Flight 88

[FIRST AEROBATIC FLIGHT]

12-05-99

Zlin 242

SWF-SWF

1.1 dual
1 landing

"Aerobatics intro- loops, Cubans; unusual att. training- stalls, accelerated stalls"


Cool; steady breeze; low broken clouds

Another free Sunday approaches... what to do with it? Well, I do have a free aerobatics lesson coming to me, thanks to my winning raffle ticket at the Sussex airshow last summer, so I call to schedule my free half-hour of fun.

The first CFI at Rifton Aviation I'd spoken to isn't available, so he gets me in tough with Jeff Seckendorf, who he endorses as a very good instructor and seasoned aerobatic pilot. Jeff warns me that clouds may move down onto the aero box over Stewart that day, but he'll meet me there at 12:30 regardless.
Early to bed Saturday night; light breakfast; one cup of coffee... the long drive up to stewart induces a buildup of... what? Edginess? Yeah.

I arrive early and peek inside. This is not so much a flight school as a swanky corporate-grade FBO that happens to own an aerobatic toy for instruction only.The girl at the reception desk, who to my surprise appears to be Amish or Mennonite by her traditional attire, greets me, cheerfully answers my questions, and offers me coffee and cookies. For some reason I pour myself another cup of coffee and head outside to the parking lot for a smoke. As I do so, Jeff pulls up. I set the cup of coffee on the roof of my car so I can put the unlit cigarette back inside. Just as I say hello to Jeff, a gust of wind knocks the Styrofoam cup over.

"Wind's pickin' up a little," I note, shaking coffee off my hand.

We go inside and sit down to discuss the lesson plan. I've thought and read about aerobatics and certainly watched quite a bit of it, but I can't quite focus on what he is saying as he explains about the specific control inputs, etc.
It all just seems unreal, I guess... am I really going to get upside-down in an airplane today?

The feeling will grow stronger...we enter the hangar, which is huge. How huge? Well, a Falcon 50 is sitting there with plenty of room to spare, a light twin of some kind seems lost in a corner, and the Zlin looks like a toy standing next to the jet.

It's a brand-new Czech trainer, a bit heavy and draggy for aerobatics, but it looks very capable.

Jeff spends a minute or so searching the cockpit for any loose or unnecesary objects, then a ramp rat opens the enormous motorized hangar door, and he and Jeff pull the Zlin out onto the ramp.

A 727 is parked just outside, as well as a Learjet. The Zlin looks a little bigger out here, but it still promises lots of fun.

The walkaround is very simple, and it reveals that this is a very sweet machine, well-engineered and sturdy. Side-by-side seating, with dual sticks and the engine controls in the center. It weighs about as much as the familiar Cessna 172, but sports a 200-hp engine. I admire the fresh new interior and panel, and breathe in the exotic mix of avgas fumes and leather. My heart rate increases slightly.

I learn how to don a sport parachute while standing on the wing, Jeff  explains how to operate it, then we lower ourselves into the leather-clad seats.

The Zlin has a main spar pressurized with gas (nitrogen, I believe), with a gauge that will immediately indicate any cracks. But as Jeff explains, the more likely emergency involving use of the parachutes would be a problem with the controls.

He explains the bailout procedure:"I will release the canopy if it looks like we might have to get out. I may turn us upside-down, if I can, to make it easier. I will say 'Bail out!' three times... just hit the harness release, get out, and remember to pull the D-ring on the 'chute straight out away from your body.

" If you are still in the plane after I say 'Bail out!' three times," he adds, smiling, " you will be sitting there by yourself."





I manage to strap in properly without much fuss (5-point quick-release harness), and Jeff starts the engine. I have the throttle, but he will handle the prop control for the lesson, as I'm unfamiliar with the operation of a constant-speed prop.  He will also handle the radio, and we quickly get our clearance to taxi, at which time he hands the controls over to me.
Taxiing the Zlin, at first, reminds me of riding a horse with whom I have not yet reached an understanding. I can't seem to make it go just where I want it to. by the time I reach the second taxiway, J. suggests that I ease off on the forward pressure a little.Aha- I've been apllying the correct wind correction for taxi, but apparently I'm forcing the nose too much even for taxiing. Easing up instantly allows me to steer more smoothly.

The runup goes well, and next I find myself attempting a takeoff.The slight crosswind catches me off-guard for a moment, but I climb out well enough.
Feels nice... the extra horsepower is exciting, and I'm quite comfortable flying with a stick instead of a yoke.The visibilty from under the bubble canopy is just amazing, but unfortunately, there are great clumps of haze all around... in fact, the area immediately to the west is completely obscured.

The air is fairly smooth, though, and the Zlin feels rock-solid. I climb out confidently on a heading for the practice area.
the "hard deck" for our session will be the top of the Class D airspace, so we go up to 4500 to begin the maneuvers.
Jeff explains that he will demonstrate each maneuver, then let me try one after each demonstration. He takes over to show me a loop, reviewing as he does so the basic elements we'd discussed earlier.

First: dive for 140 knots. The attitude here is fairly steep, and I enjoy that part immensely. At the target airspeed, he brings the stick way back, and as the plane battles with its own inertia combined with the Earth's gravity, the G-meter indicates about 3.5 "gee" for a few seconds. This I do not enjoy so much... it feels like a fist is smashing the bottom of my stomach into my tailbone, and although I don't feel faint or nauseous, I can feel all the fluids and soft things inside me heading south, and it is not a pleasant sensation.
I'm surprised by discomfort: I've pulled 2 gs in steep turns before, and didn't mind it.
The unease fades a little as we head back upstairs, almost vertical, then as we float for a moment upside-down, the thrill of finally being in this mode of flight obscures the unease almost completely. This is fun!!

The ride back down the other side is also fun- especially as we first come "off the top". It's a moment of freefall, and despite the harness, I feel like I'm floating free in the cockpit.
Recovery comes at the bottom, with another few seconds of uncomfortable g forces.

"How'd you like that?" Jeff asks as i take over to climb back to 4500.

"Uh... I really enjoyed that, but my stomach wasn't too keen on the gees." Indeed, my whole body still feels out of whack: I'm feeling clammy and a little nauseous. But I don't feel faint or dizzy, and I'll be damned if I';m going to quit now, when I'm about to fly my very first loop!

Here goes... down at more than 45 degrees, diving for the railroad tracks, which will be my ground reference line... then pulling back all the way, trying to grunt off the unpleasant, unfamiliar clutching feeling of increased g-load... a quick glance at the wingtip on the way up to confirm I'm at the right angle.... then head back, to watch for the horizon coming back from behind, searching for that railroad track.
Forward pressure at the top, to keep floating so I can round off the top of the loop... and descent is, of course, initiated by simply maintaining back pressure on the stick.

As we zoom down the back side of the loop, I roll a hair to stay parallel with the tracks. the Zlin is taut and responsive, and doesn't seem to mind at all as the g-forces build while I level off at the bottom.

My stomach is still lurching ominously, and I feel warm and tingly, yet my forehead feels cold and clammy.
But I'm also elated- I've just flown a loop!!

Back up we go, this time for an Immelman. J. demonstrates again, then it's my turn. This is a classic combat maneuver, intended to allow a quick reversal of direction while gaining precious altitude above a pursuing enemy: a half-loop, followed by a smart roll to level at the top. Then a half-Cuban Eight, which is much like an Immelman, but ending with a shallow dive to the starting altitude... more for show, but a test of precision.

I'm eager to try these, but as I start, there is no thought of air combat fantasies; no thought even for the altimeter. I'm completely absorbed in the novelty of it- the feel of the stick, the smooth power of the engine and prop, and the relentless barrage of extreme physical sensations.

Jeff had suggested earlier that we divide the lesson into two parts, and as I ponder more maneuvers after a few loops, etc., my stomach suddenly makes up my mind for me. It's time for a break. We circle down to pattern altitude, and to my surprise, Jeff lets me land the plane. My pattern is decent, although I now feel detached, as Jeff is effectively handling the thrust, being in control of the prop. The turn to base takes us over what can only be described as a whale-pod of enormous C-5A Galxy military transports, parked on the National Guard apron. My final leg and landing are not too bad, but not my best.

taxiing is easier now, my body seems to have recovered from its ordeal, and the mood is light under "Rifton One"'s plastic bubble as we slowly make our way amongst the Brobdingnanian toys scattered about the landscape. We are the littlest airplane here today, and certainly the most fun airplane.
I am really quite goddamn pleased with myself, especially after neatly pulling the Zlin right up to the hangar door and swinging it around to stop with the nosewheel right near the chocks. as we extricate ourselves, we discuss my internal distress. At one point, I pay some lip service to "getting back in shape..." and "if I quit smoking..."

Jeff laughs and shakes his head, not surprised to hear that, and remembering my spilled coffee. "No smoking, no coffee before a flight, and plenty of water."
"I did eat a light breakfast," I add, presumably in my defense.

"I ate a ton this morning!" he replies. "I like to eat a big ol' greasy breakfast before I go flying..."

 It makes sense. Inadequate fuel for the body only makes it all worse. Jeff is fit, alert, and energetic in an efficent way. He is a good example, worth emulating. Yeah, I need to change a few things.
But first, some water... and then some more flying!!