Aircraft: C172
Registration: C-GWZA
Dual Time: 0.0 Total: 13.9
Solo Time: 0.3 Total: 0.3
Although I’ve always dreamed of becoming a pilot, since as long as I can remember, time, money and life always seemed to get in the way. As of today though, these obstacles seem but a distant memory.
You see I never went to college to fly like my high school counselor had encouraged me, instead I had a baby girl who was born the day before I turned 17. I could have done what so many kids do at that age and run. Instead I took the responsibility head on, worked very hard and made many sacrifices. Today however, I have a beautiful 10 year old daughter that I wouldn’t trade the world for. During these past 10 years many things have changed in my life. I have a son who is now 5. I’ve worked many jobs and read many books. I always knew that even though my daily routine didn’t involve flying, every time I’d hear the telltale sound of a Cessna’s engine buzzing overhead I’d pause and look up dreaming what it could be like to be at the controls and truly slip the surly bonds of the earth.
I’m a computer guy by trade and so I always had the latest Microsoft Flight Simulator installed on my computer. I’d fly that virtual Cessna all over the world taking on “adventures” and generally programming my brain to read and understand the instruments during different flight stages. Sure at first my landings were flapless and with far too much speed, but the program was very forgiving and therefore I thought “Hey I could easily be a pilot”. I read every manual and book on flying I could find. Even though I’d not even smelled 100LL fuel I was completely understanding of the pitot static system (little did I know you pronounced it pee-tot, not pit-ot!) I knew how the plane flew and why but had absolutely no “feel” for it.
I did go up a couple of times in a C172. Once courtesy of the EAA’s young eagles program and once on an Intro flight. This is where I met James (my soon to be flight instructor) as he was the pilot on duty that day I walked into Rockliffe flying club. (CYRO located in Ottawa ON, Canada).
I remember that flight so well, James took off then headed out to their practice area. It was a Tuesday afternoon so the air was quiet of any other planes but it was thick with what seemed back then some really “serious” turbulence. James is a really laid back person and he easily allowed me the take the controls of the aircraft and then had me perform some manoeuvers. We held altitude and I made 360 degree turns in either direction using maybe 10 degrees of bank. I remember how vividly I’d jump to lift a wing whenever a little gust would make it fall off. I was so jumpy! Making the plane feel worse than if I’d just relaxed, I learned one very important lesson that day however and that was to only hold the yoke with two fingers. If you don’t hang on for dear life it feels so much smoother. Too bad I couldn’t program my brain to operate my hands and release the death grip! We made it back in one piece, James flying a standard pattern and landing normally. I paid the fee and thought to myself, if only I could afford to do this! That was back in 2000.
Again life goes by quickly, Microsoft came out with three new versions of it’s software, each one only costing as much as one hour of flight time or less!! Imagine shooting ILS approaches and learning how pitch and power interrelate and how the plane behaves. Was it ever nice to be able to fly in this virtual world that although mostly accurate was devoid of all the little bumps and necessities for “real” flying. Who knew how much right rudder that little 172 needed to fly straight down the runway. In flight sim it flew perfectly every time, turn on the realism, not much better. (Thank god this is fixed in 2004, now that’s got to be as real as it gets!). Or that’s what I kept telling myself. Every year however I’d get that pang, I’d hear that Cessna engine buzz above and I’d think I need to go down there and just sign up!
In 2001, my sweetheart Rica, realizing my inherent need to do something, went to the Ottawa Flying Club and spent a good amount of money on a
GroundSchool kit for me for Christmas. Was I ever amazed, here I was not only with a wonderful and loving person, but she too supported my dream, she understood what it’s like to want to chase a goal and she went out of her way to show her support by purchasing this kit.
Of course the practical side of me only allowed myself to read up, test my knowledge in flight sim. Then eventually I’d bore of shooting virtual circuits and the desire would wane. I never went back to the airport to fly.
So we then fast forward to 2003, I got the bug early this year, it was in the summertime I knew that to get a PPL in Canada takes a minimum of 45 hours (17 dual and 12 solo) and the average cost of this would be near $6000. I knew that you can pay as you go but I felt that if I was going to go I should treat this like a university course. Pay it knowing that the cost is insignificant compared to the knowledge gained. Rica has gone thru school and after seeing what a degree can cost this seemed to pale in comparison J
Rica and I looked all over the web for training facilities but I felt a closeness to the Rockliffe Flying Club, I knew that they were a smaller uncontrolled field. (InOttawa you can train at a few places one is towered, one has a Mandatory Frequency and a couple are uncontrolled) Although uncontrolled while in the circuit at RFC you pretty well have instant access to a towered field by about 10 minutes and to shoot approaches on an ILS you could simply head the three minutes over to Gatineau, QC. Rockliffe also had a feel to it that was unlike the other clubs I interviewed. There was more of a camaraderie felt in the clubhouse opposed to some schools who are more interested in churning out students.
Since I wasn’t in this simply to get a piece of paper, I’m training for the joy of flight. I am in no hurry to get my hours done and therefore an immersion program wasn’t for me. Rica and I went to RFC to learn about how they do things and for an Intro flight. Imagine my surprise when I discovered that my pilot would again be James. I did not recognize him at first until we were in the air and that laid back ability of his kicked in whereby he gave me complete control over the airplane. Sure I was nervous and hated the feeling of the paltry g forces in effect that day, but I did like the feeling of flying, and the view was spectacular. I was hooked and signed up for my next lesson that very day. I requested that James be my instructor as I had a good feeling for him and he seemed quite capable of teaching the art of piloting an aircraft.
Since that day I have logged 13.9 hours of Dual time in Cessna 172M and N models. I by far prefer the N model as they are newer and have a good feel to them. On the first few flights I had the luxury of taking QUO, a newer plane that is IFR equipped. It’s the preferred aircraft for renting pilots and not as often used for training but it felt good to me and flew like a dream.
I was very lucky early in my training as the air was relatively calm and therefore I was able to work thru the manoeuvers easily. Steep turns, climbs descents, it’s just like in Flight Simulator but a whole lot cooler! The sensations felt by the body were a workout but I was strict in trying to learn. It is absolutely amazing how much goes on in that little cockpit so fast when you’re not used to it. I knew you taxied with your feet but I had NO idea how it felt to do the “dance”. To make that plane move forward in a straight line was surprisingly difficult when you tried too hard! After the first lesson it becomes second nature, if only you can relax a little J
James joked often as we literally flew thru the first lessons, he knew that the day would come that I’d hit a learning barrier. In my case it initially was the transition to flying the M models, wow for the “same” plane they sure feel different. For one thing the M’s have 40 degrees of flap travel and you’ll never realize how much nose down attitude it takes to keep your speed over 65 on approach with those barn doors hanging down there till you’ve done it many times!
Another thing with the N model is that you can initiate a bank then neutralize the ailerons, the N model will pretty well hold that bank rock solid. I find in the M’s it’s a bit more like a ride at an amusement park! You put in a little aileron to start the bank then WAOH!! Opposite aileron, get that yoke over and catch her, it feels like you’re about to do a barrel roll if you time it wrong. I’m sure as you’re performing a right turn you’re hand is seemingly holding the yoke to the left! It’s great once you get a feel for it but my first few hours in old WZA or PHV were very interesting.
Rockliffe also has a plane that’s been modified for float training; BRI is also an N model that has these structural metal bars right in front of your view. They seem to move to wherever you look as well, always obstructing, but wow what a nicely handling plane. It responds well to your inputs and it feels tamer than the M’s. The only time so far I’ve been out to YOW was in BRI and even with gusts and air traffic control calling our base seemingly 40 miles away, it faithfully took us to runway 22.
On my 11th lesson we used BRI to perform spin training. James was great settling my fears, he says things like “My mom LOVES to do spins, so you’ll be fine.” or “I even had my grandmother up and she thought it was great!” You see in
Canada you must experience one spin but a student doesn’t have to demonstrate one. Well we finally had the right ceilings and the weather was good so away we went to the practice area. James let me know that all was well then stalled the plane with some heavy right rudder.
WHO KNEW a 172 could go over on it’s back like that!! Not having anything to grab onto I simply death gripped the bottom of my seat, we spun looking at the ground for about 3 turns then James initiated recovery, opposite rudder, check the dive and all told we lost about 1000 feet in no time. James gave me control, had me climb up for another. It actually was pretty fun and realizing that the loose items in the back never moved, it is hardly a mega G maneuver. James finally asked me if I wanted to try, I chickened out and told him maybe later, after I’m more confident! J We did do some spiral dives with recoveries then came back to land.
For the next hours and weeks there was mostly bad weather but we managed to get in a lot of pattern work, engines out, flaps, no flaps, feel that headwind, feel that crosswind. We flew thru snow, rain and even some close cloud at times but this is
Canada after all. If you want to fly, you’ll get used to the weather.
For every 5 landings I was happy with one the rest were too lopsided for me, I just couldn’t make the plane do what my brain said to make it do. I’d go home frustrated, those damn M models I’d think, I HATE WZA!! Why can’t it just slip when I tell it to, why is the nose dropping but the speed decreasing! I’d feel like a passenger once in a while, James I think you better take this one! J
I went thru a couple of hours of doubt at times, but I noticed things out of the corner of my eye. I’d noticed recently that James hardly ever reached for the yoke anymore. He barely would say anything as we flew patterns. Sure I’d forget carb heat, I’d chastise myself and spend so much time dwelling on it that it’d mess up two more circuits, but every time I’d get that plane to the runway and if need be, we’d have walked away from any of the landings. Like they say, any landing you walk away from…
I noticed that if I was a little too slow with my before landing checks, James would tug his belt, a gentle silent reminder of getting ahead of the plane before you get two steps behind! I’m sure James doesn’t even notice when he does it but it is a great feeling to look down see the fuel on both, mixture rich, carb heat full then look over to see James checking his belt, this ought to be a good one!
James would say, you know if the winds are good one day you’ll solo soon. I’d think no freaking way! Me alone up here? What happens if I’m too high? What if I’m not able to get that balloon checked? James refused to hear it, he’d simply said when the time is right it will be right.
I’m still no master of slipping but I have a good hold on the traffic pattern, James has kept me in WZA for the past few lessons and the old girl is growing on me, I can feel when she’s cold and takes an extra “one-thousand” count before the flaps are 20 degrees extended. I’ve learned that it can be bad to be too high on approach because those flaps at 40 make it a real bear to put on the ground. Something about that steep angle makes the flare go all mad. Makes landing with 20 flaps feel like a dream! I’d go against my willpower and give into James’s advice, get that power to idle on your turn to base, don’t wait for it. More and more my patterns would become consistent. Sure there are gusts to contend with and there is changing weather but I knew all was well, I mean I had the star pilot sitting right next to me eh?
I took Rica up a few times when we’d go training; I love that she’s quiet and never complains even if we hit the runway with a solid bump. I don’t think that the wickedest forward slip garnered even the slightest groan from the back. Instead she’d merrily be in her own world as a passenger in this noisy mosquito of an airplane. Knowing that we were in good hands helped I’m sure but little did she realize that most of the flying was done by me, well until we hit the runway somewhat sideways or with a wicked nose shimmy. We joke often at how silent and smooth James’ landings were and I’d try soo hard to get it right, I’d think in my mind softly, “keep it off, hold it up, that’s it, gently”. It was great to be able to share my joy of flight with Rica, the one that helped me get here in the first place.
That day was just last week as I write this story, and the runway seemed so small all snow covered and narrow, but we made it down for every landing and I’m sure the slippery snow helped reduce the jar of landing that plane with the slightest sideways motion but like they said during my first interview, we’re not here to make you fly pretty, just to fly safe, then the pretty comes later.
I have a feeling that James was ready to solo me then but this didn’t come until today, there was a 15 KT wind directly down the runway and the sky was beautiful. James started the flight as he often does these days only hinting at what was to come. He said we’ll keep doing touch and goes until I call a full stop, then we’ll see if you’re ready.
I flew beautifully, the plane performed great in the -7 degree Celsius weather. I flew two touch and goes with really nice full stall landings. I really was beginning to grow on that WZA. Although it was cold in the cockpit I remember sweating thinking you know if you do well enough you’ll hear the call, on downwind James said, let’s make this one a full stop shall we?
I stopped the aircraft and left James off near the clubhouse. The pattern was empty at the time and James told me just to take it easy, to do my 360 look around before takeoff and to remember there is always the overshoot if things get ugly.
I taxied to runway 27, the sun at my back and an empty seat beside me. I remember thinking, “Well Michael this is it, you can always go back, but why, this is the day!”
James asked me not to taxi too fast as it’s a common mistake, I had all the time in the world so I used it to breathe, talk myself thru everything. I went over the pre takeoff checklist then made the call. “Cessna Whiskey Zulu Alpha is taking runway two-seven remaining in the circuit.” I applied full throttle and as I watched the airspeed climb I thought “This is your last chance Mike, get on those brakes or be a man!”
“WOO HOO” I screamed out loud at myself as that plane lifted off like an elevator, wow does she ever climb, what a wonderful feeling, then “Oh shit, guess what Mike you’re in this on your own!” This isn’t flight sim where you can press ALT or ESC and try all over, you are committed now to flying this plane. Get it back to the runway and make sure it’s not crumpled when you leave it.
I was ready though, I had made it to pattern altitude earlier than I expected but it was no problem, I imagined James tugging his belt that lay on the seat beside me. I pulled that carb heat and flew a beautiful approach. I landed centerline and thought, well that went soo good, flaps up, full throttle let’s do it!
As I began my second solo climb out the radio crackled, Quebec Uniform Oscar, psshhht, pssshhht, downwind, pshht. That darn reception! Where are you QUO? I thought well downwind is right there, I’m still in my departure leg, where are you? I know that I can’t turn my crosswind until I see her but I don’t. Here’s where things get interesting isn’t it.
I continued on my climb out to the 1200 ASL pattern height then “zoom” there I finally saw QUO seemingly rocket by on her downwind, Thank You! After seeing the plane cross my wingtip I began my turn to crosswind, I knew that I wanted to be slower so I backed the power off and watched QUO as she carried on directly ahead.
I went quickly thru my pre landing checks but couldn’t shake that QUO from my mind, “Why was she going so far out to turn base”, “Why does she have to be in front of me on this my first solo?”
This is going to require some thinking instead of rote pattern work. I kept my speed around 85 KIAS and waited to see QUO’s turn to base, there it is! I let her go by my wingtip then began my turn, now it was a matter of setting up my approach, I knew I’d be too low because of the extended downwind but all was well, I put in the 20 flaps and left the power on, keeping QUO in my vision. She was to do a touch and go so I knew they would be cleared soon enough but now I was too high, what to do? A small amount of fear kicked in when I realized that I didn’t want to change my flight configuration. I had been landing so well with 20 flaps all day I didn’t want to try 40 now, but there was James’s ever present alter ego in my head saying, “Well you could slip, but you still have flaps left don’t you?”
Thank god for that head wind, “Rockliffe traffic this is Cessna Whiskey Zulu Alpha on Final, FULL STOP” the headwind pushed me down faster than anticipated, I had to get some power on to keep her out of slow flight, everything was going to pot at once but I knew I’d be okay.
Bring her down to the runway, wait for the rush and flare, I won’t lie and say it was my best landing, more likely my worst but I did it! I soloed and I’m alive to tell the story!
I then looked down at the throttle lever and realized what happens when you get distracted in the pattern, I won’t admit it but you can guess where the carb heat knob was.
I guess it’s true what they say, you always learn something new when you go flying. For me it’s this never ending pursuit of knowledge that will keep me returning until my wallet runs dry.
Thank you Rica, and James for making my dream become a reality and thank you all for allowing me to share this wonderful memory today.
I won’t say that I can’t wait for my next Solo but I can say that I feel more accomplished at this moment that I have at any time in my past. There is a lot of magic in burning fuel around a traffic pattern, going nowhere but grinning like a fool all the way.
All I hope for is the ability to hone my skills and to learn to confidently manage the risk that we all strive to play with every day.
Here is to anyone with the dream to fly, don’t let any excuse slow you down because there is truly no experience like this imaginable. Get up and fly!
© Michael Hopkinson
12/12/2003