In todays pre-flight briefing we discuss stalling. The objective will be stall recognition, slow flight with flaps up and what the reaction should be. Today I will fly at a slow speed with a high angle of attack and as the stall warning horn begins to sound, that will be my cue to abruptly apply forward pressure on the yoke to lower the nose and increase the airspeed. This is the only abrupt movement one should use. The recovery movement should be a slow return to climb pitch attitude for set up and more stall awareness practice.
With the pre-flight inspection complete, I go through the start up check list. I am still getting used to where everything is while I double check the instruction just to be sure. Repetition will breed confidence. Starting the engine is a dance between the engine catching, slight increase in throttle before backing off to 1,000 RPM. Start up check list complete. David makes the call to taxi and we are off. The taxi from the hanger requires a tight right turn and then a left before a clear run to the taxiway. Sometimes a pick up truck is parked next to a hanger and I have to ease off the yellow line just to be sure there is enough clearance all the while watching and listening for other traffic on the move. The taxi here at Nevada County is a balance between power and whether there is an incline/decline, making a turn and if there is any gravel present. While watching for these situations I still work on appropriate throttle control and steering. I get it done and I find myself in the run-up area before long. I go through the run-up check list and I am still getting used to this as well. Reciting emergency procedures still needs some work as does setting the compass heading and altimeter. Again, repetition is the key. I perform the 360 degree clearing turn to be sure that downwind, base and final are clear. David makes the call and I proceed to the runway 25 for take off. The T/O roll goes okay. It is still a challenge to manage it all while viewing all the gauges before the rotation speed is reached but we get there and are off the ground.
I have yet to have a calm day so upon reaching about 150', we begin to experience some bumpy conditions that require all my attention to maintain the runway heading as we climb out. I go through the 1000' check list and turn north toward the training area near Brownsville. I reach 5,000', still a little rough so we go to 5,500, level of to cruise and begin the set up for the day.
While maintaining altitude I begin to set up by reducing power while increasing pitch to maintain approximately 40 knots, "Pitch for Airspeed-Power for Altitude". As I fly along and the designated airspeed reached, the stall warning horn begins to go off, abruptly pitch down. It does not take much to gain speed before smoothly recovering and approaching the target airspeed again. I fly along getting used to the feel of the airplane in slow flight and the beginning of the horn sounding and reacting accordingly. I do all this while managing flight controls and scanning the airspace ahead. With each evolution I gain more and more confidence in what I am doing knowing that this is an important skill to understand and be aware of. Airspeed is my friend.
We head back to the airport. David again talks me through the approach while flying downwind and turning for base and final approach. I hear it all. I understand it. I watch and listen as I also read the check list items as we go. I am there experiencing it all but after landing I realize again that it all went by so fast that I cannot believe it. Again, repetition will breed familiarity, confidence and eventually will lead to me being able to do it. After the landing, roll out and leaving the active runway, I take the controls, complete the after landing check list and taxi back to the hanger. Another successful flight. Another notch in my experience belt. Another layer of experience built. it is time to go home and read about what I just did to further reinforce my learning. Another fun flight experience. I am ready to go again!
