Desire to Fly

10/07/12

      Lessons now are getting more easier each time. My lessons are composed of review and then learning a few more maneuvers. Things that I'm trusted with by myself, such as preflight and taxi, are no longer even put in the logbook. The reason for this is that I'm no longer learning it; I am just practicing it. Craig still shadows my controls on takeoff and climb. As we approach the practice area and after completing clearing turns, we get into the Basic 4 maneuvers: Climbs, Descents, Straight and Level Flight, and Turns. 

    We then reviewed slow flight. I am getting better at this maneuver from practice on the simulator. Although a flight simulator is a helpful training aid for a student pilot, it can actually be harder compared to an actual flight, especially if the simulator is stationary. The reason for this is this: in a stationary simulator you do not have the same sensations or sight-pictures as you would in a real flight lesson. While maneuvering an aircraft in slow flight, you do not want to use a high bank angle while turning. High bank angles at slow flight can raise the stall speed, which means the plane will stall at a faster speed. 

    We also practiced the concept of steep turns again. I'm still a little rusty with steep turns. I don't quite have the correct sight-picture yet and can't get used to the sensation of turning with a bank angle of 45 degrees while holding a constant altitude.

    Again we reviewed power-off stalls. Flaps are set to the full position, just as they would be set on final approach. The throttle is pulled out to idle as it would be pulled out crossing the runway threshold. Altitude is to be held at constant until the angle of attack of the wings is to great to continue to produce lift. This failure to produce life results in a stall. The controls become 'mushy,' the airframe shakes, and the nose drops. For the recovery, the carb heat is to be turned off, throttle is pushed all the way in, and when climbing speed is achieved, begin climbing to regain altitude. Then, flaps are to be taken out in increments. 

    The newly-learned maneuver of today's lesson was power-on stalls or departure stalls. As you can guess, these stalls most likely occur on takeoff and climb. Flaps are set to 0. The aircraft is to slow down as it would begin its takeoff. Once the speed is slowed down enough, the throttle is pushed in all the way. With all available power, the angle of attack must be even higher than it would be in a power-off stall. It feels as if you are almost facing straight up! To keep the aircraft straight rudder must be used. Ailerons are to be kept at the neutral position. The aircraft stalls and the only way to recover is to lower the nose to gain climbing speed to then regain altitude. 

    After just one short hour, the lesson started coming to an end. Craig went over the pattern again and I shadowed him on is controls for landing again due to the wind. I taxied the airplane back to the hangar, shut it down, pushed it in, and completed the post-flight check of the aircraft. When a pilot is in the air, it is just him and his airplane. Everything from the ground stays on the ground. All the hustle and bustle stays on the ground. In the sky, everything is so pure, and so are the pilot's feelings. This is why I have the desire to fly. This is why all pilot's have the desire to fly: purity.