With the pre-Christmas season life is busy. Ottawa also has just started a transit strike, which does not affect me since home and work are quite near each other, but does affect my wife (who works downtown and normally takes the bus each day) and my daughter (who works shifts that start at various times, needs to take the bus to work or mooch the car... which normally is not around during the day). The strike sucks up time, and the shortage of time cascades into all other facets of life during a season which is normally busy.
But today I flew a bit. The school had a Christmas pot luck, and I managed to snag a late-morning time slot so I could attend both on one trip.
A look at the radar showed a ring of snow-showers all around Ottawa, and bearing right down on the Carp airport. And the rising air temperature (yesterday was -19C, today was above freezing) meant that there was a chance of rain or freezing rain. My original plan was to practice slow flight and stalls in the practice area, but the changing weather meant it would be prudent to stay near the airport. I'm still not happy with my normal approaches, so that was fine.
My instructor wanted to come along for the ride, rather than cutting me loose directly. Primary reason was the snow-covered runways and taxi-ways - we had some more snow last night - and he wanted to ensure my ground control was appropriate.
Four circuits dual... started with a short-field take-off, the remainder of the take-offs were touch&go (normal). Though the runway still had a dusting of snow, the brakes and tires held against the application of full-power.
Circuits were routine... I talked about the last lesson, how I have been working on getting started early, staying ahead of the airplane and leaving lots of time to calmly fly the approach. My circuit agenda was to stick to 1000' AGL and avoid wandering altitudes, and to not pinch 10-20 degrees off my headings and crowd the runway when flying the circuit.
Final approach was horizontally stabilized, and the vertical stabilization was getting better. Getting into a stable attitude with stable power and airspeed, and tracking the runway numbers, was a good tool. Today I tended to come in a bit lower and flatter than ideal, but with no last-300-yard application of power.
I unloaded the instructor, and did two circuits solo. Started with a short-field take-off, where I got off the runway nice and early, got a bit higher than ground effect, and wandered off to the left side of the runway once airborne. More practice required.
On the second downwind I noted that the visibility to the north had really shut down, about 8 miles away. I called full-stop and came home.
I felt rushed in this final circuit since I didn't want to be flying in what might be white-out conditions in a non-IMC certified aircraft with a non-IFR pilot, but forced myself to be methodical on the checklist and the approach. When you're in an airplane and you rush things, bad things happen.
Time: 0.6 Dual, 0.4 solo
Landings: 4 dual, 2 solo
Take-offs: 1 Short-field, 1 soft-field, 4 touch&go normal.
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