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11/19 - First Flight - Part 2

By Steve Krog
Steve Krog is a flight instructor, EAA member and president of the Cub Association.

At the conclusion of the last e-newsletter, you were left sitting in the airplane with your instructor and positioned near the end of the runway on which you would be taking off. You had, with the supervision of your instructor, completed the preflight inspection, start-up and taxiing to the runway.

Pre-takeoff

After taxiing to the desired runway for takeoff, you will be directed to stop before reaching what is called the runway holding position markings. These markings can be identified by yellow painted lines, two dashed lines and two solid yellow lines. Remember, safety is always first whenever we fly. By stopping and remaining behind these yellow lines, we’re allowing an adequate safety margin so as to not interfere with any other aircraft taking off or landing.

Next, using the printed checklist found in the aircraft, you’ll begin your pre-takeoff check of all engine and control systems as well as setting the altimeter and directional gyro. As you proceed through each item on the checklist, excitement builds, your palms may sweat and your knees may have a nervous tick. Don’t be alarmed. These are normal reactions and will go away soon into the flight. There’s no need to be anxious about remembering everything on the checklist either. Your instructor will explain that it is preferred that you use it for every flight and don’t try to memorize it. That could easily lead to forgetting an important checklist item.

With the checklist complete, you are moving ever closer to your very first flight! Before releasing the brakes and taxiing onto the runway, your instructor will explain how and where to look for other air traffic. Remember, landing aircraft have the right-of-way. Your instructor will also show you how to use the radio so that you can notify other aircraft in the area of your intentions. Here is where momentary stage fright sometimes takes over! “You want me to talk on the radio?” There’s no need to suffer an anxiety attack. Just take a deep, calming breath and listen as your instructor explains what to say. It will sound something like this:

“Clearfield traffic this is Piper November 42522 departing Runway one-one,

Clearfield.”

That wasn’t so difficult was it? By making this radio call you have advised all other aircraft flying into or near the Clearfield airport of your intentions. At airports without air traffic control towers this is all that needs to be said on the radio. If you were flying at an airport with a control tower, radio communication is a bit more involved. We’ll cover that in a future e-newsletter.

The time has come to release the brakes, add a little power, and taxi to the center of the runway. You depress the rudder pedal, and turn the airplane to align with the runway centerline. You are now squarely centered on the runway. Wow, does it look long and wide!

Lift off

Excitement continues to build. You’ve probably watched dozens of take offs and landings at air shows or in movies and thought, “That looks pretty easy, I can do that.” Now, sitting on the runway with several thousand feet of concrete stretched out before you, you’re not quite sure if it’s as easy as in the movies.

Remember, your flight instructor is sitting next to you and he or she will be assisting and watching every step as you proceed.

Smoothly and evenly you’ll advance the throttle. As the RPMs increase the airplane begins to move forward…slowly at first…and then your ground speed begins to build. Steering, while on the ground, is done with the rudder pedals. If the airplane begins to move to the left, lightly apply right rudder pressure to stop the leftward movement. It’s easy to “over correct” at this point but your instructor will assist you. With speed continuing to build, one hand on the throttle, and the other on the control yoke or stick, begin applying slight back or pulling pressure on the yoke (i.e., moving the yoke toward you). As you do this you’ll see and feel the nose of the airplane begin to lift. As speed continues to build your wings are now generating enough lift to support the airplane and in another second or two, you’re airborne!

You may not even realize for the first few seconds that you’ve actually lifted off the ground and are now flying. However, a quick glance out the side window and you see the surrounding terrain falling away from you, getting smaller by the second. And you think to yourself, “I’m actually flying!”

NOTE: I’ve been giving flight instruction for over 30 years, yet I can remember my first flight and lifting off the runway as if it took place yesterday.

As you continue your lift off and climb out, your instructor will be following your every move, so no need for alarm. In addition, your instructor will explain that each type of airplane has a desired climb out speed. You’ll likely have the sudden urge to stare at the airspeed indicator and attempt to place the indicator needle exactly on the desired speed. This is a common reaction but it’s not one that we want to do. Rather, your instructor will also explain that to achieve a constant climb speed, you’ll need to position the nose of the airplane in relation to the horizon. Let’s say for discussion’s sake that you will place the nose of the airplane about one inch above the horizon line for the desired climb out speed. Once established, now take a quick look at the airspeed indicator and note the indicated airspeed. If your airspeed is a bit slower than desired, simply correct it by relaxing the back pressure you’re holding on the yoke, which lowers the nose a fraction of an inch in relation to the horizon. Give it a second or two and then take another quick look at the airspeed indicator. This will take a bit of practice but if you remember that your nose attitude controls your airspeed, you’ll find it much easier to hold your desired airspeed.

Air work

After you have departed the airport traffic pattern and climbed to a comfortable, safe altitude to practice maneuvers, your instructor will review with you each of the three controls, the axis each controls, and the amount of yoke, stick, or pedal movement needed to give you the desired response. But first your instructor will help you establish what is referred to as “straight and level cruise flight.” You’ll be reducing the power to the recommended cruise power setting and again positioning the nose in relation to the horizon for level flight. Your instructor will help you “trim” the airplane for “hands off” level flight. (More on that in a later issue.)

Now is the time to finally take a deep breath and relax that “death grip” you’ve been maintaining on the yoke. Wiggle your fingers and your toes to relax those arm and leg muscles that have been tense for the past several minutes. As you do this take a good look around you. Yes, you are actually flying! For the first time you are truly experiencing flight and the ability to move about in a full three-dimension environment. Houses look small and you can see forever, or so it seems. You’ll see things from the air that you never knew existed when you moved about in the normal two-dimensional environment.

The first control system you’ll be working with are the elevators, which move the airplane about the lateral axis. While on the ground conducting the pre-takeoff checklist remember how the control yoke moved 8-10 inches forward and backward. In flight, you will see that it takes no more than a fraction of an inch to get the airplane’s nose to move upward or downward.

Next, your instructor will introduce the aileron system. The ailerons rotate the airplane about the longitudinal axis. While on the ground checking the aileron control movement, the yoke could be rotated nearly 180 degrees left to right. While inflight, you will move the yoke only slightly to get the airplane raise or lower a wing.

The rudder control system is next. Applying left and right rudder pressure will move the airplane’s nose left or right about the vertical axis.

Your instructor will now demonstrate and then assist you with making gentle climbs, descents and turns. Then it will be your turn to do these maneuvers as sole manipulator of the controls while he or she watches and coaches you through each maneuver.

One big difference about flying as compared to driving your car is that each time you climb, descend or turn the airplane, you’ll be using two of the control systems in unison. (More on that in another e-newsletter.)

You may find yourself being a bit apprehensive when you first begin making turns. This feeling is quite common but will soon go away as you gain more understanding and become more comfortable moving the controls and flying the airplane. Remember, this is your first time moving about in three dimensions.

Approach and landing

All too soon your introductory flight will come to an end and it will be time to head back to the airport. Using what you’ve learned for making descents and turns, your instructor will direct you toward the airport. You’ll hear about the traffic pattern and traffic pattern altitude (TPA) as your instructor coaches you to enter the pattern at the correct altitude.

Once established on the downwind leg of the traffic pattern, your instructor will assist you with making another radio call announcing your position and your intention to land. It will sound something like this:

“Clearfield traffic this is Piper November 42522 entering a left down wind for landing on Runway one-one, Clearfield.”

At about midpoint of the downwind leg, after making your radio call, your instructor will talk about and demonstrate the approach and landing. You’ll follow along on the controls so that you can fully experience the entire procedure. First, you will apply carburetor heat and then reduce power. You’ll want to hold the nose position just slightly lower on the horizon than when in the level cruise position. Next you will make a descending left turn to base leg. While on base, you will thoroughly scan the area for any other aircraft traffic, consider your altitude, and make your descending turn to your final approach.

You are now aligned with the runway and descending toward touchdown. As you continue your approach, engine power will gradually be reduced until the engine is at idle. Approximately 10-15 feet above the runway, back pressure on the control yoke will be applied to level the airplane and all but stop the descent. As the airplane continues to slow it will settle toward the runway. You will then need to apply slight back pressure on the yoke, increasing the angle of attack or raising the nose and slowing the descent until the airplane touches down softly on the runway. Continue holding back pressure until the nose settles on the runway. At this point you will now be managing directional control with your feet and the rudder pedals.

Taxi and shutdown

Upon landing and slowing the airplane you’ll turn off the runway onto a taxiway and taxi back to the point from where you began about one hour ago. Your instructor will guide you through the procedure and assist you if needed.

Now it’s time to shut down the engine and turn off all electrical systems. Again, you’ll want to use the printed checklist and follow it item by item so that nothing is overlooked. When you’ve made sure that all systems are “off” you can undo your seatbelt and exit the airplane. Before walking away from the aircraft though, you’ll have one more thing to add to the many things you’ve learned in the last hour or so. Your instructor will show you how to chock the wheels and/or tie the airplane down and secure the controls.

The flight is over and as you walk back to the flight office you’ll have a very difficult time wiping that “ear to ear” grin off you face. You’ve just experienced the first hour of a lifelong wish—you’ve flown an airplane!

Post flight briefing

Once back in the office your instructor will want to review all of the things you accomplished while making your first flight. You’ll get your logbook and make your first entry. Your instructor will also give you a short briefing on what to expect and what you should read in preparation for your next flight.

After the post-flight briefing is finished and you walk toward your car, you’ll look back over your shoulder at the airplane, the ear to ear grin will reappear and you will go “Wow, I can’t believe it. I actually flew an airplane today!”

Remember you’ve just taken the second step to becoming a pilot. As you proceed with your training and earn your pilot certificate, you’ll become a part of the one-tenth of one percent of the U.S. population. You will be a licensed pilot!