Silverhawk
Filing Flight Plan
I reported to ATI 20 minutes early, for a 10 AM ride. My Instructor greeted me at 10:07 AM and we went right into a review of basic aerodynamics, controls, and, instruments.
She guided me through the untie, and, walkaround. N383SP is in good shape. I took great joy in moving the control surfaces, noting the sounds, amounts of "play" etc.
It had rained heavily the day before and I took a very close look at fuel caps and their gaskets, as well as all fuel samples. All good! The samples went back into the tank.
She pointed out exterior lights and the stall horn. An EXTERIOR stall horn! She showed me where to check the alternator drive belt for proper tension.
We inspected for missing fasteners of any kind and I noticed the general cleanliness. Good line guy!
With me sitting left, We turned on the power and coms. She handled the throttle and the mix, having me start the plane. The key selectively tests the two "magnetos". If there was a problem I'd hear the engine slow down.
She checked the weather. Near optimal conditions she said.
We received clearance for runway 31: A 4000 foot paved commercial runway. We brought the engine to 1400 RPM and established our taxi roll, then we cut to 1100 The plane rolled well.
She explained rudder vs brake steering, both use the foot pedals, with the brakes higher up on the pedals, and, the rudder lower down on the pedals.
She pointed out: ramps have letters, runways have numbers. She said don't taxi any faster than a average human could jog.
My muscle memory, interfered somewhat. I automatically tried to steer like in a car. She had to correct me three times!
I also automatically treated the "center line" as a highway lane marker and started to steer "down a lane" She only had to make that correction once.
I found I could only hold the center line by constantly going from one rudder pedal to the other in a regular motion. I tried to break out of it by breaking up the steady rhythm of my control inputs. Some became too rapid for her liking and She corrected me. We wiggled on out.
At end of ramp, She makes another weather check. I was talking, and, distracted her. she calmly let me know. She adjusts the heading and altitude indicators. We are cleared for that last turn and she announces our takeoff. This is it!
She manages the mix once again while having me push the yoke to hold the tail down (Edit/update: I think it was actually pull back, not push). We hold the brakes, and, she has me push the throtle all the way in. Sounds smooth, powerful. We release the foot pedal brakes and GO!
The very lightly loaded Cessna seems to almost jump up into the air. Acceleration past 60 knots is rapid. The takeoff roll is so short it is over before I can fully appreciate it. We're quite light today!
The plane zoomed off the runway, but, was immediately frisky at this weight. I notice myself using a LOT a continuous control input changes.
The plane climbs sharply. She directs me to gently push forward and use the rate-of-climb indicator to achieve a climb rate of 500 feet per minute. We had been going almost twice that. We reduce power to 2000 RPM. All is good.
We pass 1500 feet and bank 20 degrees right to 030 magnetic. We continue to 2500 feet, and, ride out for about 8 minutes to a local wildlife preserve. I am enjoying this so far. The plane keeps wanting to swoop up and down like a dolphin in the sea.
She notices that I like to use the attitude indicator a lot. She corrects me to use the actual horizon instead. I should only be "glancing" at the instruments she says.
As we pass the wildlife preserve, we come left to 330 magnetic and partially circle it's lake. Despite the work, I am having a VERY good time... up until now anyway...!
Then it happens: VERTIGO. I immediately let her know. She hands me a small plastic bag and says: "Don't worry, I have the airplane. We're near the airport and can come right down." She is directed to the "downwind leg" of the traffic pattern. Another 7 or 8 minutes and we are landing. We taxi to the tie down, shut down, and there is only the sound of the mechanical gyro spooling down.
She seems a bit dissapointed, and, indicates that it's been her experience that most people are "scared off" by what I'd just gone through. Of course, she does not really know me
I let them know I'd be back. Maybe dramamine, ginger products, less food will help.
She guided me through the untie, and, walkaround. N383SP is in good shape. I took great joy in moving the control surfaces, noting the sounds, amounts of "play" etc.
It had rained heavily the day before and I took a very close look at fuel caps and their gaskets, as well as all fuel samples. All good! The samples went back into the tank.
She pointed out exterior lights and the stall horn. An EXTERIOR stall horn! She showed me where to check the alternator drive belt for proper tension.
We inspected for missing fasteners of any kind and I noticed the general cleanliness. Good line guy!
With me sitting left, We turned on the power and coms. She handled the throttle and the mix, having me start the plane. The key selectively tests the two "magnetos". If there was a problem I'd hear the engine slow down.
She checked the weather. Near optimal conditions she said.
We received clearance for runway 31: A 4000 foot paved commercial runway. We brought the engine to 1400 RPM and established our taxi roll, then we cut to 1100 The plane rolled well.
She explained rudder vs brake steering, both use the foot pedals, with the brakes higher up on the pedals, and, the rudder lower down on the pedals.
She pointed out: ramps have letters, runways have numbers. She said don't taxi any faster than a average human could jog.
My muscle memory, interfered somewhat. I automatically tried to steer like in a car. She had to correct me three times!
I also automatically treated the "center line" as a highway lane marker and started to steer "down a lane" She only had to make that correction once.
I found I could only hold the center line by constantly going from one rudder pedal to the other in a regular motion. I tried to break out of it by breaking up the steady rhythm of my control inputs. Some became too rapid for her liking and She corrected me. We wiggled on out.
At end of ramp, She makes another weather check. I was talking, and, distracted her. she calmly let me know. She adjusts the heading and altitude indicators. We are cleared for that last turn and she announces our takeoff. This is it!
She manages the mix once again while having me push the yoke to hold the tail down (Edit/update: I think it was actually pull back, not push). We hold the brakes, and, she has me push the throtle all the way in. Sounds smooth, powerful. We release the foot pedal brakes and GO!
The very lightly loaded Cessna seems to almost jump up into the air. Acceleration past 60 knots is rapid. The takeoff roll is so short it is over before I can fully appreciate it. We're quite light today!
The plane zoomed off the runway, but, was immediately frisky at this weight. I notice myself using a LOT a continuous control input changes.
The plane climbs sharply. She directs me to gently push forward and use the rate-of-climb indicator to achieve a climb rate of 500 feet per minute. We had been going almost twice that. We reduce power to 2000 RPM. All is good.
We pass 1500 feet and bank 20 degrees right to 030 magnetic. We continue to 2500 feet, and, ride out for about 8 minutes to a local wildlife preserve. I am enjoying this so far. The plane keeps wanting to swoop up and down like a dolphin in the sea.
She notices that I like to use the attitude indicator a lot. She corrects me to use the actual horizon instead. I should only be "glancing" at the instruments she says.
As we pass the wildlife preserve, we come left to 330 magnetic and partially circle it's lake. Despite the work, I am having a VERY good time... up until now anyway...!
Then it happens: VERTIGO. I immediately let her know. She hands me a small plastic bag and says: "Don't worry, I have the airplane. We're near the airport and can come right down." She is directed to the "downwind leg" of the traffic pattern. Another 7 or 8 minutes and we are landing. We taxi to the tie down, shut down, and there is only the sound of the mechanical gyro spooling down.
She seems a bit dissapointed, and, indicates that it's been her experience that most people are "scared off" by what I'd just gone through. Of course, she does not really know me
I let them know I'd be back. Maybe dramamine, ginger products, less food will help.
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