I took my friend Caryn on a flight today.
I was watching the Wx all week and there was a cold front that predictably passed over us leaving some high clouds by last night. This morning they were gone, but in their place a surprising amount of cumulus clouds, as much as a broken ceiling in some places, around 4,000' MSL. It seemed like a bad day to try to go to the coast, so I planned a trip to Byron instead.
We took off and snuck under the clouds, remaining well clear, up to and through the Altamont Pass. The day was bumpy, but Caryn was a good sport. Then I curved over to make my landing at Byron.
That's where I realized that I'm way out of practice in xwind operations, because there is hardly ever an xwind at KRHV!
My first landing was an attempt at a power-off 180. I was flying a right pattern with a 9-ish knot left crosswind, so I ended up misjudging and having way less energy at the end than I expected. I ended up adding power towards the end. But meanwhile I'd forgotten my xwind landing technique and ended up being blown aside and landing with a bump. I should really have gone around. Lesson 1: Learn to go around more often when things are iffy.
We stopped and used the bathroom, then took off again. My takeoff was really weird because, again, I had apparently forgotten what I knew as a 30 hour pre-solo student. :) My landing was a bit better, but still rather shuddery.
Finally, I took off again with real crosswind technique, and came around and did one more landing which was a bit of a bump-down but I did land in proper configuration, putting down one wheel before the other. It was not beautiful, but it was workmanlike. That said, I almost ran out of right rudder -- I've been told about that regarding the SportStar, but never experienced it till today!
While in the pattern there were two interesting things.
First there was someone on final, looking like they were quite a ways away. I took the active to take off, and he was like, "Blue and white SportStar, I'm on final!" I had already taken the active so decided I should just take off and get out of his way, and I apologized to him over the radio. He didn't answer, and I felt a bit bad about tht. But really I don't know that I was that close. It's a judgement thing I guess. He had just turned final seemingly quite some distance away. But I certainly don't want any other pilots to feel like I'm cutting them off, and would happily have waited had I known he'd want me to.
Second, there was a jump plane, "Elevator One", that called in with a "high downwind" and"high base". He was way above pattern altitude and I honestly had no idea where he was. I turned final but it turns out I turned inside him and he called me on that. I was like, wait are you the Cessna? (I expected a twin.) He was like yeah. So I asked if he'd be willing to make a 360 for me, and he was, and later I thanked him and he said "You're welcome", so no hard feelings. I wonder how I could have dealt with that better. With all the workload of trying to land and making sure not to crash into anything, someone flying a "high" pattern was a bit hard. On the other hand, these folks are finding ways to make GA pay, so I have no problem getting out of their way ... if I see them.
We came back the same way we went, and this time I opted to call into Norcal and get flight following starting from Altamont. They did warn me about this Bonanza that was coming straight at me about 500 feet above me, so I guess that was a good thing.
My landing at KRHV was a total greaser. I slid onto the runway and had the nosewheel off the pavement until the last possible moment, when it plopped down ever so gently. No crosswind, good landings.
I was watching the Wx all week and there was a cold front that predictably passed over us leaving some high clouds by last night. This morning they were gone, but in their place a surprising amount of cumulus clouds, as much as a broken ceiling in some places, around 4,000' MSL. It seemed like a bad day to try to go to the coast, so I planned a trip to Byron instead.
We took off and snuck under the clouds, remaining well clear, up to and through the Altamont Pass. The day was bumpy, but Caryn was a good sport. Then I curved over to make my landing at Byron.
That's where I realized that I'm way out of practice in xwind operations, because there is hardly ever an xwind at KRHV!
My first landing was an attempt at a power-off 180. I was flying a right pattern with a 9-ish knot left crosswind, so I ended up misjudging and having way less energy at the end than I expected. I ended up adding power towards the end. But meanwhile I'd forgotten my xwind landing technique and ended up being blown aside and landing with a bump. I should really have gone around. Lesson 1: Learn to go around more often when things are iffy.
We stopped and used the bathroom, then took off again. My takeoff was really weird because, again, I had apparently forgotten what I knew as a 30 hour pre-solo student. :) My landing was a bit better, but still rather shuddery.
Finally, I took off again with real crosswind technique, and came around and did one more landing which was a bit of a bump-down but I did land in proper configuration, putting down one wheel before the other. It was not beautiful, but it was workmanlike. That said, I almost ran out of right rudder -- I've been told about that regarding the SportStar, but never experienced it till today!
While in the pattern there were two interesting things.
First there was someone on final, looking like they were quite a ways away. I took the active to take off, and he was like, "Blue and white SportStar, I'm on final!" I had already taken the active so decided I should just take off and get out of his way, and I apologized to him over the radio. He didn't answer, and I felt a bit bad about tht. But really I don't know that I was that close. It's a judgement thing I guess. He had just turned final seemingly quite some distance away. But I certainly don't want any other pilots to feel like I'm cutting them off, and would happily have waited had I known he'd want me to.
Second, there was a jump plane, "Elevator One", that called in with a "high downwind" and"high base". He was way above pattern altitude and I honestly had no idea where he was. I turned final but it turns out I turned inside him and he called me on that. I was like, wait are you the Cessna? (I expected a twin.) He was like yeah. So I asked if he'd be willing to make a 360 for me, and he was, and later I thanked him and he said "You're welcome", so no hard feelings. I wonder how I could have dealt with that better. With all the workload of trying to land and making sure not to crash into anything, someone flying a "high" pattern was a bit hard. On the other hand, these folks are finding ways to make GA pay, so I have no problem getting out of their way ... if I see them.
We came back the same way we went, and this time I opted to call into Norcal and get flight following starting from Altamont. They did warn me about this Bonanza that was coming straight at me about 500 feet above me, so I guess that was a good thing.
My landing at KRHV was a total greaser. I slid onto the runway and had the nosewheel off the pavement until the last possible moment, when it plopped down ever so gently. No crosswind, good landings.
