continued in comments..........
Friday, February 29, 2008
Solo - Long Cross Country
I remember back in January of '88, I was working to earn a Private Pilots License. I had gone through ground school and had perhaps 20 hours flight time. I was proficient with take-offs, landings and crosswind landing techniques (which will be explained in more detail later). If you have flown in a small aircraft, you know that they are much more affected by wind currents, updrafts, wind shear etc. than are large aircraft. On a windy day, the Cessna 152 that I flew (weighing 1600 pounds with full fuel, pilot and 1 passenger) could be quite a challenge for the most experienced of pilots. I think she topped out at about 95 knots (107 mph). I would complete the 5 hour trip in the trusty Cessna 152 in which I had been taking lessons for nearly two months.
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At the time, I tried to get up at least once a week. It was my passioin and sole indulgence outside of my family.
One of the requriements of earning a Private Pilot Certificate was a Solo Long Cross Country Flight durinchy which I would have to fly to and land at an airport greater than 150 miles from my home base. This would be a test of various skils, including pilotage, dead reckoning and navigation. I had planned to fly from Midland to Toledo and back with stops at 3 other controlled airports before returning home.
It was a beautiful Saturday morning. My flight instructor was out of town, so I had to get another flight instructor to "sign off" on my planned flight. The owner of the plane and flight school also had to approve of my flight, as the weather advisory that I had obtained indicated a potential for severe weather late in the day. "I will be back and on the ground long before that weather moves in," I assured them. "... And if the weather comes in early, I will be headed easterly and outrunning it," I added. I must have been convincing, for the both gave me their blessing.
I had prepared and filed a flight plan that detailed each stop, anticipated flight times for each leg ,,,, and of course I had to answer the last question that Flight Services always asks.... "How may souls aboard?" to which I replied - "one".
I had wanted to be airborned by 8:00 a.m. Due to double checking weather, flight plans and convincing Bill & Steve to sign me off, I was an hour late. After completing my preflight checklist and runnup, I taxied to the active runway keyed the microphone on the appropriate radio frequency and announced my intention to depart on the active runway. Then I was off.
I climbed to 1500 feet, turned toward Saginaw and changed radio frequencies. A few minutes later I was established on the inbound flight path with permission to land, stop and take off again on runway 27 (270 heading = west). The airport advisory indicated winds at 15 knots. At the time, I was proficient with landings up to 20 knots. I was quite comfortable that my skills would be sufficient for the landing. I did not disappoint myself. After setting flaps and reducing power, the aircraft slowly clsoed in on the runbway. Pulling the yoke back, back all the way back, I kept the wheels from touching down as long as I could, while making minute adjustments with the rudder to maintain a proper track down the runway. Textbook. Sweet. I patted myself on the back as the wheels, almost imperceptively, made contact with the concrete. Braking easily, I came to a stop. Then easing the throttle back to full power and let off of the brakes. I was racing down the runway and back into the air. Thanking Saginaw Tower, I bade them a good day and changed radio frenquency to Flint's.
It had seemed to take an extra two minutes to get to Saginaw, but I didn't think much of it. 12 mintues, 14 minutes... what the heck. But half an hour later, I was becoming concerned. I had lost another 12 minutes. The only explanation, as I was indeed cruising at 2,400 rpm, would be a headwind. I would have to monitor this closely! In the next fifteen minutes, the wind began picking up. The 152 would drop 20-30 feet and then wind shear would drive me up 50 or 60 feet. The plane was being rocked back and forth wildly at times, and I had lost another 10 minutes. A gust hit me from the west that flipped the little aircraft right over, so that the wings were nearly vertical. I was fighting to maintain a proper attitude ,,, wings horizontal and nose pointed forward. I was working the yoke and rudder peddles with all of the skill that I possessed.
Then I had to pee. To this day, I remember thinking that if this didnt turn out well, everyone would know it scared the piss outta me. Well, I had planned ahead, sorta. Using my left hand to fly the plane, I dug out a ziplock baggy out of my flight bag with the other. I dont remember how I managed to unzip, aim and do the deed into a flimsy ziplock while flying the plane one handed... but I did.
I no sooner wrapped things up when the wind intensified and began to really throw the Cessna around. I was starting to worry.
I radioed Flight Services and asked for a heading to the nearest airport. I was informed that a turn to the east would put me at Howell in 11 miles. I thanked them, asked them to cancel my flight plan and I made a turn to the east. After confirming the proper radio frequency for Howell, I contacted the terminal, announced that I was inbound for landing and requested an airport advisory. "31 is the active runway, winds are 220 (degrees) at 20 knots and the pattern is empty," I was informed.
Oh crap. This is gonna be good I thought. I was not too concerned about the 20 knot winds, although at the top of my skill level, I had landed in 20 knot winds before. What concerned me most was the wind was perpendicular to the runway. Especially with a light aircraft, a crosswind would blow the plane downwind... that is a wind from my right would blow the plane to the left. So when I was lined up for landing, the wind would blow me off to the side as I got closer and closer to landing. Two common methods were available to correct for the crosswind.
First, I could turn into the wind. Anticipating the wind from my right as I approached for landing, I could drop the right wing just a bit, and actually turn into the wind ... slightly... that way even though pointed into the wind, the plane would track down the runway.
The second option, and the one that I was most comfortable was to simply use the rudder to "slip" in. By using the rudder peddles, the plane would turn into the wind without dropping a wing as described above.
So there it was, I had planned it out and assured myself I was ready.
Using the local radio frequency, I announced to the terminal and any planes in the area that I was inbound for landing at Livingston County Airport. I would enter the patter downwin as is the preferred direction from which to approach the airport.
I had descended to 1450 feet above sea level, which put me 500 feet above the ground. Pattern altitude. Turning to the crosswind leg, I again announced my position.... fighting all the while to maintain control of the aircraft as it was tossed about by unforgiving winds.
Then it happened.... out of no where, a tan colored airplane shot infront of me from right to left and raced down low above the run way. I swear I could see the rivets in the sheet metal 30 or 40 yards in front of me as it passeed by. Fighting the winds still, I looked out the left window as the plane went lower and lower, perhaps a hundred feet above the runway racing now, away from me.
It was time to turn left to the up wind leg, so I did so, keeping an eye on that plane. It was climbing and began banking to the right.... right back toward me. Then a rogue gust of wind slapped the pland and stood it on the right wing, fighting to bring the plane back to a horizontal attitude, I lost sight of the other plane. My mind raced... the last time I saw it, it was climbing and turning back toward me. So I pushed the yoke forward, dropping the nose, giving up altitude; all the while nearly shouting my location, direction and intentions into the microphone. Less than a minute later I was just beyond the far end of the runway and turning to base leg and then final approach. Still on the radio as my plane was pummeled and tossed about by these ferocious winds.
Having implemented full flaps, I reduced power. Once established on final approach, I put the microphone down and concentrated on the landing. Right rudder. RIGHT RUDDER... the wind continued to chase me to the left.... more rudder.... I AM OUT OF RUDDER.... drop the right wing.... there, I am pointed 45 degrees right of the runway, but flying right in line of the center line... wrestling the yoke in and out, left and right,,,, and still working what little I can with the rudder peddles....
Reducing power, I am only 10 feet above the runway but wildly working the rudder, ailerons and elevator in an effort to keep the aircraft heading down the center of the runway untill I can bleed off speed and land.
Finally, just 2 or 3 feet above the runway, I leveled the wings so that I could land without striking the runway with the right wing... and as I did that, the wind blew me left... and more left. How I missed the runway lights with the landing gear, I dont know. But I was almost instantly over the grass. In near panic, I pushed the throttle back to full, and began retracting the flaps to reduce drag. Gaining speed again, I regained altitude and announced that I was "going around" for another try. Holy $h@t! I had never done that before.
Fighting the wind gusts all the while, I climbed back to pattern altitude and prepared myself for another try. Looking for that tan airplane every chance I got. Fortunately, I never saw him again. I was able to fully concentrate on my next attempt.
Thinking fast, as I worked my way around the pattern and into the final approach, I lined the aircraft up this time with the runway lights on the right side of the airport. When the time was right and I lined up for touchdown, the wind would blow me to the center of the runway. I hoped.
Working the rudder to the max, fighting to maintain pitch and dropping a wing again to accomodate the wind, I flew closer and closer to the runway. Full flaps, reduced power... oh yes, I had long ago turned on the auxillary fuel pump, landing lights, checked carb heat, and made radio announcements.
Here it comes Orrin. Go with it, feel the wind and work it. Work it I did. Yoke sawing in and out, cranking it left and right, feet dancing on the rudder pedals, I flew on. Bleeding speed and altitude lined up right on top of the right side runway lights.... 6 feet above the runway.... lower.... why cant I go lower? Slower, lower, and then for just the most minute fraction of a second it seemed.... the wind became constant, instead of gusting and whipping. In that instant, I nearly slammed the plane the final 2 feet to the ground.
Oh my God. I had done it! I was on the ground and coasting toward the terminal. Then the wind struck again, lifting the right side of the plane and nearly striking the left wing to the runway. Whipping the yoke to the right, that wing lost its lift and I was one again running down the runway in control. Chastising my self for not remembering to turn the yoke into the wind. That was too close.
I taxied up to the terminal as two men came out to help me tie the plane down. Once secure, I asked them where the bathroom was. They both laughed while pointing me into the terminal. As I entered, I noticed the sign above the door:
"WELCOME TO LIVINGSTON COUNTY AIRPORT - THE HOME OF CROSSWIND PROFICIENCY"
I couldn't even laugh at the humor as I went in.
After landing, I called to let Steve (the plane owner) know what was going on. He was quite worried as he was aware of how the weather had changed. He told me not to take off and try to fly home. I assured him that was the furthest thing from my mind.
I talked with the Terminal attendant and told him how ferocious the winds were... they had to be more than 20 knots. "Yeah," he said,"our anemometer is broke, so I guesstimated the windspeed. Boy we thought you went down in that cornfield after that plane flew in front of you. We couldnt see you again untill you did the go-round" Wanting to know what I had just endured, I called Flight Services to obtain an accurate airport advisory for Livingstone County... and learned that the winds were gusting to 45 knots.
I had just landed an aircraft that was rated for 16 knot crosswinds.... in a direct 45 inot crosswind. I didnt know whether to be proud of the accomplishment, or feel like a fool for putting myself there. I felt like a fool. I should have thought for a minute before turning to this airport. The winds were out of the southwest... perpendicular to the runway. I should have checked for an airport at which the winds would be inline with the runway. Oh well.... another lesson learned.
I called Sarah who lived 1/2 hour away, and asked for a ride and a place to sleep for the night. She graciously dropped what she was doing and came to get me.
While I was waiting, I watched 6 planes try to land. One of which was a pilot that had been flying for years, and was with an instructor an their bi-annual flight review. No luck, couldnt do it... went to another airport... as I should have done. Of those that tried, only the heavier and more powerful twin engine aircraft succeeded.
While waiting, I learned that the runway had 7 feet of fall from one end to the other, which explained why it seemed to keep running away from me as I tried to land. I also perused several photo albums of dozens of aircraft that crashed over the years trying to master the never ending crosswinds of Livingston County.
I had a nice visit with Sarah and was at the airport the next morning at 8:00 a.m. Dang it was a very cold day and sunny. I love flying on cold days because the air is so dense, there are more air molecules for the propeller and wings to work with. Pre-flight checklist, runnup... airborne and home 45 minutes later.
No so much as a air bubble all the way home. My Solo Long Cross Country Flight would have to wait for another day. Someone else had the plane reserved for noon.
I learned a good lesson, one that had been told to me but hadn't quite sunk in....."It is a lot better to be down here wishing you were up there, than to be up there wishing you were down here.
I hope I dont have too many typos, or related things in a manner that is hard to follow.
Orrin
Great story Orrin. You forgot the part where we stopped and got you a six pack of beer which you manage to finish off before we made the 30 mile trip back to my house. Now I understand why you needed the brewsky infusion!
I assure you, it was merely to replenish the balance of electrolites and water content of my body while reaquiring the feel, taste and flavor for that which is part of the earth.
Wow! I thought I was reading an excerpt from Chuck Yeager! Great Story! Glad I wasn’t there! Sounds like God wasn’t thru with you yet…..I’ve been in a Cessna, and even an agcat, but never understood much about them. I landed the Cessna, but had LOTS of help—and NO wind. One time one of the pilots took me up for my first ride. He was 30 years older than me, and since I was in my 20’s….he was an OLD man to me! He went nose down..and I mean STRAIGHT down, and started turning the plane. Unlike you, I didn’t have a zip lock bag….so when I screamed for him to stop, he said “Not until you kiss me”. Well, he didn’t know it, but at the time I would have gladly kissed his ASS as long as he stopped twirling! When we finally got down he told me that had he made one more half turn the plane would have lost control and that would have been it! Needless to say, I never flew with him again. Riding in the agcat (spraying cotton) was the almost as bad…..like a roller coaster you never want to ride twice. (this was when I worked one season for an agriculture flying service).
Any way GREAT STORY! I guess Jimmie finally got you inspired, huh? A little glimpse into the day Orrin’s life flashed before his eyes! Makes you glad to be alive doesn’t it? Do you still fly?
Love, Sandi
p.s. what DID you do with that zip lock bag?????? Dump it at 1,000 feet? LOL!
Great story Orrin. Now we know a little more about you. -What DID you do with the bag?
he flies thru the air with the greatest of pees,
that daring young Ladd with the damp bvd's.
God only knows how he landed that plane,
And claims that his "shorts" had
nary a stain.
Thanks for the tale in all of its glory,
and tell us all another great story.
We love you Orrin
lol!!! nice poetry
well, as best as I recall, I whipped that baggy out the window at the plane that tried to knock me outta the sky.... just kidding
really tho, it was a month at least before I would fly again on a windy day.... I did go on to earn a Pilot Certificate and later an Instrument rating
copy and paste the following hyperlink to see a crosswind landing... it is in severe winds by a 300,000 lb airliner which handles the wind just a bit better than a cessna 152
http://cosmos.bcst.yahoo.com/up/player/popup/?cl=6764062
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