Flight Training Day 3

Day 3 - 6/16/07

0.6 hrs Warrior N38972

Today's short flight (short due to impending thunderstorms in the area) consisted of pattern work, simulated short field and soft field take-offs and landings, and emergency procedures in the pattern. The wind was 10-15 knots from the east south east, so there was a slight cross-wind component.

General Remarks - My pattern work and landings were generally well done, though I had a bit of trouble controlling my ascent and descent at the proper times and rates. I tend to overshoot pattern altitude of 1000 ft. AGL (1100 ft. MSL) during the turn downwind. I tend to shoot up to 1200 ft before I realize that I am already past pattern altitude. Daniel advised me to begin setting up for landing immediately when I turn downwind, going through the GUMP checklist (Gas, Undercarriage, Mixture, Propeller). Abeam the numbers, I retard the throttle to 1600 rpm or so, extend one notch of flaps, and hold 85 kts until the turn to base at 900 ft MSL where I should hold 75 kts. I started making radio calls this time without any trouble.

Short Field Operations - Short field ops involve rotating at the minimum allowable airspeed, which in the Warrior is about 50-52 kts. The pilot holds the brakes until full power is applied and then releases them for the takeoff roll. At 50 kts, the pilot rotates and holds the aircraft just feet off of the ground inside the "ground effect" area until the aircraft accelerates to Vx, the best angle of climb speed, which in the warrior is about 63 kts. The aircraft climbs out at this speed until all obstacles are cleared, after which the pilot can accelerate to Vy, the best rate of climb speed, 79 kts in the Warrior. Short field landing involves maneuvering for a landing at the earliest possible point in order to have as much runway as possible for the landing roll. For our purposes, we picked a point on the runway and tried to land on it. I was more or less successful at that, but my landing accuracy will improve with experience. After landing, full brakes are applied to stop the aircraft.

Soft Field Operations - These are much like short field ops, only the pilot must be careful to keep the nose wheel off of the ground during taxi, and the takeoff and landing rolls by holding back pressure on the controls. On takeoff, full back pressure is held until the aircraft is airborne, and then the nose is lowered to accelerate to Vx. Landing involves touching down with just a touch of power, which is cut immediately on touchdown. I neglected to cut the power immediately which involved a small bit of ballooning.

Emergency Procedures - My instructor gave me two scenarios for an engine failure, one in the traffic pattern abeam the numbers, and one on takeoff. On landing, I was able to establish the best glide speed at 73 kts and run through the engine re-start checklist very quickly. From abeam the numbers on downwind, we turned about 45 degrees to fly out a bit from the runway. We then made a short base and final, though I was still very high. After putting in my flaps, I slipped the aircraft as much as I could to create more drag and increase the descent. This involves applying full rudder in one direction while holding a bank in the other, effectively flying somewhat sideways. The aircraft must be held at a nose-down attitude to maintain airspeed, in our case, about 65 kts. When the runway is made, the slip is reduced and the landing proceeds as normal. I am happy to say I did very well on that one. Engine failure on takeoff involves quickly establishing the best glide speed and then finding a suitable place to set down that will not involve killing anyone. This should be within about a 15 degree arc to either side of the aircraft, and in no circumstances should the pilot try to turn back toward the runway, as steep bank angles at slow airspeeds could induce a stall. After the field is chosen, the engine restart checklist can be executed.

After these maneuvers, the thunderstorms and rain were threatening, so we decided to call it a day. On Monday, I will do a few more maneuvers and emergency procedures, after which my instructor will get out and let me solo!