Flight Training - June 2024 - 51

power. As soon as the power got a grip, we
transitioned to an area of strong lift. Dang!
Four seconds later I declared a go-around
and off we went. Years earlier I learned that
one must come down the hill face as though
it were just a steeply inclined extension of
the runway. It's the gomers that float over
that part that end up calling their insurance
companies. Two more approaches, two
more go-arounds. We landed on 28, picked
up Maria, and returned to Grand Case for
signatures, taunts, reassurances, and bill
paying. I was done.
The problem I had just faced is that a
gentle headwind to 10 helps. A bit more
and the wind rises up the eastern side of
the hill facing the runway, then curves
over the crest, and dives down attached to
the surface of the opposite hillside, maybe
dragging the airplane down with it. I now
understand that an approach to 10 with
much wind must be steeper, hoping to
avoid the orthographic descending wind
on the westerly face of the hill. Likewise,
adding power when I did will generally
result in a go-around. The pilot must trust
that the descent will be brief and replaced
with rising air.
My technique for Barts requires an
intimate familiarity with the airplane,
ONE AIMS FOR
AS LOW OVER THE
HILL CREST AS
NERVES CAN STAND.
and extensive practice at super-slow
approaches. The Mooney handbook-recommended
approach speed is 80 mph.
Full-gross-weight stall, wings level, is 57
mph. The FAA standard recommendation
of 1.3 times the stall speed for normal
approach would be 74 mph, and short field
1.2 times VS0 at 68.4 mph. To get into a
field like Barts requires me to hold about
63 to 64 mph on short final, with full slip.
Once stable at this speed and slip, the
descent rate can reach 1,000 fpm. In my
airplane the stall warning will be voicing
its criticism. These speeds also leave no
energy reserve for a descent-stopping flare,
so as I reach the runway I will either add
a touch of power, or preferably just lower
the nose at about seven feet to borrow a
little speed I'll use for rounding off in a
brief flare. My Mooney also has hydraulic
hand-pumped flaps, and a retraction toggle
that allows me to smoothly dump them
just before touchdown, while simultaneously
raising the nose further, hopefully
arriving at the runway without banging
things. This requires a lot of practice.
While Barts is fun, and worth a visit,
operating deep in the drag valley is not
something to take lightly. I use variations
of this technique on every approach not
interrupted by ATC or traffic, so it is a
comfortable second nature for me. Often,
landing on 28 is just a better plan, even
with a tailwind.
With humility restored, I was sure this
would be my last visit to Barts. However, I
don't like going out with three go-arounds
as my final at-bat. FT
DON PETERSON is a flight instructor and
A&P/IA with more than 40 years of flying
experience.
The forty-third edition of the AOPA Caribbean
Pilot Guide is now available. Find
airport data and the layout of each island,
Customs and Immigration information, fun
things to do, and more. Order your copy
online. aopa.org/pilotguides
FLIGHT TRAINING JUNE 2024
51
DON PETERSON
http://www.aopa.org/pilotguides
Flight Training - June 2024

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