Lucid Intervals (Stone Barrington 18)

“Give me a minute, all right?”

“Take your time,” she sighed.

Ten minutes later, Stone handed her the completed answer sheet. She placed a template over it and ran down the columns with a finger. “My, my,” she said.

“That bad?”

“That good. One hundred percent.”

Stone sagged with relief, because he knew that if he had missed any answers he would have had to undergo a further lecture on the misses.

Ida Ann tucked the answer sheet into her briefcase and offered her hand.

Stone shook it.

“Tomorrow morning at eight o’clock, please meet Mr. Dan Phelan, your flight instructor, at Jet Aviation at Teterboro Airport. And take along your logbook, license and medical certificate.”

“But tomorrow’s Saturday,” Stone complained. “Don’t I get the weekend off?”

“You do not,” she replied, and with a little wave over her shoulder she departed.

THE FOLLOWING MORNING at eight, Stone walked into the pilot’s room at Jet Aviation and looked around. Various uniformed corporate crews sat around gazing blankly at CNN on a large television set. A man in a battered leather flight jacket, dark trousers and a white shirt stood up and walked over.

“Stone Barrington? I’m Dan Phelan.” They shook hands.

“I guessed.”

“Let’s go sit down in a quiet corner for a few minutes.” They took a vacant table and two chairs. “Let me see your license, your medical certificate and your logbook.”

Stone handed them over, and Phelan started with the license. “I understood you’ve been flying a JetProp,” he said. “How come you have a multiengine rating?”

“I got it in anticipation of buying a Beech Baron twin, but then I changed my mind and bought a Malibu, and later had it converted.”

“So the only twin time you have is your training for the rating? Six hours?”

“That’s correct.”

“Well, by the time you take your check ride for your Mustang-type rating, you’ll have a lot more.” He examined Stone’s medical certificate and handed it and the license back to him, then he began flipping through the logbook. “I see you’ve flown in and out of Teterboro a lot over the past few years.”

“I’m based here,” Stone replied.

“That will stand you in good stead,” Phelan said. “Teterboro is the busiest general aviation airport in the country; if you can handle an airplane here, you can handle it anywhere.” He handed Stone a sheaf of copies of New Jersey instrument approaches. “Today, we’re going to fly out west of here to a practice area and do some air work: steep turns, slow flight and stalls. Then we’ll grab some lunch and fly some approaches at other airports. When we’re done, we’ll come back here and fly whatever approach is in use. Got it?”

“Got it,” Stone said.

Phelan opened his briefcase and unfolded a very large photograph of the Garmin G-1000 instrument panel in the Mustang. “I understand you’ve already got a couple of cross-country flights in with Mr. Hackett, so you must be a little familiar with this.”

“Jim did all the avionics operation,” Stone said. “I just flew the airplane. I have read the cockpit reference guide, though.”

Phelan produced a checklist for the airplane and had Stone go through it step-by-step and show him where the controls were for each item. Then they did it again. An hour and a half later, Phelan said, “Okay, let’s go flying.”

They took over an hour to do a detailed preflight inspection of the aircraft, then go through the checklist of the startup procedures, entering the weights of people, baggage and fuel to be carried; getting a clearance; and entering a flight plan into the G-1000. Finally, they were ready to taxi, and fifteen minutes later they were in the air, climbing to 10,000 feet and headed west.

Phelan explained each air-work procedure they would do and then gave Stone the throttle settings and speeds for each. Stone performed them twice-a little shaky on the first try but much more confidently on the second-then they flew an instrument approach into an airport, had a hamburger and got back into the airplane. They flew another half-dozen approaches into various airports, a couple of them by hand without the help of the autopilot, then headed back to Teterboro and flew an instrument landing system to a full-stop landing.

They put the airplane to bed and walked back into the terminal. “You did well,” Phelan said. “You’re clearly up-to-date on your instrument procedures, and you did a pretty good job of hand-flying the airplane.”

“Thank you.”