completely recovered from the stall and reconfigured the plane. “Next: departure stall.”
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
“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?”
“It felt great, Dad,” Brad said. “I think I’m getting used to crosswind landings. They always got me so nervous.”
“It’s the same with just about every pilot in the world,” Patrick said. “No one likes crosswind takeoffs or landings, and a lot of takeoff and landing accidents happen when crosswinds are involved. It just takes practice. Had enough for today?”
“Heck no,” Brad said. “I wish we could go somewhere, but I’m ready to go flying, even if it’s just around the airport. Let’s do some more.”
“Unfortunately, I’ve got stuff to do, and they’re restricting everyone unless they’re on an IFR flight plan,” Patrick said. “Let’s head back to the barn.” Brad’s face registered a hint of disappointment, but he steered the Centurion back to its hangar without complaint. When they arrived, they noticed Jon Masters, Rob Spara, David Bellville, John de Carteret, Ralph Markham, and Michael Fitzgerald standing in front of the hangar.
“What’s going on?” Brad asked. “Did we get another alert?”
“I have no idea,” Patrick said. “Park it out front and let’s find out.” Brad parked the Centurion in front of the hangar, accomplished the shutdown checklist, and stepped outside, with his father following closely behind.
“So, how did he do?” Jon asked.
“He needed a do-over on the crosswind landing,” Patrick said, “but he did good the second time around, and otherwise he’s good to go.”
“I had no doubts,” Jon said. “If you’re good, I’m good.”
“Thank you, Jon,” Patrick said. He turned to his son. “Hop back in, big guy. Three landings with a full stop in between, then bring it in.”
The express delivery truck turned left onto Kittyhawk Drive and was met by a crew with a tractor, which was lifting three-foot-high concrete jersey walls into place on the side of the street. The truck driver had to stop to let the tractor pass. He slid his door open and asked a nearby worker, “What’s going on?”
“The county is closing off Kittyhawk and Vaqueros Streets and the parking lot in front of the administration building,” the worker replied. “Added security, I guess, although it’s not going to protect anybody from another damned plane.”
“Well, who’d want to attack the county building in Pahrump?” the delivery driver asked. The worker just shrugged. “So where do I make the deliveries?”
“You can go ahead for now around to the loading dock — we haven’t closed the streets off yet,” the worker said. “But after this they’ll be setting up the vacant lot across the street for parking. I don’t know about deliveries — they’ll probably be inspected before being allowed in.”
“The times we live in, I guess,” the driver said. As soon as the street was clear, he proceeded on. He took a right onto Vaqueros Street, then another right toward the parking area marked DELIVERIES. He let a security guard see his delivery manifest, then let him peek inside the truck. “All these here in the back,” the driver said, pointing to several large boxes and one wood-framed crate. “Copiers, paper, and office furniture.”
“I thought there was a recession going on,” the security guard grumbled. “Who has the money for all this stuff? The security staff gets cut by half, but some suit gets all-new office stuff?” The guard initialed the manifest. “After today, you guys will have to park across the front parking lot in the vacant lot for inspection.”
“I heard. I’ll pass the word.” The guard handed the driver his manifest, and the driver drove to an empty bay at the loading dock. He took his electronic clipboard inside to the receiving office. Just as he reached the receiving clerk’s window they heard an electronic siren followed by the words, “A FIRE ALARM HAS BEEN ACTIVATED. PLEASE EXIT THE BUILDING THROUGH THE MAIN ENTRANCE IMMEDIATELY,” followed by the same message in Spanish.
“What’s that?” the driver asked.
