’s not what I’m going to brag about (no, really?). My instructor simulated a number of situational hiccups during the flight: no flaps on landing, an obstruction along my flight line (requiring an in-flight course change and recalculation) and two engine-out approaches. The second engine-out happened just as I was beginning my descent from pattern altitude to the runway (“abeam the numbers” in the pilot vernacular). Of course in a situation like that you want to get the plane on the ground as quickly as possible, so I immediately turned toward the runway while trimming the airplane for best glide speed (65 kts) and simulating the engine restart procedure (fuel selector, mixture, carb heat, mags, primer). So instead of a normal squarish approach pattern, I was coming at the end of the runway from a diagonal angle, and I was high. I pitched the nose down while still approaching the runway from the skewed angle. The plane dove for the ground, and just before the beginning of our (short) runway I got on the centerline, rolled wings level and dumped the flaps in. The plane’s descent slowed and I eased it down the few remaining feet onto the runway for a beautiful soft landing (a “greaser”). That felt great. It’s always nice for the last landing of the day to be the best, all the more given the simulated engine-out. What a way to start the weekend.
So cold air makes for easier flying?
You know, I’ve always heard 65 kts is the best glide speed! Very suspenseful post! If it had been much longer I don’t think I could have stood it! : ) Glad to hear landings are going better for ya! YAY!
/es/\\e
Beaming with Pride! I know that guy!! Yeah, well written, flyboy. =)
Cold air = dense air = more lift + better engine performance.
Preflighting the airplane in 25 degree weather is a bear, though. Heh :)
:) Thank you. When you gonna come see me? Did I tell you David Watkins has a job interview out here on Monday for the graphic design position I interviewed for earlier this month?
Guess you can’t have the best of both worlds?
way to go!
sounds like you’re a natural. ;)