| Lesson 2
Date: Saturday 12/22/2007 Where: UZA Aircraft: Cessna 172 N818SP Instruction: 1.4/1.4 hours (air/ground) Dual Instruction with Derek Alter Take to the air: So today was a nice day. Derek wanted to take to the air as soon as I got there. So, to the preflight. We collect the airplane's book from the Dave along with the keys to the aircraft, and go over to the aircraft, which is tied down not far from the clubhouse. The first thing about the preflight I find out is not to try to memorize it - just follow the book each time. This means you won't forget something. Then we go over the checks. We follow the sequence in the book which gives the order in which you should go round the airplane, and we look carefully at the aircraft to make sure it's good to go. We look at the brakes to check that there is no fluid leaking and that there's friction material on the pads. I look at these closely...the rotors look far less substantial than the ones on my car, but then again, they need to only stop about 1/3 of the weight... We look at all the hinged surfaces, and that the castellated nuts (nuts with the top end shaped like a castle turret) are secure with the Carter key running through them. We check that the flaps work, and stay in position, and so on as we move on around the airplane. At each stop, Derek has some anecdote about somebody who didn't check something and had a post-flight laundry visit because of this, and also the facts about the effects of various parts being broken. The engine check also includes the check for bird nests - a bird finds the engine cowling a very nice nesting place, which will nicely stop the engine from cooling correctly. Now it's time to start the engine. We follow the engine start checklist, yell 'Clear' and we are ready to taxi. We also perform a quick brake check as we roll on, since it's difficult to tell if the system is not functioning correctly by just looking at the brakes as we walk around the airplane. Taxiing is...odd to say the least. You steer with your feet for one. Fortunately, I already know this from having been a helicopter crew chief in the Army. However at the helm of the aircraft I still had the occasional urge to try to turn the wheel. After some zigzagging around the taxiway centerline, I finally got it more or less straight. I've heard stories about taxiing being the last thing you get right... Then the runup check. Keep following that checklist, make sure that the oil pressure is still correct, make sure the vacuum is in the right place, make sure that the RPM drop is within limits as we switch mags. Then a clearing turn (turn round to look for traffic - UZA is an uncontrolled airport) and we are ready to go. On to the active runway, and I opens the throttle... Off we go down the runway. I was a bit left of center and I could feel Derek helping to get us back on centerline. It wasn't long before we rotated and left the ground! I look outside - and at last I'm staring at the road learning to fly! The instruments are active and the altimeter hands started to wind around the instrument. At 500 ft, we dip the nose to check for oncoming traffic and continue in the departure pattern. It's not long before Derek has me doing a few turns, and I can see out of the corner of my eye that he's not touching the controls. The thing that I'm worried about most right now is overcontrolling. A 20 degree bank feels like a lot when this is the first time you've done it, but I'm enjoying myself. I even get the ball in the center on one of my turns! After an hour we need to get back to the ground. Derek is doing the radio work, and announces our heading into the traffic pattern, as we travel towards it. Abeam of touchdown point, Derek reduces the RPM and the nose eases down. We go around to the base leg, then final, and touch down. As we flare, I can feel the ground affect as we float a little, then the stall warning goes off as we touch down. I get to taxi the airplane back in, and this time I manage to leave the yoke alone, and work with my feet even though, I am still going quite left of center. Conclusion: There is nothing to compare with this. If you have even the smallest inkling to fly, or you enjoy flight simulator, just get out and do it. As for the learning curve, this is what I've found so far. As we started, I found I suffered some information overload! This will decrease over time, as you have done more and more pre-flights, you'll come to appreciate the finer points better, as you taxi, you'll get the feel of the airplane on the ground better, as you maneuver, you'll get to feel the controls better, and so on. Derek told me to expect this sort of feeling as we got started, so it wasn't unexpected. What I learned: Flying is indescribably fun Preflighting according to the airplane's POH (Pilot's Operating Handbook) is extremely important. A potential involuntary evacuation of the bowels at the least and a wreck at the worst are the consequences of not doing a good preflight. Hold the yoke with one hand. I've already found out that it's easier to control that way. Keep a good look out for other traffic. A good way to remember the V-speeds is attach memory jogs to them (in particular, the ones I forgot: Vx and Vy - Vx is the best angle of climb airspeed, and Vy is the best rate of climb airspeed: the way to remember the order of these are X is before Y in the alphabet, and Angle is before Rate in the alphabet too). |