2003-07-GBR-to-OSH_-Precision-Landings-Every-Time

THE VINTAGE INSTRUCTOR

GBR to OSH Precision landings every time DOUG STEWART NAFI MASTER INSTRUCTOR

“R

ed and Cream Taildragger, turn right.

Now. Cleared to land runway one eight right, cross two seven at 1,800 feet.” Rolling into the turn I looked forward to getting on the ground.

It had been 12 flight hours ago that my son and I had left Massachusetts bound for Oshkosh.

Holding outside of Ripon for close to an hour in temperatures higher than 95ºF, while a humongous gaggle of Mooneys landed, had not done much for increasing my sharpness. I was limper than the wet dishrag I’d left hanging on the kitchen sink so many hours ago in the pre-dawn darkness before leaving for EAA AirVenture 2002.

But I couldn’t relax yet. As I rolled out of the turn I noticed a blue Cessna 140 passing inside and below me. “First taildragger land at the second intersection; second taildragger land at the first intersection,” the tower controller said.

Oshkosh arrivals always hold some excitement, and this certainly was living up to expectations, and then some. “Dad, look out! On your right! At 2:30, same altitude,” my son shouted over the intercom.

There on my right, passing me at my altitude, was a Cessna Cardinal. Its maroon and white might have been mistaken for red and cream, but the little wheel was in the wrong place for a taildragger.

If ever a precision spot landing would count, this was it. I knew 22

JULY 2003

that the Cardinal would be unable to land at the first intersection based on its speed and altitude. For a moment my concern was for the poor soul in the Cessna 140. If the 140 pilot put it on the second intersection, the Cardinal might easily nail it from behind before all was said and done. That was not my immediate problem; landing on the first intersection was.

Kicking my PA-12 into a forward slip, I was on target and on speed.

All that was left to do now was to keep my aim point from moving up or down in the front window, keep the airspeed where it should be, kick out of the slip at the right time, and nail the spot landing. I don’t think my hands were sweating just from the intense heat. I had had to wipe them numerous times during that interminable hold back at Ripon. No time to wipe them now. I had to keep one hand on the throttle and one on the stick.

We touched down right at the intersection, and quickly cleared the runway. Who knew what might be on our tail? As we turned into our parking space close to Vintage headquarters, the Cessna 140 and Cardinal had yet to show up from the southern reaches of Runway 18.

There are many times that a precision landing might be required, not just for a famous Oshkosh arrival. Certainly they are needed when landing on a short runway.

And if the only landing area in a power failure happens to be a 1,000-foot-wide parking lot bounded on one side by a building and by a busy highway on the other, then the spot has to be where we land, not what is left after all the debris has been removed.

How can we obtain this kind of precision? Only by practice, practice, and more practice. I remember seeing a sign in my son’s school music practice room. It said: “Practice makes better!” Sage advice. If we seek perfection, we might be frustrated if it is not

If ever a precision spot landing would count, this was it.

I knew that the Cardinal would be unable to land at the first intersection based on its speed and altitude. achieved, and then lapse into complacency, accepting a landing anywhere in the first half of the runway as good enough. It would be better if we made every landing an opportunity to practice spot landing skills. Strive to improve your skills at every opportunity.

For those of us who fly from

short fields, spot landings are often imperative for the good health of plane and pilot alike. But if you operate from an airport with long runways, it is easy to fall into the trap of accepting less than spot landings. This should be unacceptable. Make it a personal rule that every landing be a spot landing. If the runway is 9,000 feet long, do not accept any landing in the first 4,000 feet as good. It isn’t! If you wish to land long, let the tower know, and then land at the spot that you have chosen.

Make that spot landing your personal minimum.

Some of you might be asking yourselves, “How does one achieve this type of precision?” The answer is simple. Be on target. Be on speed. It has worked for me in every type of aircraft I have flown.

Whether a J-3 Cub, a Malibu Mirage, or a Navajo, if I am on target and on speed I will touch down just beyond my aim point. What do I mean by on target? Choose an aim point just short of your chosen touchdown point. If the aim point is not moving in the window, then you are on target (on the glideslope leading to your touchdown point). Now be sure that your airspeed is proper, remembering that wind, weight, and density altitude all have an effect in determining the proper speed. It will work every time. Guaranteed!

Practice this at every opportunity, which means every landing you do. Then when you hear the tower controller say, “Red, Blue, and White Skyhawk cleared to land runway two seven, land on the orange dot!” you can rock your wings in affirmation, knowing that you have the skill to land with precision. As you touch down on that orange dot you are allowed to smile, knowing that you are more than a good pilot . . . you’re a great pilot.

By the way, if you are at EAA AirVenture 2003, please stop at the NAFI tent and say hello. I’ll be there all week. I hope to see you!

Vintage Airplane

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