Three Lessons, Three Days

This past Saturday, I accepted my scholarship at the AOPA Fly-In at KFDK and wasted no time getting into the air.

Sunday, October 5, 2014 – 9:00AM

Flight Lesson #1

Instructor: Matt Kiener

Holy crap. What was I thinking? How can I give this money back? Straight and level flying? How about we just don’t die.

All thoughts running through my head.

I didn’t think going from the right seat to the left would be a difficult transition but what I didn’t realize was the amount of change… A different perspective outside, a different view of the instruments, and you’re now doing tasks with your right hand which was done with your left before.

Heading of 24… Now 25… Oh no, 26… Back to 24… Too far, now we’re on 23.

Flying straight was difficult because I made it that way. Instead of picking a landmark and flying toward it, I was constantly looking at my heading indicator and basically trying to fly IFR. For a new pilot, it doesn’t work as well, which I learned.

My first pre-flight on the 172.

Monday, October 6, 2014 – 9:00AM

Flight Lesson #2

Instructor: Tom Kramer

Deep breath in… I can do this. Today was a much better day than yesterday. More comfortable with the airplane and more comfortable in the sky.

Ground school consisted of videos about airplane systems, more specifically the engine.

Sky Manor traffic. Red and white Skyhawk departing 25 to the west. Sky Manor.

We taxied onto the runway and before you knew it, we were airborne and climbing. There was a bit of rough air until 2,500’ but smooth sailing after that. 

Straight and level, I got it this time. Mr. Mountain, I’m headed toward you!

Pick a landmark and fly toward it. Take note of the area between the horizon and instrument panel. Is it straight? You’re level. Is it getting smaller or has disappeared? You’re climbing. Is it getting larger? You’re descending. All of these helped so I wasn’t looking at the instruments as much. I still have to get used to trimming the airplane so it keeps altitude without back pressure but I flew straight and level which was the task at hand.

Turn us around, pretend you’re headed back home.

We practiced some shallow turns to the left and right. Left and right. Left and right. Over and over again. Tom helped me become more familiar with the area so I can tell when I’m approaching the airport, such as using the Frenchtown Bridge as a landmark, without use of a GPS. It’s amazing how much we relay on technology when we have it available. Until now, I never really had to pay attention to the places under me.

Tuesday, October 07, 2014 – 10:00AM

Flight Lesson #3

Instructor: Tom Kramer

Ground school consisted of crosswind takeoffs and landings due to an eleven knot crosswind with gusts up to nineteen knots on runway 25.

During preflight, it was determined that I officially cannot sump the lower fuel valve by myself since my arms just aren’t long enough. I’m determined to find a way to be able to do this… There has to be a way. Standing 5’2”, I know I’m not the shortest pilot out there.

Centerline. Full aileron. Power. Ease out of rotation. Pull back. Climb.

Was it easy? Definitely not. Was it as hard as I was expecting? Not really. Would I want to perform a crosswind takeoff every time? Negative.

Clear to the left and turning.

Once in the air, we practiced more shallow turns. According to my instructor, better than yesterday and doing well. After a few left and right shallow turns, we proceeded to do 30-degree and 45-degree turns. Let’s just say I could use some more practice. I need to learn to hold more back pressure so I’m not losing altitude but not too much where I’m climbing. It’s all a balancing act which, although I can barely walk a straight line, I’m confident I will get with time.

Let me show you what killed John F. Kennedy, Jr. This is what we call a spiral or graveyard spiral.

A little bit of panic and eyebrow sweat occurred with that lead but I knew I was in good hands. Bank, spiral, descend… Roll out of bank then climb.

For whatever reason, you lost your engine. Now what? Let me show you.

Next we practiced the best glide while simulating an engine failure. Tom trimmed the airplane to bleed off airspeed and slowly descended while looking for a place to land, in our case it was the airport. He had to do one 360 before reaching pattern altitude then entered downwind. After looping it and lining up with the runway, we glided onto 25.

I’m eagerly awaiting my next lesson on Thursday. I've always preferred to be in the air but it’s even better when you’re the pilot. 

To the sky...

Sarah