Gusty Crossing

Crosswinds are a fact of life for pilots. We deal with crosswinds on almost every landing. What happens when the AWOS isn’t reporting gusts, pre-flight WX briefing showed a moderate crosswind, but on approach conditions were far from what was expected. Let’s dig in and determine what, if anything, could have been done better on this trip from Manassas (KHEF) to Emporia-Greensville (KEMV) on my search for Virginia Aviation Ambassador stamps.

This trip started off like most. On the drive to the airport I listened to LiveATC.net to get an idea of how many training flights were doing pattern work. Manassas has a few flight schools and is typically very busy on the weekdays with student flights. As a former student at one of the busiest schools on the field, I know the preferred schedules and try to plan my departures to avoid the congestion.

This day was a little busier than normal. The previous few days had seen poor WX conditions and now everyone was trying to make up for lost time. After arriving, doing a quick once over of the plane in the hanger, I checked the weather. I knew there would be some gusty conditions at my home base, however, nothing outside my minimums and, to be honest, I needed some practice with gusty crosswind conditions. So, expecting 8G16KTS at 40° to the right on my return, I would get some practice.

After filing my SFRA flight plan, I pulled the plane from the hanger into the morning light and called for a top off. While waiting for the fuel truck, I completed my pre-flight and closed up the hanger. Things couldn’t have gone any more “by the book”. I was feeling good about this day’s flight plan, I was planning on practicing some VOR navigation. The remaining ground operations went smoothly and I was ready for departure.

It had been about a month since I last stretched my wings, so I was focused on my checklists. Ensuring no steps were missed and watching my instruments. Like many other long cross country flights, I asked departure for flight following and was kindly given a new frequency. A benefit of flying out of the DC SFRA, you are already in their system, so, a flight following call is pretty easy for the controllers. Once clear of the bravo shelf, I started my climb to 7,500′ and steered toward my first VOR, Casanova.

After a 5 minutes, ATC asked if I was planning on turning on-course soon. I had planned on doing some VOR practice (seems silly, with VOR’s being shutdown and the “magenta line” being so easy), but it hadn’t crossed my mind until that moment, that I should be going direct. It would also shave off a few minutes. Hard left at Culpepper (KCJR) and on-course I am, direct Emporia-Greensville.

Some chop through 3-4,000′ but at 7,500′ cruise, it was nice and smooth. 35T is easy to fly and on this day, even getting it trimmed out was a breeze. Once trimmed, I was 2-finger flying for the next hour. It was clear, severe clear even. Clouds were way up there and it was clear and sunny below 12,000′. Even the traffic was light. Most of the flight was over forest lands but small towns and fields popped up here and there. Most of the ATC calls in this area were to regional jets and the like, flying into Richmond or Roanoke/Lynchburg.

As I drew closer to my destination, I was passed off to Washington Center. This was a new experience for me. Not that it was any different than talking with the approach controllers I usually am on with, but different none the less. There were some military flights being coordinated and some commercial traffic… and little ole me, cruising along at a breakneck 115KTS!

Emporia-Greensville Airport (KEMV) – SkyShots Photography

I finally picked Emporia out of the surrounding landscape and let Center know I had the field in sight. Switching to CTAF and squawking 1200, I was fully engaged in executing a smooth landing. The AWOS at Emporia was reporting 8KTS direct cross. Not that bad and nothing outside my skill level. As I was descending to pattern altitude, I had my first indication of trouble. Descending through 1,500′ for an 1,100′ pattern, the air became very choppy and I was having a hard time keeping level altitude. I began to wonder what the conditions near the surface would be like. I soldiered on and joined the downwind for RWY15.

The air started to smooth out a little while I was on downwind. After passing the numbers, I started thinking about the approach and reduced engine power to maintain 90KTS. No traffic in sight, or on ADS-B, I think I have the field to myself. Turning base, I could feel the wind pushing against me and I added some power back to maintain 80KTS while trying to move the airplane through the wind. Still, no traffic on opposite base or final.

After turning final for RWY15, I found myself off center to the left. And it was inconsistently getting worse. I continued to correct and get back to center. This is when I started to wonder if these were gusts I was fighting against. The inconsistent rudder pressure to keep the nose pointing down the runway sure seemed like it might be. I hadn’t planned on gusty conditions so this caught me a little off-guard. I kept working the rudder and yoke to maintain center but every time I would get on center, then another heavy gust pushed me off.

Now, my dear reader, this is where a lesson is re-learned once again.

You can always go-around

I was in a low energy state nearly 15′ off the runway and the wind is pushing me to the left. I’m working hard to get back to the centerline, but the wind is winning. My left main touches pavement first 10′ from the edge of the runway. Yep, that’s right, or left, not the right wheel to kiss the earth. Now, at this point, I knew 35T was going around and we were going to do that again. Full power, and away we go.

Once again airborne, I retracted the flaps one notch at a time, climbed to pattern altitude and began again. This effort would be different. Now I knew there were gusty crosswinds and they were strong. I extended base on this attempt and used less flaps and more power to give more authority to the rudder and ailerons to help maintain center. This approach went much better and I planted the plane on the 1,000′ markers. I came in hot, almost 80KTS, but I had much better control of the aircraft against the gusty conditions.

Exiting the runway and taxing to the terminal I could feel the gusts. I checked the AWOS as I was rolling along and found it to be reporting 9G15KTS still direct cross. After shutting down, I jumped out and tied off the plane to eat lunch before returning home. While chatting with the airport staff, I came to learn there is always a crosswind and most of the time it’s gusty. Many flight schools will use Emporia to teach for this reason.

On the return flight, having flight following was quite helpful as I stayed in Emporia a little longer than I planned, the traffic from student flights was quite heavy. Having that extra set of eyes was a big help! As expected, the winds at Manassas were gusty and 40° off the runway. I was prepared for that, and was revisiting my experience in Emporia the entire flight back. No go-around needed here, planted the aircraft with a more than gentle kiss a few hundred feet past the 1,000′ paint. I had to take the short and narrow runway, which also meant I had a 15 minute taxi as I had to wait for to cross both runways. I didn’t mind, after that much better landing I was again feeling good about the flight.

As pilots, whether 100 or 2,000-hours in the seat, we are always learning. Sometimes it’s learning something for the 10th time, like “you can always go-around”. When we think about Hazardous Attitudes, I think we all have a little of that in us even though we put our best effort into avoiding poor decisions. Whether the desire to stick every landing regardless of the conditions, or the belief that going around is only something a bad pilot does, I think these are Hazardous Attitudes and something I am working to avoid myself.

YOU CAN ALWAYS GO-AROUND!

Until next time. Keep the shiny side up!