This lesson: 1.2 hours
Total Flying Time: 0.6 hours
Plane: N775SP Cessna 172
I sprouted wings. Cessa N775SP. On September 10, 2007, I took my first big step in AOPA's Project Pilot at 2pm. The clouds were gathering and I watched them like a hawk, well hawks probably fly in all kinds of weather, I watched them like a pilot.
I was introduced to my CFI David Shelton and he handed me the keys to the airplane. That was a significant moment, one I will always remember. David showed me how to do the preflight inspection. I panicked in the cockpit because my feet couldn't reach the rudder pedals. I thought I had scooted my seat forward all the way. Really I was nervous/excited and tried again. Since I am short, I had to stretch my posture to see over the instruments. I guess I will be getting a seat cushion soon.
Outside of the plane during the preflight inspection, as I drained fuel from the fuel port into the fuel tester, the wind blew some of the fuel into my face, so I learned quickly to stand up wind from the fuel port. I inspected thirteen fuel ports, five on each wing and three on the underside of the fuselage. I wish I could have said I was calm and composed, but I wasn't. David was very calm and composed, and his confidence helped me, but my mind was racing. I approached the first lesson with a certain amount of knowledge of aerodynamics and aircraft systems, but no practical experience, except a few minutes in the Lake Amphibian in May.
I kept trying to steer the plane on the ground with the yoke. Taxiing to the runway is difficult to do if you don't use the rudder pedals at least. I wanted to taxi at a slower speed, lower throttle, but I was afraid to change it in case I increased the power instead of decreased it. The plane meandered over the taxiway to the runway hold short line. David saved it from going off the taxiway into the grass a couple dozen times. One of the challenges was waiting for the effect of stepping on the right rudder to turn right. It's not like a car where you turn the wheel and the car immediately turns. There's a delay. I tried to feel the airplane's response to my rudder commands and gradually the pressure I exerted became less intense. The other thing with the rudder pedals is that they are the brakes, if you tap on them at the top of the pedal. I guess it's like a dance. I tried braking a few times, but I didn't get the reaction I expected.
Finally, we were cleared by the tower for takeoff. David had handled the radio communications up to this point, and throughout the whole flight, very professionally. I think he said he had 800 hours. Takeoff was over before I knew it. I tried to watch the (airspeed indicator?) for the right speed to pull back on the yoke. Soon we were flying under the commercial airliners at a perpendicular direction. David pointed out wha
t appeared to be a British Airways jet. We had to maintain 1300 to 1400 feet to avoid entering into the commercial jet's airspace. David let me practice climbs, descents, and turns. I think I handled those pretty well. At one point, to my utter glee (seriously) he put the engine to idle and demonstrated that we could still climb but at a slower speed. Then he pitched the nose down and demonstrated the airplane's increase in speed.We circled UCF for a few minutes and then returned to KORL.
I maintained altitude until I had a visual of the runway. As we began our descent, we had to move to the south a little to let a faster Lear jet land ahead of us. That gave me a feel for how much longer I had to set the plane down. I had lined it up really good with the runway. As we passed over Lake Barton, David took over and we landed successfully.
My baby taxi skills improved on our way back in, but need some serious practice. David took the controls as we approached the ramp area where there were plenty obstacles such as planes and hangars to avoid.After parking Cessna 775SP, I assisted with the tie-down. When I arrived back at Air Orlando, David helped me pick out a Pilot's Log Book so that I could log my first official flying hours- .60! I can't wait to go back! I hope David feels the same, because I want him to be my instructor, and I recommend him to anyone wanting to fly.
On Monday, I took another step toward achieving my Private Pilot's license. After David introduced the syllabus and the individual lesson checklist, we headed outside into the 15 to 20 knot winds to begin the pre-flight inspection. I did it carefully, because I never want to become complacent. Since N423FT was on its 50 hour inspection, I flew N826SP. My taxiing had improved greatly, but was still left wanting. David suggested that I focus on a distant point rather than the propeller. I also got to control the taxi speed and even maneuvered around other planes on the ramp without clipping any.
As David and I returned to Class B airspace, I returned to 1200 feet. The control tower instructed us to return to ORL via downtown. Since the winds were blowing to the right, I pointed the plane a few degrees to the left. The winds deviated us enough to have us flying right over downtown. The landing was exciting. After successfully taxiing back to the ramp, I logged myself a whole additional hour!
