The following is the METAR for the time this flight lesson took place:
KCDW 072053Z AUTO 31010G20KT 10SM CLR 27/09 A2992
It turned out to be a good day to practice crosswind landings so we stayed in the pattern. In addition to the challenge of landing with a crosswind, the pattern being flown was right traffic for runway 28. I’ve actually never landed on or flown the pattern for runway 28, other than my first discovery flight in which Tom performed the landing.
When we were holding short of 28, ready to takeoff and fly the pattern, another plane landed and reported wind shear. When we were cleared for takeoff, I applied aileron correction (turning yoke into the wind) in order to correct for the crosswind. We kept the plane on the ground past the rotation speed, reduced the aileron correction, and took off. The wind shear was apparent in that we got pushed around pretty bad during the upwind departure leg.
My first couple times around the pattern were a little sloppy since I was getting used to using landmarks as references on when to make the turns in the traffic pattern. During the final approaches, we used the crabbing method to try to keep the ground track of the plane aligned with the centerline of the runway. The nose of the plane was pointed away from the centerline during the approach which felt a little weird to me. I guess I have to get used to this or stick the sideslip method of keeping the ground track of the plane on the centerline.
One of the landings I felt were made too far down the runway for a safe touch and go so I aborted even though Tom said we had enough space to take off. This meant we had to taxi back to the active. I guess its always best to err on the side of caution.
When over the runway, getting the plane on the ground was a little challenging due to the gusts keeping us up. It is important to continue to keep the plane aligned with the centerline and hold off from landing until the flight parameters are optimal. In other words, you have to be more patient.
All the takeoffs were performed with 10 degrees of flaps (appropriate for short field takeoffs). The maximum amount of flaps used during landings were 20 degrees in order to minimize the amount the wind blew us around.