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From: ron@hpfcmt.UUCP (ron)
Newsgroups: net.aviation
Subject: Re: Orphaned Response
Message-ID: <10400009@hpfcmt.UUCP>
Date: Sun, 13-Jan-85 16:19:00 EST
Article-I.D.: hpfcmt.10400009
Posted: Sun Jan 13 16:19:00 1985
Date-Received: Wed, 23-Jan-85 06:35:11 EST
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Nf-From: hpfcmt!ron    Jan 15 13:19:00 1985

Re: Landing on gusty days etc


It's never easy no matter how long you've been flying (so I've been told).

I've come around to the conclusion that it's not the technique that's the
most important as it is the decision to be there in your airplane in the
first place.

I just returned from a cross-country in a C-152 of 225 nm to Rapid City
South Dakota (from Colo.). Flight precautions were posted for the entire
world (it seemed) for moderate to severe turbulence. Wind was reported 
at RAP for 20 kts right down the runway. I decided I would go ahead on
my way with some well-chosen turnaround points if the turbulence were
as forecast. It was as smooth as glass for 175 miles. So, I wound up on
the final leg fighting the turbulence on into the airport. The wind had
come up to 30 kts gusting to 40 (still right down the runway). No problem
right ? Well, pretty much right. The landing was not the best but was acceptable
considering.... (ground roll of about 40 feet).  So far so good. Safe on the
ground, not out of gas, right side up.......  

Oops. How do you turn this thing out of the wind to get off the runway ???
Things started to get serious then. The immortal question asked by aviators
since the Wright brothers came to me..... WHAT AM I DOING HERE ?????????
No, I didn't break anything or really even get too close but......

I learned:  (1) If the wind is a problem maybe you simply shouldn't be there
	    in the first place. In retrospect I should have considered that
	    30 kt winds ARE a problem even if they are right down the runway.
	    One usually has to exit the runway to get gas.
	    (2) All the rules for control deflection in high winds WORK.
	    I didn't flip over. And if a 1450 pound C-152 didn't flip
	    while taxiing in conditions where full downwind brake and 
	    rudder and full power would just keep the airplane on the
	    runway turnoff then those rules are right.
	    (3) That my personal limits for safety and comfort are way
	    below 30 kts in a C-152.
	    (4) I really should have considered NOT continuing on to the
	    destination. I should have turned around and been blown back
	    downwind to one of my alternates in the lower wind/no turbulence
	    areas.
	    (5) That I am still capable of mistakes in judgement.

My point is: Your instructor and all the netters here are trying to get
you to use your head BEFOREHAND in all kinds of different situations. The
biggest lesson to learn ( and keep learning and learning and learning and..)
is that the smartest pilot in the world is the one who knows (1) what he
can't do and (2) DOESN'T TRY.

Ron Miller CFIG and Student Pilot (airplane)  
"Sigh of relief"
Hewlett-Packard Co
Ft Collins, Colo.
hplabs!hpfcla!ron-m