I consider myself an experienced pilot with more than 3,000 flight hours and over 1,600 Cross Country hours. I am a commercial rated pilot, built my RV, and have flown it over 16-year. I have over 2,700 RV hours.
Background: Airplane is RV-6, 160 HP, Constant Speed prop, VSO = 41 KTS, VX = 65 KTS, VY = 80 KTS
Normal pattern speed is 65 KTS, decent rate down final = 700 FPM
After a 2.6 hour cross country flight; I experienced an event that was a first for me after 32-years of flying.
ASOS reports Wind 200 @ 14 KTS with gusts to 23 KTS when 10 NM out.
Crossed over the airport and entered left pattern for landing on Runway 21. Update on the ASOS on the radio reports winds 19 with gusts to 29 KTS.
Flying a normal pattern (1,000 AGL TPA) and decent approach profile at a ¼ mile final and 300’ above the runway, I experienced a strong sink rate. Airspeed dropped to 60 KIAS and sink rate was 1,700 FPM. Full power was added and forward pressure used on the stick. The windshield is full of the hill / cliff at the approach end of the runway. Airspeed, Airspeed, Airspeed go through my mind. Full power slowed then arrested the sink rate but there was a slight delay as airspeed went up and I had a positive rate of climb. I am now over the numbers doing 80 KTS and 50 feet in the air. With lots of hours and experience in the airplane, I pulled power for landing. The runway is 3,898 feet long so the excess airspeed was judged not to be an issue. Power pulled to idle, airspeed reduced and a normal one small bounce 3-point tailwheel landing followed.
Shutting down the airplane, I am greeted by the airport fuel attended and welcomed to the airport. Telling him about my landing experience, he reported that the last three airplanes all did go abounds. One of the airplanes did three approaches before it landed.
When I get to the hotel, the landing event goes through my mind. I instinctively pushed forward on the stick when I wanted to go up. I knew that I needed airspeed to climb. Most people will pull back to go up. I was looking at flying straight into a hill or cliff but I needed airspeed. Pulling back would have decreased airspeed, put the aircraft on the backside of the power curve, and a possible stall may have occurred. Two-weeks earlier, my local EAA Chapter 45 had John G. Dye (no relation to Paul “Ironflight” Dye of NASA fame) of Bad Attitude, LLC give a talk about “Upset Recovery.” I remember him saying to start an upset recovery; they teach to Unload the aircraft.
I prefer to use my Superior Judgment to avoid situations that require the use of my Superior Pilot skills. I would like to think that I was required to use my Superior Pilot Skills in this situation. Looking back, I ask what could I have done different? Going around is first thing that comes to my mind. IF I were not so comfortable and familiar in the aircraft, I would have. I should have used higher approach airspeed to compensate for the head wind and the gust component.
Thought I would share this experience so that others may learn something.
Background: Airplane is RV-6, 160 HP, Constant Speed prop, VSO = 41 KTS, VX = 65 KTS, VY = 80 KTS
Normal pattern speed is 65 KTS, decent rate down final = 700 FPM
After a 2.6 hour cross country flight; I experienced an event that was a first for me after 32-years of flying.
ASOS reports Wind 200 @ 14 KTS with gusts to 23 KTS when 10 NM out.
Crossed over the airport and entered left pattern for landing on Runway 21. Update on the ASOS on the radio reports winds 19 with gusts to 29 KTS.
Flying a normal pattern (1,000 AGL TPA) and decent approach profile at a ¼ mile final and 300’ above the runway, I experienced a strong sink rate. Airspeed dropped to 60 KIAS and sink rate was 1,700 FPM. Full power was added and forward pressure used on the stick. The windshield is full of the hill / cliff at the approach end of the runway. Airspeed, Airspeed, Airspeed go through my mind. Full power slowed then arrested the sink rate but there was a slight delay as airspeed went up and I had a positive rate of climb. I am now over the numbers doing 80 KTS and 50 feet in the air. With lots of hours and experience in the airplane, I pulled power for landing. The runway is 3,898 feet long so the excess airspeed was judged not to be an issue. Power pulled to idle, airspeed reduced and a normal one small bounce 3-point tailwheel landing followed.
Shutting down the airplane, I am greeted by the airport fuel attended and welcomed to the airport. Telling him about my landing experience, he reported that the last three airplanes all did go abounds. One of the airplanes did three approaches before it landed.
When I get to the hotel, the landing event goes through my mind. I instinctively pushed forward on the stick when I wanted to go up. I knew that I needed airspeed to climb. Most people will pull back to go up. I was looking at flying straight into a hill or cliff but I needed airspeed. Pulling back would have decreased airspeed, put the aircraft on the backside of the power curve, and a possible stall may have occurred. Two-weeks earlier, my local EAA Chapter 45 had John G. Dye (no relation to Paul “Ironflight” Dye of NASA fame) of Bad Attitude, LLC give a talk about “Upset Recovery.” I remember him saying to start an upset recovery; they teach to Unload the aircraft.
I prefer to use my Superior Judgment to avoid situations that require the use of my Superior Pilot skills. I would like to think that I was required to use my Superior Pilot Skills in this situation. Looking back, I ask what could I have done different? Going around is first thing that comes to my mind. IF I were not so comfortable and familiar in the aircraft, I would have. I should have used higher approach airspeed to compensate for the head wind and the gust component.
Thought I would share this experience so that others may learn something.
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