shifting winds

Another perfectly clear day with light winds ahead of a predicted storm. Looking out the window right now, it seems hard to believe that any of those predictions could be right -- the sky is clear and blue.

I took off this morning for the practice area. Again, as last week, I climbed to 2500, then did some practice slow flight (80MPH), descent, and turns to make sure I could trim and be ready for pattern work.

I then headed back to Lawrence. The ATIS said the wind was 260 at 10kts, and they gave me a straight-in for 23. It's not exactly straight, but with no traffic around it doesn't much matter. I caught sight of the cat-in-the-hat (water tower in North Andover with a flag painted around it that looks more like the famous hat), and used that to aim myself into intercepting the approach at about 2 miles out.

I radioed in and got clearance. During my descent, he updated me on the winds, which were now 280. That's essentially on the line, and 23 is a better runway, so I continued and made a reasonable landing from a crab. My speed across the numbers was exactly 70.

As I taxied off, the tower directed me to taxi back to the 23 approach end. I pointed out to the tower that the winds seemed to be shifting, and I'd prefer to switch to 32. He approved it and directed me to 32. While I was taxiing, I heard a jet on approach for 23, and the tower switched him to 32 and advised that he was switching the active runway due to the winds. I felt a bit good about having called this one right and perhaps even helped someone else out a little, as the winds were now 290 at 11.

I made right traffic out of 32. There was no bump over the river, probably because of the low (-3C) temperature. There was another plane making left traffic into 32, and the tower first asked me to do a short approach. I reported "unable, student pilot," and he had me extend my downwind. I pulled back to 1900RPM, slowed up, then applied 20 degrees of flaps to reach 80MPH. I saw the other plane on final, and radioed the tower.

After I passed him, I turned base. My nose dropped and I sped up to 90, but I corrected it back gently. I then turned final. This was a tough approach and not stable. 32 is tough when crossing route 125 to begin with, and I ended up low and slow due to the extended downwind. I pushed the nose down and added power to get to the runway. I came in a little fast, a bit under 80, and floated some. That's not helpful in a crosswind at all, but I made the landing and remembered to turn right at delta.

I taxied back to the approach end of 32 and went up again. This time, I did a bit better controlling my speed, and I tried to get a bit of slip into the wind to get a better landing. That didn't really work out, as I was having trouble setting the right amount of slip, and had to revert to a crab. The touchdown wasn't so great, as I left myself drifting a bit after that slip attempt. I taxied back to the ramp and tied down.

Tim and I talked about my Biddeford trip, and talked about the options I should plan for, including going to Portland as an alternate (though fees may be involved), calling the FBO there to find out what they require, going to lunch in the Biddeford area or making a short trip to Sanford on the way back, and then heading home. He signed my book for the next 90 day solo period (my time was up 2/7), and I'm good to go after some planning. The only question is the weather.

Posted at 11:43AM Jan 31, 2008 by carlson in Aviation  |