[govindremesh]

Hey Reader! If you're curious to read about the flying lesson experience, skip to the second post. For the backstory, continue reading.

Prologue: Late 90's, Early 2000s

Year 1998, my family moves to Vadodara and the then 8 year old me is enrolled in a school that was located right under the final approach of Runway 04 at Vadodara airport (BDQ). A small aerodrome combined with an airforce base, I was exposed to a variety of aircrafts flying low, hence providing a detailed view of each of those.

In the year 2003, National Geographic launches "Air Crash Investigation". To fulfil the "Minimum 30 mins of compulsory National Geographic/Discovery channel on TV" diktat set by my parents, my brother and I pick this show as our weekly watch.

Years pass by and the school arranges a trip to the local flying club located within the airport. By then I had flown a few times during summer vacations in the years gone by. I've made up my mind to become a commercial pilot.

"You have glasses, you cannot be a pilot. Have you ever seen a pilot wearing glasses?" - say my expert classmates at school. The timid me believes that as a truth, as I had never seen a pilot wear vision correction glasses. Oh wait, I had never seen a pilot in real life at all!

The curiosity about aircraft was well ignited within the minds of both brothers, though mobile phones and computers (later classified as "electronics") also were competing for their rights our minds. This was further skewed by the fact that while our dad worked with the non aviation version of the Rolls Royce RB211 he being an electrical engineer could explain our questions about how an aircraft worked, but not much about how do pilots fly one. The fact that he could explain more about electronics than flying meant that the electronics were slowly winning the battle.

During one of our flights in 2005, my brother (then a small kid) asked the the cabin crew "Can I please see the cockpit?". The crew couldn't refuse the cute boy and replied "We'll show you after we land!". They kept their promise and I tailgated to follow him into the flight deck. I was amazed by the variety of screens and buttons in the flight deck; it was an Airbus A320 operated by Indian Airlines. The first officer madam was explaining different screens and buttons to my brother while I was observing her eyes.

My friends were right. Pilots don't wear glasses.

The 2010s

A decade passes by and in 2012, I graduate from my engineering course , having pursued electronics and telecom (computers and mobile phones won the battle with aviation in the mind of the then young me). However, I was more informed now. I knew that anyone with a vision that can be corrected to 6/6 with glasses could apply for commercial pilot training course. I was also made aware that becoming a pilot would cost close to a crore Indian rupees and that was the end of my pilot dreams.

Nonetheless, there was still a space for commercial aviation in my heart, and both me and my brother would satisfy our thirst for it by using the then available Microsoft Flight Simulator X. Running it on mid spec laptop meant that we quickly lost interest in the sim because it would run at it's lowest setting- leading to application crash and a sub par experience. Nonetheless, it gave us a rough idea about what flying looks like and how an aircraft reacts to control inputs.

A chat with a senior IndiGo pilot in 2014 re-affirmed the fact that commercial aviation was not for me. His words were "As a young man, I used to enjoy flying and travelling to new places. Turning 50+ now, having to miss family events, festivals and not able to maintain a sleep routine , it can get boring and tiring as the years pass by".

My parents think that the actual reason that I do not pursue a career in commercial aviation is because it has no place for laziness - for which, yours truly will win the first prize if there was ever a competition.

The 2020s

Having moved away far from Electronics and Telecom engineering in the decade gone by, the victory of electronics was short lived. That void was quickly filled in by the still burning embers of aviation in my mind.

I started studying more about the engineering behind aircrafts, which was further accelerated by a visit to the Airbus Final Assembly Line in Hamburg, Germany as a part of my Operations & Supply chain study tour. I self educated myself with available sources, which included (re)watching all episodes of Air Crash investigation, Reading up on websites like Wikipedia, Aviation StackExchange, PPRuNE, Airbus SafetyFirst and talking to a lot of pilots to clarify my doubts.

Circa mid 2020 and Microsoft launches it's Microsoft Flight Simulator 2020, and the av-sim world goes crazy. The "proper" logical successor of their own Flight Simulator X, this simulator promised "near real world" flight models, real world scenery and amazing graphics.

Using the sim created a deep desire to experience the feel of flying a real aircraft. The Netherlands had some flying schools offering a trial flying lesson, mostly for leisure. In short- all the infrastructure for me to take a trial flying lesson was in place, but remember my note about me being lazy? The trial lesson never happened.

Not until my brother gifted me a flying lesson in November 2024 as a birthday gift. The fire inside my mind about aviation that was slowly burning, now got it's full tank of petrol (or should it be avgas?)

[govindremesh]

Cessna 172 Pre-flight

In mid November, is when I got an appointment for the trial lesson. The location was a flight training school in Lelystad- a town that's 60 kilomters north of Amsterdam.

On the appointed day, I set off to the airport to arrive well in time and accounting for any delays. The "check in". process was effortless- I showed them the gift voucher and my passport (for ID check). I was asked if I'd like to record the flight and it was a no-brainer to say yes. Once the request formalities were completed, I was directed to the "briefing room" where they had an informational video about the basics of flight.

The video explained the control surfaces and the basics of flight (lift, thrust , etc.) but I soon lost interest due to the information being redundant. My instructor (Rik) soon joined me in the room and he reminded me that the video was important. I told him that I am an avgeek and a simulator pilot. Fortunately, he too was using the same simulator and spared me from watching the (boring) video.

He briefed me on the flight plan using a map, explaining that we'll be following VFR (Visual Fight rules) and staying under 5000 ft. He also showed me the Terminal Control Area (TCA) of Amsterdam airport (Schiphol) on the map, which for us was a "do not enter under any circumstances" zone for this flight. He further briefed that unlike in the Microsoft simulator, we'll be flying an Old Cessna 172 without the glass cockpit ("with steam gauges" in his own words). After the briefing , it was time to head out to the aircraft, after wearing our high visibility safety vests.

My first flight was going to be this Cessna 172 registered PH-AHJ (nickname: Alpha Hotel Juliet)



While every pilot is supposed to do a walk around and perform pre-flight inspection, Rik explained that he had already done it, so a preflight inspection by me wasn't required. I trusted him, as I was too excited to waste anytime in performing the pre-flight checks (another reason why I probably shouldn't fly passengers!)

So we entered the aircraft, with me being on the left seat (captain's seat!). This is what the view from the pilot's seat looks like on a Cessna 172




Like cars, this Cessna comes with a key to start the engine, which is logical, considering that it's a piston engine that powers the Cessna (My guess is that it is the Continental O-300 ) . We put on our headsets and adjusted the seat to ensure that I can operate the rudder pedals and brakes properly. The yoke is the "steering wheel" equivalent in this case. The seat belt was worn and the entire process of finding a comfortable flying position was similar to how one would do it in a car. No electronic adjusts here, everything is manual. Both of us used noise cancelling headsets for communication with each other, while Rik said he would be the sole one to communicate with the ATC, while making it clear that the aircraft controls during final approach and landing is going to be exclusively his.

It was now time to insert the key into the key-slot (seen at the bottom left of the controls image, close to the yoke) and turn it two notches (just like we do in a car!). The electronics fired up and I could see some lights and the fuel gauge come alive. We verified the fuel quantity and I performed a control check. The controls felt very heavy, but Rik mentioned that it will be fine once we're on the move.

[govindremesh]

Starting up the Cessna and taxiing to the runway

It was now time to crank the aircraft. I don't remember a "startup clearance" communication with the ATC, but that might be my bad memory. Nonetheless, I cranked the engine by turning the key to the ignition position (again, just like a car!) and the piston engine sputtered to life. It goes without saying that one must release the key once the engine has started

Given my experience with flight simulator, my passion and theoretical knowledge of controlling a Cessna 172, Rik said he'll allow me to taxi to the active runway and takeoff. I was super excited and my instructor shared my excitement.

Once we had the clearance to Taxi, Rik increased the power and moved the aircraft out of the parking spot to the taxiway and with the command "Your controls", he gave me the controls. What was about to happen can also be related to the first driving lesson for a lot of us- I started over-controlling. Like how some newbies turn the steering a bit too much to left and right to maintain a straight line at slow speeds, I did the same by pressing my foot on the rudder pedal a bit too much. The aircraft was now zig-zagging on the taxiway and it didn't take too long for Rik to say "My controls" and take back controls. Strike 1.

"You must not push the rudder pedal too much. Be gentle on the controls! Try again". Rik said and I remembered that the simulator also used to warn me for the same thing.Nonetheless, I followed his command and could then control the Cessna right upto the runway hold short point. It wasn't too long of a taxi distance, maybe 300 meters or so.

"I was thinking of letting you take off, but I am not so sure anymore!" said Rik. Oh boy, this is not good. I asked for a second chance by asking " How about you control the rudder to keep us on the centre line and I'll control the yoke and the throttle, if that's OK with you?".

He agreed. So far, very similar to a driving lesson.

The airport we were at is not yet operational for commercial traffic, but multiple flying schools were active. We had a Piper Archer ahead of us while a Cessna 172 was on short final for landing. While we were waiting, Rik briefed me about the upwind pattern. "Take off and maintain runway heading to climb till you see a set of trees on your left, that's our cue to turn to the left and continue our climb to 1000 feet. Do not use the rudder- just bank left about 10-15 degrees using the yoke to make the left turn."

After waiting for the Cessna to land and the Piper to takeoff, it was our turn to fly. Rik requested takeoff clearance and aligned us with the runway centreline.

"Now, push the throttle lever all the way in and at 60 knots, we'll rotate". said Rik. For reference, the throttle lever is the black knobbed stick, to the left of the red knobbed stick at the bottom right of the controls image attached above.

[govindremesh]

The takeoff and initial climb fiasco

The moment had arrived. I pushed the throttle all the way in and the engines roared. We started gaining speed an quickly and before I realized, the aircraft was rushing down the runway at 60 knots. "Rotate" said Rik and this time, I pulled the yoke with a gentle force. The Cessna pitched up gradually and began climbing.

As soon as we climbed, I had my eyes pinned on the attitude indicator, which started showing the aircraft was banking left already. Like a complete noob, I immediately reacted to bank right which resulted in the aircraft banking a little bit too much right, to correct which I banked left and before I knew it, the Cessna was doing a wing wave , a few 100 feet up in the air.

Then it came. "My controls" Rik echoed and took over. I froze, literally. Strike 2 . Rik reminded me that I had not acknowledged the controls being handed over and I mumbled meekly- "Your controls".

"What just happened here?, you were to maintain straight heading and fly till the trees, but you started playing with the yoke at around 200 feet, right above the runway!

"I have no clue" said I. All my simulator knowledge had evaporated and a it dawned on me that real life is way different than simulations. All that theoretical engineering knowledge about flying was becoming useless.

"What happened is a typical simulator pilot behaviour' Rik said, almost controlling his laughter. "Let me guess, you fly the A320 more in the sim?"

"How do you know?" I asked out of amazement.

"Because you're flying the Cessna thinking that this is an A320. Remember, we're flying VFR today, which means you look outside and fly. Everything, including your pitch, roll, and even the aircraft power setting should ideally be judged using your own physical senses with instruments to back up your assessment" said Rik

"I've never done that before, even on the Sim, I look at the instruments!"

"Today is the day to learn! Try again now, make a gentle turn to the left, banking approx. 15 degrees, while maintaining our current altitude of 1000 feet. Ready?"

"Ready" said I , sounding confident. "Your controls". "My controls" , and I started to bank. the 15 degrees stuck to my mind and within seconds , I started looking at the attitude indicator again.

This resulted in the aircraft climbing to 1200 feet during the turn. My eyes were juggling between the altimeter and the attitude indicator- wondering what to correct first. I had stopped looking outside completely. Rik wasn't happy. "My controls". Strike 3. This day was not going anyway like I had envisioned and now, self doubt was creeping in. Rik brought the aircraft back to 1000 feet and set the correct course.

"Since you seem to be fixated on looking at the instruments, allow me to fly the aircraft for the next few minutes while I explain to you how to fly without looking at the instruments.

[govindremesh]

Flying the Cessna 172 visually

Rik went on to how how looking to the horizon can help determine the aircraft's pitch and how different degrees of roll would look like on the horizon. He then asked me to control the aircraft and gave me some assignments like

• Climb to 2000 feet
• Descend to 1500 feet
• Turn left with a bank of 15 degrees
• 360 degree turn without using the rudder and maintaining altitude.

Some of this can be seen in this short video clip that I trimmed out of the entire session.Notice my wide smile, as I got comfortable with flying the Cessna by then!

https://youtu.be/pcOp0x9H7Zs

The Cessna (or any light aircraft) can be controlled in multiple ways. I'll try to explain those by trying to draw parallels with driving a car.

Controlling Cessna 172 with a yoke

The yoke can be related to the steering wheel in a car. The only difference being that unlike a car, an aircraft has an additional dimension of movement - the vertical distance (a.k.a altitude). Hence, along with left and right, the yoke also moves forward and backward (like the telescopic adjust of the steering wheel) to help control the aircraft's vertical motion.

Once configured correctly to maintain a said heading and altitude, flying a Cessna is like driving on a highway. I kid you not, it's that simple. You need to make slight adjustments to the yoke to move it left and right -exactly like driving a car at high speed on a striaght highway. The aircraft will then maintain the heading, speed and altitude. To get the configuration correct, the pilot must "trim" the aircraft elevators to achieve a stable altitude. The trim moves the entire horizontal stabiliser and reduces the forces on the yoke. Once trimmed correctly, the aircraft will still move up and down a little bit (like a boat on water), but it's barely noticeable and the aerodynamics takes care of keeping the relative altitude, static.

To execute a turn is where the difference is. unlike a car where you need to hold the steering turned till completing the turn, in an aircraft, you keep the yoke turned till the aircraft banks to the required bank angle and then let go. Usually one needs to use the rudder, but I used the elevators in combination with the bank to execute the turn. It's hard to explain how it works in words, so I'm baking on the aviators in this forum to pitch in

Controlling with throttle

Apart from the yoke, one can also use the engine power to climb and descent. If the aircraft is cruising steadily at an altitude, increasing the throttle will result in the aircraft climbing, reducing the throttle will result in it descending. The inverse also applies, if you pull the yoke to make the aircraft climb without adjusting the throttle, then the engine is strained- propeller RPMs drop and the speed begins to bleed as you climb (the inverse is also true). Hence, for a proper climb, its essential to coordinate throttle and yoke to achieve a smooth climb.

In a multi engine aircraft , while it's theoretically possible to control the horizontal direction (left-right) of flight by adjusting the engine power on each side, it's not advisable and won't be as accurate as controlling with the yoke. I think pilots use that as a last resort (differential thrust) if the control surfaces for horizontal movement are damaged (ailerons and/or the rudder).

At cruise, I set the propeller RPM to 2300. While climbing, I would increase it to 2400 RPM while 2200 RPM was for descending. My instructor also taught me to listen to the engine note to understand and set the power level, without having to look at the RPM indication in the cockpit. This activity seemed similar to how one would judge the upshift point in a car without a tachometer.

Towards the end of the 1 hour session, I had learnt to turn, climb, descent and configure the trim to set level flight (and offset the force required to operate the yoke) and manage the power levels without looking at the indicators in the cockpit, thus learning to fly using my aural, haptic and visual senses. It was an hour well spent.

[govindremesh]

Landing and Parking

As agreed before taking off, Rik took over the controls when I got closer to the runway and he lined up with the runway to descend and land. The experience of approaching and landing on a runway while sitting in the cockpit is something that must be experienced first hand, as no simulator (maybe except full motion ones) can give you such an exhilarating experience.

The landing was very smooth from my point of view, but Rik said he could have done better. Not sure what could have been improved in there! Once on the ground, we exited the runway to a taxiway that was close to where we would park. During this entire phase, I sat still, enjoying the experience while all of the flying during the landing and taxi in phase along with the radios was managed by Rik.

Once parked, I turned off the engines (using the keys, again similar to how one would do in a car). Once the propeller stopped spinning (few seconds), we exited the aircraft. Rik gathered his stuff , made an entry in a logbook (an iPad with a logbook app) and we finished the session with a parting shot of me with my ride for the day.



Back in the terminal/flying school, I got the SD card with the recording of the entire flight and some information on the process to apply for a Private Pilot License (PPL) course. Rik and I bid bye and it was time for me to pilot something that I have a license for to take me home.

Summary

Is it worth the cost?
If you are an aviation enthusiast- this is a must do activity. An hour cost 300 Euros (INR 27,000) and it was booked via this website) . There are other websites that offer it for cheaper and it will also be cheaper in countries like the U.S. or if you opt for a 2 seater aircraft.
For those who don't (want to) know the difference between a Boeing and an Airbus, maybe not worth the price.

Can I take someone with me for the experience?
It depends on the aircraft. The Cessna 172 is a 4 seater, so minus the instructor and yourself, you can get 2 more people with you for the ride, as long as the combined weight of all on board is below the allowed payload (240 KG in this case).

Would I sign up become a commercial pilot with this experience?

No. The life of a commercial pilot is a misfit with my personality and even on the simulator, I get bored once the aircraft is at cruise. It would be difficult for me to have the level of patience, discipline and personal sacrifice that a commercial pilot requires. Our own Bhpian searchingheaven has switched careers and would be the best person to comment on this.

I will sign up for a PPL if I win a lottery. In the meantime, sponsorship and donations to fund the course are welcome

Finally, a note of thanks to:

• My family: My parents for encouraging my curiosity to learn with support and encouragement throughout my life and my brother who made this dream happen while sharing my passion for aviation right from childhood.
• All pilots who made time to talk to me during their turnaround time and the cabin crew who were kind enough to take my request. My apologies if I ask too much of your time (A pilot of an international airline remarked during my recent Q&A: "I am pretty sure we have met before" )
• Creators of the show "Air Crash Investigation" and Microsoft for their Flight simulator franchise (though the 2024 version needs a lot of bug-fixing!)
• The pilots on the internet who take time to put up valuable content on different platforms, to help the general public learn more about aviation
• Rik, for a great experience on my first flight
• Friends and relatives , for acknowledging and putting up with my aviation rant, even when the topic doesn't interest them.
• You, for reading this far. Thank you for your time!

[Aditya]

Thread moved out from the Assembly Line. Thanks for sharing!

[Jeroen]

Thanks for sharing. I can only confirm, if you're into aviation getting yourself an introductory flight like this is fantastic!

There are also various simulators of commercial planes that you can rent. Anything from a Boeing 737 to a 747, Concorde or whichever Airbus you like. There are a couple of places in the Netherlands, but also Germany and the UK. I flew the original Concorde simulator that was used to train BA pilots a couple of years back.

https://www.team-bhp.com/forum/comme...simulator.html (Experience: British Airways Concorde Simulator)

I also shared some of my experience in pre flight planning of these single engine planes.

https://www.team-bhp.com/forum/comme...ne-planes.html (Pre-flight planning & checks for flying single-engine planes)

Jeroen

[guywhoclicks]

Thank you for sharing @govindremesh. I also learnt how to fly a small 4-seat piper in Bay Area, California and it was an absolutely wonderful experience. Got instrument-rated and logged about 300 hours before priorities changed somewhat. For me the sense of being up in the air, with sun rising over the mountains and everything super quiet (including the chatty ATC in dense airspaces) was a surreal feeling. Glad to see that you also experienced the joy of flying.