Did 8 crosswind landings, almost everyone is good — about 1, bounced and I decided to go around (or called bounced and go). Bob said I intended adding a little bit power, and I could settle down it nicely but I gave up and decided go-around.
KCDW => SAX (VOR) => HUO (VOR) => KMSV => HUO (VOR) => KFWN => KCDW
VOR works — flying against the needles, then use another VOR to decide how far. And calculate the time, as well.
KMSV: short field T/O then simulate engine failure during T/O. Lower the nose, and managed landing back on the runway — I think I did fine on it. Need to lower the nose quicker.
KFWN, short approach over the small hill at end of runway 21 — it is a little bit scary as I don’t know if I can fly over the hill. But I managed to get it done. Did some slip to get rid of the altitude quicker during the approach.
Pilotage fly back to Caldwell. Did one landing without flaps. I was too fast, although I did land fine. After land, I turned too fast and short on runway to clear the runway. It is dangerous since the airplane CG is high, and it may be easy to fall over the wing tip.
Did 5 Touch/Go on run-way 5, then 1 on runway 31 — then full stop on runway 31, and T/O from runway 5, headed back to Caldwell
We did several T/O and Landings (touch and go’s and full stop) at KCDW, including 2 soft field T/Os, the first one is good, We did a soft field landing, but I think I add power too late, the airplane already touched down — although it was a good landing. Then we did another soft field landing, this time, it holds there longer, but still touch down before I close the throttle. Then we did one emergency simulation — engine failure simulation, and short approach. Bob pulled the throttle and said “get me onto the runway”, So I began to turn base right away. I continue to handle it with flaps. When I am on final, I was still high — I was using 30 degree flaps. So I did the slip myself — and I made that decision. Finally, I get landed it smoothly. Bob was happy with it since he did not prompt me at all during the whole process.
Then we did the second soft field T/O, I may lower the nose too late, and the airplane continued climbing, not really a big deal though. And we headed to Lincoln Park. Nobody was there. So I descent down into the downwind, landed at runway 1. Then back taxi from runway 1, did one soft field T/O — it was very good.
After T/O, we headed back to KCDW. We get the ATIS, 7 miles north to runway 22. Would like to join the downwind runway 4. Tower cleared us to join the downwind. I joined the downwind at exactly 1200ft (the traffic pattern altitude), although Bob said I don’t need to be that exactly, I could be still descending. Then I asked if I can do another short approach. Tower cleared us. I pulled the power myself, started the base. This time, I start my final too early, Bob corrected me — since I still need to go to centerline before over the runway. I was still high this time, and I did some S-turn over the runway (not really S-turn but some minor maneuvers), which lead to the side load issue — I should not do such maneuvers over the runway, I can do them before over the runway. But once over the runway, I should use the landing configurations, especially I have enough runway to use — I was about 100 feet high when over, and almost touchdown just pass the 3000 mark — I cleared the runway at Bravo, is also a sign that I don’t need be that rush to touch down during engine failure (simulated emergency landing).
Anyway, going to prepare the cross-country flight next week.
Continue pattern work — sky clear and wind calm.
I did 5 T/O and Landings in KCDW, 2 regular, 2 short field, — the last one, I tried to do a soft-field landing. And Bob said it feels more like a short field other than a shoft field.
4 out of 5 are OK, there is one, I think I am too left in the runway, and I had some rudder dance there — need to improve. Besides that, I need to bring the nose a little bit more during the landing, (not the flare).
After that, we headed to Lincoln Park. Tower advised there was airplane coming from north going to Morristown, at about 2500, so we need to maintain below 2000, I climb to 1700~1800ft, and the Lincoln Park is right in front — I did not find the runway at first as it is getting sunset, but the builds are clear there. Left hand traffic for runway 19. The first one, I did good — but it actually scared me a little bit — as I feel it is much faster than all the landings I did before although the speed indicator only says 65knots. I guess the narrow runway gives that feeling. Other than that, I think I did good as a short field landing. There are several deer on the grass at the end of runway 19 (around the number 1).
We taxi back, and did a short field T/O and get into the pattern again. This time, I approached too low — as the end of runway 19 there is a busy road, it is dangerous as too low, although the landing is Ok.
After T/O again, we headed north — yes north since KCDW tower does not like anybody coming from west directly. We fly around wanaque reservoir, and got the ATC, call the tower. Mark is at duty — I guess that’s him as his voice. I land as short field, and clear the runway at Bravo. Bob asked me if I can try not using brakes — but it is hard to hold my intuition to do so.
Anyway, I think today is quite productive . Last time, I did not know how to land at Lincoln park at all — today it is improved.
BTW: I feel very confident and comfortable today to do all the T/O and Landings.