This was a great summer for flying… Oshkosh, Dayton, Colorado plus 3 CA flights for weekend fun. Dallas Faye(my plane) has performed well and weather has been my friend, except for the Bonanza Mass arrival being rained out.
I did, however, have an interesting landing this past week that made me revisit my personal minimums and talk through proper procedures with a handful of pilots/controllers(both male and female). This is how I process and learn.
My landing: I was returning from a 3-day trip from Columbia, CA at the base of the pass to Tahoe. I had a passenger who is not a pilot. The one-hour flight was great, and we were very glad to avoid the 5 ½ hour drive. While in the downwind for Rwy 29 at SBP, the controller said he would call my base. He released a jet for departure, paused and called my base,“caution, wake turbulence”. I was too far down the downwind to see the runway as I started my base turn.
Once turning, I saw the departing plane just beginning to slowly taxi onto the runway from the run-up area. I was going to be closer behind him than I was accustomed. I told my passenger I was slowing things down and would be landing right at the numbers to ensure we avoided any wake. Gear was down, flaps were in, I was right where I wanted to be. I think I was a few feet off the ground when I was sucked down HARD. We bounded and shifted slightly to the right. My wings stayed straight; my hand was on the power. She settled and landed without issue. I told my passenger I think he actually got three landings(trying to find some humor). We had just experienced wake turbulence. I have seen this happen to another plane landing while on a formation flight. In that case the plane swung strongly right with the right wing high. He powered through and did a go-around. This was my first wake-turbulence experience and I was happy to have kept us level.
My review: Why had the controller called my base without a comfortable spacing from the jet on departure? Why did I not choose to go around?
As for the controller, he did his job. While I still think he called my base early, and while I hear common practice in SLO is 6,000’ separation between jets and small aircraft, FAA 2.6.3 says controller are responsible for wake-turbulence“advisories” for VFR aircraft. He gave me an advisory.
So why did I not just do a go-around? Well, great question. I thought I had it covered. Yes, spacing was worthy of note when I turned base, but I knew where I wanted to touch down. Humm, or maybe worth considering, I have never had the need to fly a go-around since moving to SLO. For future flights, my minimums will be different. So I thought it would be good to review… the go-around.
A good go-around… Thank you, Erin, Kathy and Amanda for your contributions.
Be thinking about a go around on final and mold what you would do in the situation... Usually offset to the left because, in SLO, we are typically in left traffic. However, in a low wing and in the left seat, you might not be able to see the runway(and any landing/departing traffic) from the left side of the runway, so it might make sense to offset right. This decision could also depend on what other traffic is in the pattern or departing. In addition, the tower may call your direction. This is all part of paying attention to all radio calls while you are inbound. Situational Awareness! When you have time to communicate, include your offset direction so the departing traffic knows where you are.
The turn will depend on whether or not there is traffic in the downwind, and also how much time is needed to reset on the downwind. If you start your process for setting up for landing midfield, turning early may not give you much time to get a trimmed out, stable aircraft before you begin the 2nd approach. Extending the upwind might be helpful. Cram, Climb, Clean, Communicate! Power in, prioritize arresting the descent, then gradually getting flaps out while starting a climb with an emphasis on airspeed management. With the Cessnas, there is a huge nose up moment when you add power with full flaps, so add full power, push against the yoke enough to keep positive airspeed, remove first notch of flaps and start the climb.
I’d love to hear your feedback, suggestions and experiences at our next meeting.
SW Section Meeting: Sign Up As A Volunteer!
By Liz Ruth
Our chapter is hosting the Southwest Section Fall Meeting on October 3-6. The planning committee has been working over the past year to set things up and the registrations are rolling in. Now it's time for all our members to sign up for volunteer positions during the conference so we can all work together to help make it a success. Click on this link to go to the website that will let you sign up for lots of fun opportunities. If you have any questions, contact volunteer coordinator Liz Ruth at(805)458-3202 or lizsruth@gmail.com. Click here:
This is a link to a website I have set up for volunteer sign-ups for the Southwest Section Fall Meeting on Oct 3-6.
Two Scholarships in October
By Liz Ruth
Reminder: The SLO 99s are awarding two $1000 Flight Training scholarships in October. The scholarships are open to women over 17 years old who are San Luis Obispo County residents or active members of the SLO99s. Please see the SLO 99s website for more information on the application process. Application due date is October 1, 2019. Contact Scholarship Chair Liz Ruth at lizsruth@gmail.com or(805)458-3202 if you have any questions.
We are in need of a website refresh. We have a list of suggested updates from an experienced webmaster but we need a volunteer who has the background to make these changes. Anyone interested can contact Susan Steeb.
Chairman’s Message
SW Section Meeting: Sign Up As A Volunteer!
Two Scholarships in October
NEEDED: Web Master Volunteer
Minutes of the General Meeting (8/7/2019)