A Time for Patriots

Like the first, Brad verbalized his procedures, then executed them. The departure stall was done in the takeoff configuration with full power, simulating a stall right after takeoff; the third was a stall while turning in the traffic pattern.

“Very good,” Patrick said after the last one was finished. “Remember, keep those controls centered and use rudder to keep the nose straight as you approach the stall — a stall with one wing down is a spin, and the P210 is not a spin-friendly plane at all.”

“Got it, Dad.”

“Good. Let’s do some landings. This plane has prop beta and reversers, but let’s not use any of that — just watch your airspeed. Normal configuration, then half flaps, then no flaps. Watch your descent rates with each flap setting. After that, we’ll go over to the other runway and do a crosswind landing.”

Brad’s landings were very good with the winds right down the runway, but when they switched runways, it was slightly different story. Brad had never been a big fan of crosswind landings. The Cessna P21 °Centurion had thin tubular main landing gear and small tires, which necessitated a crabbed approach to an airport in crosswinds instead of a wing-low approach. A crabbed approach meant angling into the crosswind until just before touchdown, and then “kicking out the rudder”—quickly transitioning to a wing-low approach and using the rudder to keep the wheels aligned with the runway centerline to avoid excessive side loads on the landing gear, all done just moments before touchdown.

Brad had trouble gauging when the crab should end, and on touchdown it felt as if they’d shoot off the side of the runway. Patrick’s hands were ready to grab the throttle and controller, but Brad kept the plane on the runway. “Good recovery,” Patrick said as they taxied off the runway. “Use more nose-up trim to help you keep that landing attitude, and be aggressive with your rudder inputs. Let’s taxi back and do a crosswind takeoff, then another crosswind landing, and that’ll be enough of a workout for you. Verbalize everything you do.”

When they were cleared for takeoff, Brad said, “Okay, crosswind takeoff. I’ve got lots of power and runway, so I’m not going to use flaps.”

“The plane will be on the ground at a higher speed, which is usually bad for landing gear and tires,” Patrick said. “Tell me why you’re not using flaps.”

“Because with flaps the plane will have a tendency to weathervane into the wind, which makes it tougher to straighten out with the rudder,” Brad said. “The extra speed will make controlling it easier too.”

“Exactly,” Patrick said. “Now the crosswind is not that strong, so if you wanted to you could use ten degrees flaps, but you are correct that we have plenty of runway and power. Continue.”

“Because the winds are coming from the left, I’m going to start the takeoff on the right side of the runway and aim for the opposite corner, so I have less of a crosswind component,” Brad went on. “Emergency stuff briefed as before: engine failure before takeoff is power to idle and braking as necessary to stay on pavement; engine failure after takeoff but below five hundred feet is best glide speed of eighty knots, flaps full, land straight ahead with minimal turns to avoid obstacles; engine failure above five hundred feet is best glide speed, attempt to return to the runway, gear and flaps when the runway is made.”

“Good,” Patrick said. “Remember to put in full aileron into the wind until your rudder is effective.” Brad made the takeoff, being careful to put in firm aileron and then rudder inputs to maintain runway alignment. “Good takeoff,” Patrick said after they made the turn onto the crosswind leg. “Let’s see how you do on this landing. Keep positive authority on those rudder pedals.”

Patrick could feel that Brad was indeed being more aggressive on the pitch trim and rudder pedals as he lined up with the runway, established his crab angle, lowered the flaps and landing gear, and approached the runway. Normally Patrick’s hands would be ready to take the controls as soon as he felt something amiss, but Brad was reacting well to every change in the winds or every altitude correction. When it was time to flare and kick out the rudder, it was almost a nonevent — Brad pressed in plenty of right rudder to align the plane with the runway centerline, dipped the left wing into the wind to correct for the crosswind, and eased the controller just enough to let the nose come carefully up. As soon as the stall-warning horn bleeped, the main landing-gear wheels kissed the runway in a satisfying SQUEAK SQUEAK of rubber hitting the runway. He put in a tiny bit of power so he had enough airspeed to fly the nose gear onto the runway instead of letting it drop because of a lack of airspeed.

“Excellent job,” Patrick said after they taxied clear of the runway. “You definitely felt like you were in charge of your plane, anticipating rather than reacting. How did that feel?”