The cross-country to Rantoul really helped clear my head. Since then, I've been to Joliet and Lansing again, practicing crosswind takeoffs and landings. It is apparent to me now that my bad landing at Midway, as well as my bad takeoff at Joliet were due solely to my failure to properly apply rudder pressure. I've learned in a very concrete way that the rudder is a necessary control surface at all times, but during takeoff and landing it is instrumental in assuring the safe operation of the aircraft.I shudder to think back to misconceptions I had regarding the rudder versus the brakes. I recall using brake pressure to make turns while I was taxiing the aircraft, which is necessary at slow speeds, but once the plane gets moving the correct way to turn is to apply rudder pressure, which turns the nose wheel and completes the turn. I was also attempting to use brake pressure to hold the centerline after touching down on my landings. Essentially, if I landed left of the centerline, I would apply extra right brake to point the plane back toward the centerline, but the correct way to hold the centerline is to use rudder pressure to steer onto it and then use even brake pressure on both sides to slow the airplane down. These were misconceptions that Tom could not have been aware of, but I'm thankful that I've battled them back. After wrestling with remembering to apply proper rudder pressure for weeks and weeks, I have now arrived at a simple and undeniable conclusion.
I love my rudder pedals.
Climbing out from Midway, and I feel really good. My landings at JOT and IGQ have been very successful, and I'm ready to do more today. But first, Tom has a special treat for me: the falling leaf stall.
Normally, to recover from a power-off stall, the pilot pushes forward then neutralizes the control wheel, steps on the high wing if in a turn, pushes in the throttle to full, pushes the carb heat off, and retracts flaps to 20 degrees until verifying positive rate. But when maintaining a falling leaf stall, the pilot continues to pull back on the control wheel after the plane fully stalls. It is very important to use rudder pressure to keep the wings level, but Tom explained that if done correctly, the plane can safely be kept in a perpetual stall. I followed Tom's directions, and I was amazed at the results.
For safety, Tom asks me to climb up to 3,800 feet to ensure that we will be able to stall the airplane without danger of getting too close to the ground. I begin the preparations for a power-off stall, and when I'm ready, I pull back on the control wheel to enter the stall. The stall horn sounds, and as the plane stalls, I continue to pull back on the control wheel. Amazingly, the nose of the airplane drops down just below the critical angle of attack, and the stall horn stops. But, with the continuous back pressure on the control wheel, the nose immediately starts to pitch up and enter another stall. Of course, the stall horn sounds again, and as the stall takes hold, the nose dips below the critical angle of attack yet again. The end result? Without changing any of the controls, the plane repeatedly stalls, then recovers, bobbing forward and back like a leaf gently drifting in the breeze.
The falling leaf stall is a testament to the inherent stability of this aircraft. Of course, we are descending the entire time while performing a falling leaf stall, but the changes in attitude are so gentle and the wind is so steady that I don't even need to change rudder pressure to keep the wings level. It's hard to describe the feeling... How does one describe what it's like to ride a falling leaf?
As we recovered from the falling leaf stall, Tom asked me to practice slow flight. I kept thinking back to what I've learned about rudder pressure, and slow flight is another occasion where right rudder to counter P-Factor and Spiral Slipstream is very, very important. Carb heat on, throttle back to 1,600, maintaining altitude, steadily deploying flaps to 40 degrees, then pushing in the throttle to 2,100 or 2,200 RPMs to maintain nose-up attitude. Stall horn sounds, and I am applying a significant amount of right rudder pressure to keep the plane from yawing to the left.
"Give me a turn to the east," Tom instructs.
We're currently heading to the north, so to point the plane to the east I turn the control wheel slightly to the right for 10 degrees of bank, and apply even more right rudder pressure to keep the turn steady. Reaching the east heading, I levelled the wings and took out enough right rudder pressure to stabilize the yaw.
"Now a turn back to the north," Tom says.
Turning the control wheel slightly to the left for 10 degrees of bank. I'm still putting in right rudder pressure to counter P-Factor and Spiral Slipstream, but to keep the plane turning to the left, I am putting in significantly less right rudder pressure. As we return to the northbound heading, I level the wings and add the necessary amount of right rudder to stabilize the yaw once again.
"Very good," Tom congratulates me. "Let's head over to Bult and do a few more takeoffs and landings."
I'd love to.
Three takeoffs and landings at Bult, and finally, I am consistently adjusting power settings on time. There's a slight crosswind from the right side of the runway, so I need to turn the control wheel slightly to the right to correct for drift, and apply left rudder pressure to keep the nose of the airplane pointed down the centerline. After the third successful landing, Tom asks me to taxi to the fueling area so that we can top off the plane.
After we finished filling up, I began preparations to head back to Midway. But Tom had a suggestion.
"Hey... do you want to do three more solo takeoffs and landings?"
This is it. My chance to prove to myself that my first batch of solo takeoffs and landings was not a fluke.
"Absolutely!" I smile.
Landing #1: Smooth climbout, reached traffic pattern altitude just a little bit late, but turned base and final on time. Correct amount of rudder pressure to land without any sideload on the gear. Loved it.
Landing #2: Another good climbout, but as I climbed above the level of the rooftops a sudden crosswind banked the wings significantly. Used right control wheel to level the wings, turned crosswind and downwind, and reached traffic pattern altitude on time. Turned base too soon, was a little high on final. Touched down a little bit fast, and left of the centerline. Applying brake pressure to slow down, but the brakes are screeching. "Take it easy on the brakes!" Tom warned. I released the brake pressure, and used rudder pressure to get back to the centerline.
Landing #3: The best of all. Traffic pattern uneventful, came down just above the numbers, the stall horn sounded just before I touched down, and I landed right on the centerline. Slid my feet up to the brakes and gently slowed down, then exited the runway smoothly.
I was thrilled. Finally, my landings have become consistent, and I am retaining complete control over the process. As I taxied back to pick up Tom, I actually sang a little song that I felt appropriate for the occasion:
"Back in the saddle again..."
Hopefully not the strangest thing that a pilot has ever done while alone in the cockpit.
Picked up Tom. "Take me home," he said. Gladly.
My wife and I are taking a trip to San Francisco, so I'm going to be taking a break from flying for a week or so. I really think that this lesson was an excellent place to break.
- Airman Eric
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