07/15/03 - Back In The Saddle... Three weeks after receiving my PP/ASEL I have started my IFR flight training. I had some ground work yesterday but today was the first flight. I amd training in a newer (2 yr. old) Cessna 172. It still has that new plane smell; leather and all. Thunderbird uses the Cessna CD-Rom training kits so that is the program we are following.
The first flight has us going over straight and level flight, constant rate climbs and descents, standard rate turns, and just the very basic stuff getting used to the training under the hood. Now I did do some "under the hood" training in my PPL, but from here on out it is all done that way. After teh pre-flight it was time for me taxi out to the RW, 28 for today, and get ready to go. The taxi check is only the first place where things were different from the PPL training. I was checking the instrments and calling them out so that Drew knew I was checking them and they were operating correctly. "A.S.I., erect and not moving. A.I., horizon level with wings indicator. Alt. within 75ft of altitude (ground elevation now). T.C. swings freely in the opposite direction of turn. D.G. swings freely with the turn. V.S.I. is level at 0 and is not moving". Richard, the clock was not sweeping or ticking :-), it is a digital clock. Ha-Ha. Everything was working so we were ready to go.
We were cleared for departure with incoming traffic on base and after pulling onto the RW we were told "cleared for takeoff with NO DELAY. So, takeoff we did. Just as I was starting my climb checklist, Drew took thew plane and said, "put on your hood". The hood was on as I thought to myself what am I doing. Climb to 3000, turn to and maintain a hdg of 240, those were my first instructions. As I started the climbing turn I encountered the next difference in training, turns. Since all turns should be standard rate (SR), use the rudders to get to and maintain that standard rate. It is much easier than cranking on the yoke and overshooting the SR.
Next up was a couple of SR 360 degree turns; one to the right and then one to the left. Not too bad, I was able to maintain alt. with only a little loss. DON'T fixate on scan. Then it was constant rate climbs and descents. Descend at 90kts, reduce power to about 1800rpm and drop the nose on the AI slightly and watch for the ASI. Once pegged on 90kts, add some back pressure to maintain the speed and then trim out that pressure and continnue the descent. Now descend at 80kts a little less power and repeat the steps above. Things are going o.k. Now it is time for the climbs, full power and pitch for the desired speed, 90 kts. The same steps basically. Add power, pitch for desired airspeed, hold the speed and trim out any control wheel pressures. I was able to climb at 90kts but the rate of climb was not that great. Now climb at 80kts, again the same steps just be sure to use the trim once the speed is pegged.
As we were climbing, I noticed Drew was dialing in ATIS so I knew it was time to start heading back. My head was spinning so the end of the lesson could not have come at a better time. About 7 miles out the came off and I brought us in on a visual approach. We were cleared for right DW on 28R. It is a differnt view being under the wings instead of on top (as in the Warrior) so that was strange. As we turned base and final it seemed we were high, but I think it was just the different view that was throwing me off. As I lined up for final the wind had blown us slightly and then I looked at the windsock. CRAP...almost a direct crosswind, (winds 33012). I got back on the centerline, put in the correction, and brought the plane down. Considering it was my first landing in the 172, it was not too bad. I even managed to land the XW wheel first. The fligth was over and I was back on solid ground. Whew!!
Lessons Learned:
1. Don't fixate, maintain a constant scan.
2. Be aware of the power setup that works for each rate. Note the rpms and position of the A.I. that will get the desired performance.
3. Maintain hdg and only make slight corrections with rudder immediately after you notice the hdg slipping.
4. Anticipate your level off point when climbing or descending. Otherwise you will shoot right through it.
5. Maintain your alt. as well. If you do slip do not over correct and chase the VSI needle. Anticipate and adjust the power settings accordingly when reaching your desired alt.
6. Basic cruise power at 2300rpms, descend at 1800rpms (500fpm descend rate, climb at full power.
7. All turns are standard rate; use rudder.
Until next time!!!
