165 lines
7.3 KiB
Markdown
165 lines
7.3 KiB
Markdown
---
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layout: post
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title: "Airborne ass-kickings"
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tags:
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- vfrpilot
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- aviation
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- flying
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---
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We begin our descent towards Santa Rosa, lined up for runway 32 with strong
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headwinds and a warning of moderate turbulence from the tower.
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The wind speed is variable, a fancy way to say "gusting." The air
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gusting over the wing is making it somewhat difficult to maintain a proper 500
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foot per minute descent.
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I'm not thrilled with the weather, but the sky has been gorgeous, and a strong
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headwind isn't that much trouble so long as you have plenty of fuel to
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compensate.
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Descending through 3,500ft and something suddenly shoves my tail out to the
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right. In addition to kicking my tail out, the gust of air pushes us upward.
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I've flown in what is classified as "light-to-moderate" turbulence, but this
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patch called my bluff. I bank the plane, nose down a little, and politely ask
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the engine for more power. Entering a climbing left turn, I tell my passengers
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"we're not going to Santa Rosa today, sorry"
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----
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In the car on the way home after the flight, I went through the flight over and
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over in my head asking that most fundamental question "did I make the right
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call to take the flight?"
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The weather was scheduled to be windy, my briefer advised me to expecting
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gusting *after* lunch, but otherwise the skies were looking great, and except a
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20 knot headwind, everything lined up for a chilly, but otherwise reasonable
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flight.
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The air had other plans.
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----
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On the way to Santa Rosa, I filed a
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[PIREP](https://en.wikipedia.org/wiki/Pilot_report) from about 4,700ft. We were
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experiencing light turbulence, but otherwise the **44** knot winds were all we
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were fighting against. On our return flight, those incredible headwinds became
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delightful tailwinds, shoving us southeast-bound at nearly 130 knots.
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<center><img src="http://agentdero.cachefly.net/unethicalblogger.com/images/pireps-turbulence.png" alt="PIREPs filed from turbulence"/><br/><strong>PIREPs filed (mine is the green "47" one)</strong></center>
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As we approached the northern end of the San Francisco Bay, NorCal Approach
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cleared me to proceed direct to the Coliseum at 2,500 ft. I begin our descent
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from 5,500. Over Hilltop Mall, NorCal advises me that they've received reports
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of moderate turbulence down the corridor from Oakland to south of Hayward. The
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skies over Oakland tend to be a little choppy during a *good* day as the earth heats
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up, I struggle to imagine what "moderate" means in this case
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since "moderate" in Santa Rosa sent me packing.
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The current conditions at Hayward aren't too favorable either, higher winds
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with some gusts close to 20 knots.
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I'm a frustrated and stressed from fighting the waves of air with 738VU.
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"NorCal Approach, 738VU, you can go ahead and cancel our Charlie clearance,
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we're going to divert to the east and fly down by Walnut Creek and Danville"
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I turn left towards the San Pablo Resevoir and ponder my options.
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----
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Over Danville, I've made up my mind. Hayward is *not* happening right now. I
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pick up the current conditions at Livermore, which are windy, but not gusty. I
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can do windy.
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"NorCal Approach, Seven-three-eight Victor-uniform, diverting to Livermore."
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I "enter the pattern" at 3500ft, technically a few thousand feet above it,
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resolving to hold my altitude as long as can. My pilot philosophy whenever I'm
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in less-than-ideal conditions is always "I can fix too high, I can't fix too
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low."
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"Livermore Tower, Seven-three-eight Victor-uniform, I'm going to extend my
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downwind to lose some altitude and then make a long straight-in approach."
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Tower acknowledges, resequences me, and clears me as a number two for 25R. The
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big runway. If I'm going to battle this wind, I might need to go long, so I
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want some extra runway just in case.
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Flaps only out to 20 degrees for the long final, I arm wrestle with 8VU's
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control column to maintain the proper attitude and my centerline. Less than
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40ft from the runway, I level the nose and the headwind helps me bleed off my
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extra speed. Tap-dancing on the rudder pedals to maintain centerline, the right
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wheel quietly touches the runway, followed by the left. A landing so gentle, I
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wasn't sure I was entirely on the runway until the nose wheel settled.
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Airplane shut down and secured, we scurry off into the cold to get something to eat.
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---
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On the ground I brief my friends on what happens if the wind doesn't get any
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more favorable, explaining that a taxicab is a lot cheaper than tempting fate.
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That's one of the benefits of diverting to Livermore, the weather is
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sufficiently different to be a viable airport to divert to, but close enough to
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take a cab back to Hayward if necessary.
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Brunch conversation predictably meanders through aviation, football and work.
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All the while, I find myself periodically checking the weather my phone.
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Hundred dollar bacon and eggs gurgling around in our stomachs, we make the
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frigid walk back to the field.
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After consulting with Keith (who owns California Airways) and my instructor
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regarding the current conditions at the field, it looks like in the previous
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hour Livermore and Hayward had switched places. It was now windy at Hayward,
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but that was it. Meanwhile Livermore's conditions had changed such that the wind
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was 16 knots, gusting to 26!
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Fortunately for our adventure, the wind's direction was straight down the runway.
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<center><img src="http://agentdero.cachefly.net/unethicalblogger.com/images/livermore-to-hwd.png" alt="Livermore to Hayward"/></center>
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Pre-flight and runup complete, we taxi onto the runway, squaring off with the
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wind. Unafraid of a headwind, 738VU lifts off with a short take-off roll,
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followed by a bit of a shoving match between me at the wind. Nothing a little
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dance number on the rudder pedals can't fix.
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The story is largely the same en route to Hayward, holding onto altitude,
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mashing rudder pedals, and so on. After receiving the clearance for 28R
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(the short runway), I request 28L to make sure I've got enough room to float if
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necessary and start lining up.
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20 degrees of flaps in, I center up and argue with the cross-wind as we
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descend towards the asphalt. At around 500ft I realize that my glideslope in
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this headwind is going to put me short of the runway and add some throttle.
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Descent arrested, we cross Hesperian Blvd, receiving the "Hesperian Bump", a
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low-level thermal from a big asphalt intersection right below approach for
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Hayward, which gives me a short-approach boost every time I land on 28L.
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Power comes all the way out, I flare, bleeding off excess energy allowing the wheels to
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ever-so-gently touch down. Considering my passengers have only seen one other
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landing of mine, I had to be sufficiently impressed by the landing on their
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behalf.
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----
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After detailing the flight to my wife at home afterwards, I mention that the
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flight was definitely fun, and full of gorgeous views, but I feel like somebody
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beat me up.
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With what I know now, I would have scrubbed the flight. Presented with the
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information from this morning, I believe I would make the same decision and still go flying.
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Leaving yourself options, and being able to re-evaluate and react to change are
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skills absolutely required to fly an airplane. METARs and current conditions
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are historical data, forecasts can be inaccurate and are not comprehensive. At
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the end of the day it comes down to the pilot, the airplane, the
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environment and what you decide to do with them.
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Clear winter skies are excellent to fly in, so here's hoping next weekend is smoother.
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