I met Tom (instructor) at his hanger at Hidden Valley Airpark (5TX0 for those who know how to look it up on Airnav.com) just north of Corinth, TX. We started off by him introducing me to his Cherokee 140, N32198. Here are some photos of the aircraft and panel.
We moved on to the pre-flight, with Tom explaining the important things to remember about the aircraft, including safety things like making sure the key switch was off and key not in the switch (to prevent the engine from accidently turning over while you're standing next to the prop) and how to not get my hand pinched between the stabilator and the rear trim tab.
The right hand wing was next. We looked at the flap and the airleron to make sure no damage and all the connections were good. We checked fuel levels by looking in the tank to visually verify they are full (a big advantage to a low wing aircraft. High wings like Cessna's you need to a ladder!). A small amount of fuel was drained from the low point to verify no water or contamination. All was good. Leading edge of the wing was clean and no damage.
We checked the engine compartment to make sure the motor was still there, properly attached, and no critter decided to take up residence. He explained the different components there and also how to check the oil level.
For my non-aviation readers, this Cherokee has a 150 horsepower 4-cylinder engine. And it's small! Look at the photo above and you can see the outline of the cowling. The motor only takes up about 60% of that space! Amazing that something that compact connected straight to the prop provides enough power to get us up in the air, keep us there, and allow us to cruise at about 110knots (about 127 MPH).
Then we checked the prop and verified no obstructions to the air inlets. Checked the landing gear and nose struts to make sure all good there. Tom explained that the brake fluid on aircraft is more viscous and a different color than on a car. I might ever see an actual spot on the ground, but if I saw thick purple-ish fluid on the bleed valve, then that's a sign it needs checking before flight.
Then checked the other tank for proper fuel level and the left hand wing. Tom also showed me the stall warning switch and the pitot tube. The pitot tube and it's associated system is what provides information to the Air Speed Indicator. Check the leading edge of the wing, flaps, and aileron. All good condition.
Moving to the rear, we checked the rudder and the stabilator. Tom demonstrated the proper method as well as a few safety cautions. All good and we were done with the walk-around.
We pulled the aircraft out of the hanger and onto the taxi-way and climbed in and got settled in our seats. Seat belts and shoulder straps latched. On to the pre-start checklists.
Checklists are used to ensure that all of the necessary (and required) items are done to ensure safe operation. So much is going on that it would be easy to forget a key item. And Tom' advise on checklists: "Read each item out loud. If you are buy yourself, you know you're doing it right. If you have a passenger, they will think you're a pro!" As we I read each item, Tom explained what it was for and what to verify. Pre-start checklist complete!
Before we started the engine, Tom explained a few things about the panel like "carb heat", the electrical switches, a few gauges and the throttle and mixture. He also explained how the flap handle worked. This is between the seats as a long bar you pull up and back like the parking brake on a sports car. There are three settings and it will click into each setting. Push the button on the end to relase it.
Next was the parking brake. This is a small pull handle under the instrument panel by my right knee. Pull on that and your apply brakes to both main wheels. Difference between these brakes and your cars is that there is no ratchet mechanism to hold it. You have to depress a small button for it to hold in place. To release, you pull slightly tighter, then release slowly.
Then it was time to start the engine! Set the mixture to full rich, turn on the eletric fuel pump, wait a second or two for pressure to come up, look around to make sure no one is standing near or about to walk into the prop, holler "CLEAR PROP!" out the window, and turn the key!! The prop turned twice and the engine started, and we're now running!
It's noisy, but not as noisy as you think. Tom doesn't teach with us wearing headsets, but even with the door propped open slightly for ventilation, we could still hear one another just fine.
The after engine checklist included monitoring the engine guages to ensure all coming into the green, turning on the electrical items such as the radio and the transponder (setting that to standby), and ensuring the area was clear to taxi. All was good, so Tom taxied us out from between the hangers and onto the main taxi way.
Once on the main taxiway headed to the north end of the runway, Tom taught me to use the cap on the left fuel tank as a reference point to ensure the wheel doesn't go off the edge of the hard surface. He also instructed me to be very mindful of a particular set of obstructions that we passed every 60-80 feet: mailboxes! (Hidden Valley Airpark is a fly-in community. So we were actually taxiing on one of the roads that people would drive on to their house. And we were passing their driveway's and their mailboxes). We stayed clear of those and turned onto the acess taxiway next to the runway. We stopped and Tom had me set the brake.
Next was the run-up. This is the procedure where we bring the engine from idle power to about 75% of rated power (1800 RPM in our case) and do some checks to make sure no problems with the engine. Best to check for these while on the ground versus discovering a problem while airborne.
We turned the key to ensure the magnetos were operating correctly. We checked carb heat to make sure that was operating correctly. All other engine gagues checked, and in the green. All was good and we brought the power back to idle.
Time to go! But before we took off, it was time for me to learn how to steer the aircraft while taxiing. My non-flying friends might think this is done by turning the yoke like you would the steering wheel of your car. You couldn't be more wrong. You steer with your feet!! Using the rudder pedals, you push with your left foot to turn left, and push with your right foot to turn right. The more you press, the sharper you turn.
Tom made a call onto the radio to announce we were taking the runway, then asked me to taxi onto the runway and turn left toward the south end. I first kept it on the center line as asked, then he challenged me to move first to the left and straighten out and then back to the right and straighten out. For braking, we used the handbrake. The aircraft is equipped with "toe brakes" on the rudder pedal, but they are trickier to learn. The handbrake applies brake to both wheels and is easier for a beginner like me to control.
Then at the end of the runway, we turned around (a bit more power was needed to complete the turn) to the left (full push on the left pedal) and we taxied back up the runway to the north end and turned around to face down Runway 16.
Once there, Tom took control of the aircraft, made a radio call to announce we were taking off, applied power, and before we were even 40% down the 2600 foot runway, were were airborne!
(Part two will come soon. For now out of time and and must rest for a busy day tomorrow (Thursday, April 1). Plus, I have Lesson #2 in the afternoon! So you folks will get a double helping once I do the write ups! For now here are some photos of me next to the aircraft, and of my instructor, Tom Tweeddale)
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