… of 2023. Actually, it was my first flight since early September of last year.
I had my first flight in the Cessna 182 this afternoon. Visibility was six miles, but there were scattered clouds at about 1500 AGL and and winds were 190 at 12 gusting to 22. When we decided to do a couple laps, the gust factor was only 5, but conditions deteriorated during the short flight. Fortunately, we were using runway 21, so the winds weren’t far off the nose.
Takeoff was normal. Rotate at 55, climb at 80. Thing was, I was closer to 90 and was still making over 1,000 FPM. I’d gotten blown off course a bit and was several hundred feet off of centerline by the time I turned crosswind. Before I could get a good handle on things, I was turning downwind and already 400 feet above pattern altitude. The CFI had me square up the RPM and MP, but by the time I got it dialed in, I had to go back to full RPM on the prop, pull power and deploy the first notch of flaps to start dumping altitude.
I came in hot, 80-85 when I should’ve been at 70. Well, maybe 75, given the gusty nature of the wind. Then I hit one of said gusts and airspeed bumped over 90 while I tried to compensate and stay on the glide path. Then I found myself a touch low and still at 80+. I added some power back in and pitched up a little. I wasn’t far beyond the threshold when I was low enough to level out and flare. I was working the ailerons for all they were worth and probably using more rudder than was wise that close to the ground to keep it near the centerline. It ballooned a little and then settled with a little more abruptness than I liked, but didn’t feel compelled to suggest that maintenance inspect for damage.
CFI said let’s go again. I don’t remember dumping the flaps – maybe I did or maybe the CFI did it because they were up when I checked everything before going full throttle. That takeoff and climbout was better. It again climbed like a rocket was strapped to the underside, but I was pretty close to aligned with the extended centerline when I turned crosswind.
I didn’t bother with the prop control that time, but again climbed well above pattern altitude by the time I was established on downwind. I guess I didn’t reduce power enough, because I was where I needed to turn base and was still 1,200 AGL. CFI commented that this one was going to be a bit of a dive. I pulled most of the power out of it once established on final. I again kept it around 80. I had to lose altitude, I had forgotten to trim, and I’d forgotten to add the second notch of flaps on base.
Despite all that, this approach wasn’t horrible. I commented that the landing was probably going to suck, and the CFI reminded me that a go-around is always an option if I didn’t like what I saw. I was confident that I could make a safe landing, if not the prettiest.
The wind was definitely gusting. I held a little bit of power in until just past the threshold instead of pulling all the way to idle once making the numbers was assured. I had 6,500 feet of asphalt, no need to tempt fate on a gusty day and only my third landing in six months. I kept it a little more level than is recommended for Cessnas until I got in amongst the ground. I flared and settled it onto the runway just as a gust decided to kick in. At least that’s what I’m blaming it on. I honestly don’t think I over-flared. It lifted a couple feet off the runway, and although I tried to save it, there wasn’t enough energy left to trade for a smooth re-settle. It thumped down firmly and I got my second landing from that one approach.
I decided that was enough fun for the day, grabbed a taxiway and took it to parking. CFI said that I didn’t do badly, especially considering the weather and my lack of recent experience. He said that we’d have been one and done if we’d been in a 172 simply because they are lighter and less forgiving of gusty winds.
I equate it to the one flight I did in my bird back in September. One previous flight in the preceding three months, and that in a very different model than mine. Less than ideal weather (although better than today), and a safe if not ideal approach or the smoothest of landings. I can fly. I just need more practice to get better at it.
I’m flying a 172 next week. I picked the 182 because I like the model, there is zero concern about useful load, and it’s roomy. But it’s Avidyne, not Garmin. My plane is getting a Garmin. I worry that I’ll not only have to learn approach power settings once I transition to my plane, but I’ll also have to learn avionics from a different manufacturer. Kinda like going from an iPhone to an android, but for critical functions that must be done correctly and in a timely manner.
We did the weight and balance today, and we have an eighty pound useful load cushion in the 172 with us, our flight bags, and full fuel. But it’s a smaller cockpit than the 182. I won’t know just how cramped it’s going to be until we give it a go. So we’ll take it for a few laps next week and then I’ll decide whether or not it’s cramped enough to go ahead and train on the Avidyne and deal with the transition later, or suck it up and learn on a Garmin. Plus it buys more time for them to finish my plane and I can just save my money and finish it it with little Miss Size Two.
Grumpy 