First Solo Pt.1

About the Author

Ron Rogers

Living life on the edge. By edge I don't meaning getting ready to fall off, rather looking across the edge of tomorrow.

Words can be used to open dimensions of wonderment; they can also be cryptic, giving little meaning to the emotion felt by the writer. Of course this can speak to the skill of the writer, and whether the reader rates it a �page turner� or a �yawner�, I best hold on self-critiques, since my aim is hold your attention for a bit. I could say... "it was a dark and storm night..." but it wasn't, it was afternoon, clear blue skies and a light breeze speaking of the promise of the sky.

First Solo

I�m looking at my logbook and it�s an innate entry, nothing really special, it simply says� �first solo� three T&Gs, (signed BM and he gives his instructor number)��

I�d been training for this days for months, time not flying was spent studying, taking ground school and finally the (often dreaded) written exam. In those days it was pencil and paper and an E6B handheld. No... Not a palm pilot, something akin to a circular slide rule.

I breezed through the written and that�s not touting my abilities, rather my total love for flying. Often I�d fall asleep with a training manual on my chest. Later in life I�d become an air traffic controller in the USMC, that was the flipside of the same coin and my earlier studies paid off handsomely.

If you�ve visited an airport, in particular a small one, you may have noticed some torn shirts adorning the walls. Tradition has it then when one solos, their shirt back is torn off (or carefully cut away), their info written on the back (usually with a magic marker) then plastered on the wall. It�s actually a badge of honor.

On this particular day, I thought, but didn�t know for certain, it was my time to solo. Depending on the training curriculum, weeks or months may have passed from the first flight. In my case it was about 90 days and 8 hours of flight time. By the time one arrives at this point in their training, a minor amount of confidence has been gained, but you�re still tethered to your instructor. My guy was Bill Murphy, a middle aged, calm and confident character who smoked a pipe (not while we were flying). He and my dad had talked clandestinely after my last lesson, so the smile on my dad�s face told me this just might be my day.

So here�s how it works, in my case anyway. You stride out to your sleek trainer, mine was a Cherokee 140, perform your walk around (preflight), then climb aboard and begin your �engine start� checklist. On a small plane it�s not complicated, however running the checklist is something ingrained into students early. Later on more complex aircraft it�s invaluable.

Engine running smoothly, you�d tune up the radios and check ATIS (Automatic Terminal Information Service) which is basically a pre-recorded message telling you the winds, active runway and other pertinent details. That done, a call is placed to ground control (ground control to Major Tom) and your given clearance to taxi to and hold short of the active runway. Holding short is of course a GOOD idea, since others might be on final approach.

Holding short of the active, throttle is advanced till the engine is humming; somewhere around 1700 rpm (depending on the aircraft) and you�ll check the mags. Mags being the magnetos; which generating the spark that drives the engine. No mags� No fly�

Once this is done and you�ve checked the controls for freedom of movement, it time for a call to the tower. It�s then Bill Murphy quietly (which is a relative statement in a small plane) turned and said, �let�s stay in the pattern�. That�s code for� �don�t blow it and you�re �GO� for solo.

Guys and gals� I�m going to continue this in the next installment� It�s 2am where I am and I�ve got an early call. Till next time� RR

Published by Ron Rogers on November 2, 2005 02:11 AM

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