Got to KAVL and had my first lesson scheduled with instructor Gary Lux. Gary is another partner in the now life www.airplanesdirect.com and a cheery, solid CFI. We did some ground school work reviewing stalls (power on and off) and turns around a point, coupled with S-Turns. The day was bright, with a painfully beautiful blue a few light puffy clouds at about 0030 (that's three thousand feet). I was eager to get aloft!
Unfortunately the plane we had scheduled was in for extended maintenance so we had to wait for another plane. The wait led us into the early afternoon, and they had to juggle some scheduling to get me airborne with Jordan vs. Gary. Gary was waiting for another student (who happens to be from the Franklin area near my home) to return from a cross country solo, and he needed to be there to debrief her after the flight. Jordan was gracious in "taking me on" so Gary, who was pacing like a mother hen waiting for her chicks to come home, could be there to greet his student pilot on her successful return.
I went out to pre-flight my plane alone, and met the other pilot coming across the tarmac with a grin on her face - having just returned from her second cross-country. I introduced myself and we had a nice chat - agreeing to share rides from WNC to Asheville where possible to save gas (and avoid waiting in those two hour gas lines that are plaguing the mountains). Good to meet another soul who is enjoying the flying experience!
I pre-flighted the plane and Jordan joined me and we were taxiing in a short time. I completed the runup while a regional jet (RJ) did a taxi to 34 in front of us, our position required him to do a reverse taxi up the runway - and a cool on the ground 180 to get full advantage of the entire runway. We lifted off into calm skies behind the RJ and turned SW to the practice area.
Once there, we chose a water tower in Hendersonville for the center of our turns. I entered on downwind to the west of the tower and started a gentle left turn. I followed Gary's admonition that I focus out the front of the cockpit, keeping that sight picture consistent while only glancing sideways at the tower (under my left wing) and my altimeter / turn coordinator / compass occasionally for reference. The turns went well (and were much easier that expected due to light winds). I was able to maintain altitude accurately and keep the tower at a consistent distance for three circles.
We then rolled out of the turns and headed east towards a power line for "S-Turns". These were a bit more challenging as the wind was picking up a bit. I crossed the lines to the north and made a banking right hand turn - first time a little tight. The first arc was too small and I had to struggle to get around to neutral controls before crossing the power line. The second arc was much better. Jordan took the controls to show me the proper turn radius, and when he handed them back over, I was able to do a few turns with a bit more finesse, consistency and grace.
Good instruction.
We headed for AVL and did a touch and go. My approach was solid and I lined up with the runway easily on final. When we crossed the threshold, I changed my focus towards the end of the runway (like Joey taught me earlier). However, when we entered the ground effect, I flared up the nose a bit early. I was going to "flop" onto the pavement again if I kept the nose up, so Jordan bumped the yoke forward just enough to smooth out my "over flare" and we dropped gently to the ground.
We powered up and went around again, on the downwind, I called the tower, and he asked that we do a 360 right turn so another RJ could finish its final approach and we could then follow behind him. Jordan put me into a right standard turn (45 degree bank, two minutes to do a 360 turn) he said this would be critical to learn for IFR. This burns up just enough time. I did the turn perfectly, glanced to the runway to see the RJ landing at the threshold and called the tower ("Asheville 55 Romeo is back on downwind"). We then continued the base and final turns.
The last landing was much lighter, and right on the 1000 foot threshold, we slowed to a stop and rolled onto taxiway A. Jordan reminded me to switch the transponder to STANDBY (a step I always seem to neglect), and we thanked the tower for their help.
Jordan says I'm doing great for four flights, and that my turns, radio work and coordinate flight is progressing well. He reminded me to use "Western Fife Fife Romeo" instead of "Fifty Five Romeo" as that is accepted standard - and that David Shields or Ben will expect me to use proper identifiers during check rides (and always of course).
We post-flighted the plane and parked.
Things to work on:
* Turns with wind (there wasn't much today)
* Trimming for descents - I seem to want to stay in the air too much, but that's a good thing, right? But it causes me to enter the pattern a bit high and have to rush the descent to landing.
* Relaxed, touch controls vs. "Death gripping" the yoke and pedaling the rudders.
* Using power to control altitude and attitude to control airspeed in slow flight
* The landing flare - when and how much to use to "grease" the rear wheels onto the runway.
Next flight is IFR introduction and more turns around a point. Then its review and check ride!
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Small correction--a standard rate turn at Cessna 172 speeds is 15 deg angle of bank, not 45. It's 45 at much higher speeds, but the rate is still 3 deg per sec. You read off the std rate on the minature airplane pointer on the turn indicator. The std rate turn allows you to use a stopwatch to time your turns from one heading to another when your gyro direction fails.
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