Lesson #1

Flight #1 - Introduction Flight - Thursday, July 25, 2002 Adam, my flight instructor recorded 0.8 hours as the first entry in my new logbook. Actually the logbook isn't new - it was new in 1981. I purchased it on Ebay along with a Jeppesen-Sanderson Private Pilot starter kit from a man from Maine who had completed only a few lessons. My purchase included a 1981 Private Pilot Handbook, Private Pilot Workbook, Private Pilot Manuvers, sample tests and an aluminum E6B flight computer and plotter.


I arrived at Lawrence County Airport about ten minutes before my 6:30 PM appointment where I met Adam, a commercial ticket holder in addition to his CFI and instrument ratings. He invited me into the air conditioned offices of the local FBO (Fixed Base Operator), where we sat and he asked me a few questions. I told him I had spent the previous two years reading all I could get my hands on concerning flying. He then described what we would do in my first lesson. I also mentioned my Microsoft Flight Simulator experience to give him an idea of where I had climbed on the aviation ladder.


We left the office and entered the 85 degree humid and hazy air to began my first pre-flight inspection. The Cessna 172, N739YW, was awaiting us on the ramp. Untied from an earlier lesson, three-niner-yankee-whiskey was just outside the door. Adam led me to the left seat door, turned on the master switch, lowered flaps then placed the ignition keys on the dashboard to reassure those around that the engine wouldn't start unintentionally. We then started on the left side of the fuselage, first pushing the clear, plastic fuel tester probe into the left wing fuel sump to check for dirt or water in the fuel - OK. Being careful to lift the flaps at a rib he showed me how to turn the control rod to ensure there was a small left-right (rotation) movement. We checked the left aileron in a similar fashion then looked for dings in the leading edge of the wing. Looking for missing rivets, I observed a missing screw on the engine cowling. Adam said a missing screw in that area was not significant and would be replaced during the next minor maintenance. The four antennae, ADF, VOR, communication and ELT were checked for proper attachment. Adam pointed out that the left main tire showed signs of wear, still showing some tread however, so OK. The brake pad was checked for adequate thickness.

The empanage, including rudder, vertical and horizontal stabilizer were checked for free movement. In addition to similar inspections made to the right side of the plane, He checked the engine oil level and asked me to climb up and open the fuel caps and check to see if the fuel level matched what the gages had indicated. There was about four inches between the top of the wing fuel tank and the top of the fuel level. He said that was sufficient for the short term flying we were planning. I watched as Adam opened as small cover on the engine cowling and pulled a handle which dumped about 5 seconds of fuel onto the ground. He said that this was to remove any sediment or water that had somehow made it into the engine.


Once the outside inspection was complete, He asked me get into the left seat - a somewhat difficult task. Climbing in seems like climbing into an SUV with the driver's seat pushed far as possible to the front.. Once inside he pointed out some items including the radio headsets, seatbelt useage, how to lock the door and close the window. I adjusted the seat to what seemed the best distance back from the pedals, but after actually using the pedals, the seat should have been more forward. Adam pulled out a checklist and we began the engine start procedures. The oil pressure and suction were checked. The engine was slowed to 1000 rpm and he made a radio call to Unicom to notify all listening that we were beginning to taxi. He increased power and we moved slowly toward runway two-six. I tried my hands (feet) at steering the plane while taxing toward the run-up area. After two instinctive attempts to steer with the yoke, knowing full well that it would accomplish nothing, I put my left hand under my leg and my right hand on the throttle. While taxiing, Adam explained the "my plane" "your plane" procedures so that when he wanted control of the plane he would let me know by saying "my plane" At the run-up area I checked the magnetos by running the engine at 1800 rpms and switching from both mags to left mag, back to both, then to right mag then back to both while observing the drop in rpm.


He made a second radio call to Unicom stating that we were ready to backtaxi for take-off then explained to me that it was best to use all of the available runway by starting the takeoff at the very end of the runway. Runway two-six is 3,001 feet long. He smoothly pushed in the throttle and off and up we went. Before today, I was concerned that once my lessons started, fear of heights or falling from the sky would keep me from reaching my dream. But after today, I feel Adam can lead me so my fear is replaced by confidence. We left the pattern to the right and headed northeast toward the practice area. He gave me the controls and asked me to make turns to the cardinal directions. The haze made it near impossible to see the horizon, but I know He saw things much better than me. I remembered my flight simulator practice and kept the nose up during the turns and anticipated rollouts to the new heading.

He asked if I wanted to land at Tri-State (HTS) and after requesting and being granted permission from the tower controller who graciously offered vectors to the airport. HTS would not be visible for some time due to the haze. I made a slight right turn to the vectored heading and in a few minutes, Adam took the controls and explained that when the controller had stated "we were cleared for the option" that he was telling us that we could either perform a full-stop landing or a touch-and-go. I noticed that the localizer and glideslope were "active" and mentioned it to Adam. He seemed surprised that the radio was already set with the ILS frequency. Adam did not use the ILS on the approach, but his actual flight path "centered" the needles.

The main wheels touched the pavement but Adam kept the nose up, applied power and we left the ground. Near the end of the runway Adam requested permission to leave the pattern to the right. The controller agreed and we turned right about 180 degrees and paralleled the Ohio River, reduced power, set flaps and Adam made Unicom announcements of our downwind, baseleg and final approach. Full flaps were applied as we crossed the trees which steepened the approach. The flare was nice and airspeed was bled until the main gear touched down.


After coming to a stop, Adam announced on the Unicom frequency that we were back-taxiing on runway 26 then after leaving the runway, Adam and I performed the post-flight checklist. After parking and tying down the plane, we went into the office and Adam made the entries in my logbook, I paid for my first lesson and told him that I felt that his personality and teaching methods would match well with mine. He told me that he was amazed how I was able to make the turns without loosing altitude - he said I would do well at my training. My MS Flight Simulator practice and many hours of reading really made a difference.


As I walked to my car, three men were leaning against a pickup truck talking. One of the men was wearing a green AOPA pilots cap - one just like the one that came with my membership card. Being relieved that my first lesson was complete and that I still wanted a second one, I climbed into my car realizing that wearing my new Aircraft Owners and Pilots Association cap would now be OK.