Flight One is an introduction to the airplane, its flight controls
and how they are used in flight.
Every flight is preceeded by a pre-flight inspection of the airplane. Prior to
commencing Flight One, complete a Pre-flight Inspection.
The airplane used for this flight is a Cessna 152.
Take a few minutes to familiarize yourself with the cockpit, instrument panel
and flight controls.
If flying from a tower controlled airport, you will turn on
the master switch and one radio and listen to the Automated Terminal Information
Service (ATIS) recording prior to engine start. From this recording you will
obtain information regarding the current weather conditions at the departure
airport. More on this later, but for now having written down the information,
you can turn off the radio and master switch and begin the Before
Starting Engine and Starting Engine checklists.
Once the engine has started things are get noisy in the cockpit.
Having determined that the engine sounds healthy, now would be a good time
to put on your headset.
It is now time to call ground control and obtain a taxi clearance.
The details of communications will be covered in Flight
Two.
Having obtained the clearance to taxi, you can release the brakes which you have
been applying by squeezing on the upper section of the rudder pedals with your
toes. As soon as the airplane starts to move apply even pressure to the upper
half of the pedals to bring the airplane to a stop, thereby verifying the brakes
work and commpressing the nose strut slightly to ensure the nose wheel centering
device is disengaged.
You can steer the airplane on the ground by pushing on the bottom half of the
rudder pedals with your heels to turn the steerable nose wheel. There will also
be a deflection of the rudder as you do this. The top half of each rudder pedal
controls a disk brake each main wheel. They are independent of each other, hence
different amounts of pressure on either pedal will result in differential braking
and the airplane will turn towards the side on which greater pressure is being
applied. This phenomenon can be used to assist with making sharp turns, but should
be used sparingly and with caution.
Your biggest challenge at this point will be to think with
your feet and resist the temptation to turn the yoke in a vain attempt to
turn on the ground.
Follow the yellow line in the center of the taxiway to get to the
runway.
When you get close to the runway select an area in which to complete the "Before
Takeoff" checks otherwise known as the "run up". This should be
somewhere that allows you to stop without obstructing the movement of other aircraft,
leaving sufficient clear space to allow you to "run up " the engine
without your prop blast creating a nuisance. Position the airplane so that it
is pointed into the wind. This will provide airflow to keep the engine cool during
the run up and will reduce buffeting or movement of the airplane by the wind.
Having completed the Before Takeoff checklist you will taxi up to and hold short
(stop just before the double yellow lines separating the taxiway from the runway)
of the runway. Assuming you are flying from an airport with a control tower you
will now call the tower for clearance to takeoff. Details of communications will
be covered in Flight Two.
Takeoff
Having been cleared for takeoff, you will taxi on to the runway and switch the
transponder to the altitude encoding position and turn the landing light on. Ensure
the mixture is set for takeoff (full rich for operations below 3000 feet) and
when lined up on the runway center line smoothly apply full throttle. Keep your
hand on the throttle throughout takeoff and initial climbout.
Check the engine instruments are indicating in the green and that the airspeed
indicator is coming alive. If anything looks unsatisfactory during the initial
part of the takeoff roll reduce power to idle and abort the takeoff.
On reaching 50 KIAS (Knots Indicated Air Speed) apply gentle back pressure to
the control wheel. The nose will gradually lift off and the airplane will begin
to fly. Once all the wheels are clear of the runway you need to adjust the position
of the nose with respect to the horizon (pitch) to obtain an airspeed of 67 KIAS.
This will give you the best rate of climb (Vy).
Once you have obtained your desired airspeed, you can relieve the pressure you
are applying to the controls by using the trim control wheel. Push the wheel forward
to relieve forward pressure (nose down trim) you are applying to the control wheel,
or rotate the trimwheel back towards you to relieve back pressure (nose up trim).
The objective is to neutralize the pressure you are applying to the control wheel
so that the airplane will maintain the desired airspeed without having to constantly
apply pressure to the controls.
After you have climbed to at least 1000 feet above ground level (AGL), you may
wish to transition to a cruise climb that will improve forward visibility and
improve engine cooling. To do so lower the nose slightly to obtain an airspeed
of 80 KIAS. Trim again when the desired airspeed is obtained.
Straight and Level Flight
To level off at your desired altitude, take ten percent of your vertical speed
and use this number of feet as the lead point from which to commence the transition
to straight and level flight. To do so, apply forward pressure to the control
wheel and establish a straight and level flight attitude by referencing the positions
of the nose and wings relative to the horizon.
Allow the airplane to accelerate to cruise speed and then reduce power to your
desired cruise setting. At this point you will be applying forward pressure on
the control wheel to maintain level flight. This pressure should be removed by
applying nose down trim.
Make a mental note of the position of the nose and wings with respect to the horizon
and you will be able to return to straight and level flight anytime by re-establishing
the same picture for that power setting.
Turns
Turn the airplane by establishing a bank in the desired direction of turn. To
do this, turn the control wheel in the desired direction. This will deflect the
ailerons so that the aileron on the inside of the turn will go up and the aileron
on the outside wing will go down (increasing lift and creating slightly more drag
than the "up" aileron).
Prior to any turn be sure to check for traffic.
For a shallow turn, establish a bank of less than 20 degrees and maintain the
aileron deflection throughout the turn. Anytime the ailerons are deflected, the
airplane may be subject to adverse yaw. That is the outside raised wing will be
subject to greater drag (since drag is a by product of lift) than the the lowered
wing, hence there is a tendency for the nose of the airplane to yaw (move sideways)
to the outside of the turn. To neutralise this tendency it is necessary to apply
some rudder pressure by pressing on the rudder pedal on the inside of the turn
(that is in a left turn apply pressure to the left rudder). The simultaneous application
of the correct amounts of aileron and rudder deflection will result in a coordinated
turn. The inclinometer below the turn coordinator indicates whether your rudder
inputs are correct, i.e. the ball should be centred between the reference lines
in a coordinated turn. If the ball is off to one side, apply rudder on the side
on which it is deflected, or "step on the ball".
For medium turns involving between 20 and 45 degrees of bank it is not necessary
to maintain aileron deflection once the desired bank has been established. This
is because the inherent stability that tries to level the wings against the forces
created in shallow turns are overcome by the greater forces involved in medium
and steep turns. Continued deflection of the ailerons would result in the angle
of bank continuing to increase. Hence, once the desired bank has been established,
neutralize the aileron deflection by relaxing the pressure you have been applying
to the control yoke. Since the ailerons will no longer be deflected , adverse
yaw will decrease and you can relax the rudder pressure.
Anytime you are turning and intend to maintain a constant altitude at a constant
power setting it will be necessary to increase back pressure on the control wheel
to raise the elevator to increase angle of attack. This is done in order to create
more lift since when you turn you will be redirecting some of the vertical component
of lift sideways to create the turn and would be left with a deficit of vertical
lift if the angle of attack was not increased. In simple terms, for a constant
altitude turn you need to raise the nose slightly as the bank is established.
All these control inputs will work better if you think of
applying and relaxing pressure as opposed to pushing or pulling the controls.
Watch an experienced pilot and notice most of the time they hold the controls
gently and make subtle movements.
Climbs
To climb from a straight and level flight attitude smoothly apply full power by
pushing the throttle all the way in. Then raise the nose by applying gentle back
pressure on the control wheel to pitch for the desired airspeed. The airspeed
chosen will generally be one that gives a cruise climb (80 KIAS for the 152) or
best rate of climb (Vy 67 KIAS) for the 152. If the airspeed speed is too slow,
lower the nose, if it is too high, raise the nose.
Make a mental note of the position of the cowling and the wing tips with respect
to the horizon for any given climb configuration. By using the same power setting
and restablishing this picture you should be able to return to that airpeed. You
may also note your pitch attitude using the attitude indicator.
Once stabilized at the desired airspeed, you can relieve any pressure you are
applying to the control yoke by adjusting the trim setting. If you have been squeezing
back on the control wheel you will need nose up trim which means rotating the
trim wheel back towards you.
To level off from the climb, lower the nose back to the straight and level flight
attitude. To level off at a specific altitude, take ten percent of your vertical
speed (as indicated on the vertical speed indicator) as the number of feet below
your desired altitude that you should commence lowering the nose to the straight
and level attitude. Having established straight and level flight by squeezing
forward on the control wheel, allow the airspeed to increase prior to reducing
power to the desired cruise setting. Once you have adjusted the power setting
and the airspeed has stabilized you can once again relieve the pressure you are
exerting on the control yoke by trimming. In this case you will probably need
nose down trim which means rotating the trim wheel away from you.
Descents
Most descents involve a power reduction. Anytime the power is going to be reduced
to a setting below the green arc marked on the tachometer, you should apply carburetor
heat by pulling out the carburetor heat knob.
Next, reduce power to the desired rpm setting. If no control inputs are made to
change pitch, the airplane will start to descend while maintaining approximately
the same airpeed as prior to the power reduction. However, as you approach an
airport for landing you will usually want to descend at a slower airspeed than
that at which you were cruising. To achieve this you need to raise the nose slightly
following the power reduction. Raising the nose reduces airpeed. Having reached
your desired airspeed, adjust the attitude of the nose (pitch) with respect to
the horizon to maintain that speed. Any control pressures may then be relieved
by adjusting trim.
If you wish to increase the rate of descent, reduce power. If you wish to reduce
the rate of descent, add power. If you want to increase airspeed, lower the nose.
If you want to decrease airspeed, raise the nose. At the most basic level you
can think of controlling rate of descent with power, and airpeed with pitch. However,
this relationship is interchangeable and there are situations when it is appropriate
to adjust airspeed using power and rate of descent using pitch.
By noting the power settings and pitch attitudes for specific airpeeds and rates
of descent you may fly by numbers by returning to a particular combination of
airspeed and power to re-establish a particular rate of descent.
To return to straight and level flight, use ten percent of your vertical speed
as the number of feet above your desired altitude from which to commence the level
off. Simultaneously add power to the desired cruise setting and return the nose
back to a straight and level attitude.
Having practiced the above procedures you will return to the airport. Having communicated
as required (communications will be covered in flight two) you will return to
the airport traffic pattern for landing.
Having completed the before landing checklist you need to start reducing airspeed.
To do this you will reduce power, and by pitching to maintain altitude you will
gradually decrease airspeed. Once the airspeed is within the flap operating range
(the white arc painted on the airspeed indicator) you may apply the first ten
degrees of flaps by moving the wing flap switch down to the ten degree position.
The exact timing and use of flaps will be determined by local conditions
however it is common practice to apply ten degrees of flaps on the last
part of downwind followed by another ten on the base leg and the final ten
degrees on short final. Once established on final approach with 30 degrees
of flaps you should aim to have stablized the airspeed and be trimmed for
your desired final approach speed. As each increment of flaps is added the
nose will tend to pitch up and slight forward pressure may be needed as
the flaps are extended to maintain your desired airspeed. If you get too
slow lower the nose, if you get too fast pitch up. In either case corrections
should be small . If you get too low add power, if you are too high reduce
power.
As you descend visualise the spot where you wish your glide path to reach
the ground. Attempt to maintain this aiming point at the same position in
your field of view. Once you are very close to the ground and are about
to pass over your aiming point transfer you vision down the runway. If you
have not already done so reduce the power to idle and once you are within
ten feet of the ground start to bleed off airspeed by applying very gradual
back pressure so that the airplane slowly settles onto the runway. Apply
just enough back pressure that the airspeed diminishes and nose is raised
but not so much that airplane attempts to climb.
This procedure is known as the flare and is one of the most difficult
skills for a new pilot to master. Be patient with yourself as this usually
requires a lot of practice. Landings will be discussed in more detail in
subsequent lessons.
Whilst you flare it is essential to keep the airplane longitudinaly aligned
with the runway and over the center line. Ailerons should be used to get in
position over the center line and the rudder can be used to maintain longitudunal
alignment.
At the moment of touch down you should have reduced the airspeed to just above
stall speed, the main wheels should touch down first and the the airplane must
be on and aligned with the runway center line. Maintain the back pressure during
the roll out and nose wheel will gently settle onto the runway.
You may now reposition your feet so that you can sqeeze the upper section of
the pedals with your toes to apply the brakes. Remember to apply the pressure
evenly or the airplane will veer off to one side. Having slowed down to taxi
speed follow the yellow line to take the next turn off to exit the runway. Once
the airplane is completely clear of the runway stop and complete the After
Landing Checklist.
Once the required communications have been completed taxi to your parking spot
and then complete the Shutdown checklist.
You have now completed flight one!
Each actual flight will be followed by a debriefing with your instructor.
Few flights contain as much new material as flight one, spend some time reviewing
the material before you proceed to Flight Two
First Flight online lessons are not a substitute for study
of the Pilots Operating Handbook/Airplane Flight Manual for the airplane you
intend to fly. It is essential you refer to the Pilots Operating Handbook/Airplane
Flight Manual for the airplane you intend to fly for the procedures and checklists
that currently apply to your airplane.
