Journal #9

7/3

N99348 (172)
Jeff
Hobbs: 1.5 hrs
9-12noon.

We were waiting for the weather and talked a bit about the pattern at OAK / weather, looked for airports nearby but without overcast getting there. There was a good wind (around 15kts at APC and 10-15 at OAK), so we could have done ground maneuvers, however just getting out of OAK was tough (clouds at 1000 or less, but clearing up). Made the choice to try and get T&Gs on 27L (normally good, but this summer 27R is closed so they don't always do it). The TPA is only 600', and the turns are more oval-track like to stay well north of 11/29 (big jets). It was hard at first to keep making 30 degree bank turns at only 600' while controlling altitude and reaching 600' mid-turn on departure/crosswind. Reported the United Hanger if not already cleared to T&G etc.

We did 12 T/Os and LDGs - some bounced, some good, and one... Great!!! A complete greaser like Jim (sr. CFI) had demo'd two weeks ago. One of the other 'great' approaches and I thought I was headed for greateness, but my roundout/approach left me with too much energy/speed, so on the flare I bouyed up (did this a few times). Had to add power once - can do this probably without asking, but asked anyhow... next time just do it to save the landing gear etc... from a hard landing.

All in all - awesome.

Now I know what "cleared for the option" means - and that we can confirm to the ATC that we plan on: short approach, stop-n-go, go-around, etc... (can always go around). Also, did several short approach power-off landings. One thing to note: one approach looked great, but I got well off centerline and was making up/down corrections too much - Jeff asked for a go-around which was the way to *really* save the landing - I got to be able to do that more often/get used to it, and also avoid bad landings as much as possible.

random: yesterday's short-approach went very bad. Today's short approaches went very well. power off the whole way. The thing is to stabilize on a glideslope - perhaps not perfect, but a stable one. Instead of correcting up/down a lot, just get it stable (not descending too fast) and around 60 kts (for: 348). I've been often going faster than 60 for fear of stalling, but with a good CFI and Vso around 49, I should just go for 60(+) and roundout in ground effect.

Things to do pre-solo:
Ground Ref Maneuvers... probably not a problem
Test/Quiz (either when bad weather, or just schedule some time before a flight)
Emergency Practice - engine out etc. ABCDE