Letters

Collision at Quincy

Having just read " Safety Pilot: Collision at Quincy" (December 1997 Pilot), I commend Bruce Landsberg for his work in reporting on an accident that I have heard so much about. However, the closing paragraph causes me concern.

The King Air pilot and Cherokee pilot are chided for their part in the accident, but I feel that the 1900 crew is not without blame. Not knowing what the Cherokee pilot's thoughts were at the time, is it possible that he had a better handle on what was unraveling than what he was given credit for? Possibly he didn't want to play ATC, yet wanted to get the King Air pilots' attention since it is apparent that only he recognized all the players in the scenario.

I agree that the King Air crew appeared to be a major contributor in this incident, but the closing paragraph fails to mention the responsibility of the 1900 crew when it chose to land on other than the favored runway. I can see from the airport diagram why they chose Runway 13, even though it had a crosswind of approximately 60 degrees — they could touch down, roll out, and turn into the terminal with no time wasted taxiing. Let's not even argue the pros and cons of straight-in landings at uncontrolled fields, but let's reconstruct the approach to include a simple right turn from their earlier position, north of the airport, to enter a downwind for Runway 4, which had a crosswind of only 30 degrees and was obviously the favored runway. Since two other aircraft were using that runway, wouldn't that be the safest method of operation, even though it might delay arrival maybe four or five minutes? How much more of a commanding view of this approach could the 1900 crew have had than on downwind, base, and final?

Jim Ewen AOPA 199796
Rochester, Indiana

I am dismayed at the choice of words used in Landsberg's article, possibly a quote from the National Transportation Safety Board, "... that the decision to land straight-in to Runway 13 was appropriate." If this is the position taken by our foremost aviation safety experts, then we are in real trouble. Well before the advent of common traffic advisory frequencies, an established traffic pattern was the primary tool to provide safe access to and from uncontrolled airports, and it is still the most foolproof. When an approaching pilot chooses to fly a five-mile straight-in approach to a crosswind runway, he or she has made a choice that is, at best, excusable — but never appropriate.

James H. Nichols AOPA 158439
Tullahoma, Tennessee

Me and my Arrow

I have to say that when AOPA refurbished Cessna aircraft during the past few years, it never got me very excited. When the first issues broke about the restoration of the Piper Arrow, my heart began to beat wildly. Every month I could see, in my mind's eye, each new modification that the Arrow was going through. Now, looking at the photos of the completed aircraft in flight (" Ultimate Arrow: It's Ready!" December 1997 Pilot), I can see and feel myself in N97UA.

Just reading the article, I could begin to hear the hum of the engine and feel the yoke in my hands, getting a whiff of that new interior smell. I acutely caught myself scanning the instrumentation panel over and over in the magazine, feeling like a young boy about to turn 16 years of age dreaming of his first car.

You can be sure that my AOPA membership is renewed; I don't want to miss my opportunity to win such a wonderful aircraft.

Melvin Davis AOPA 1114233
Crossville, Tennessee

Bridging the gap

In reply to Thomas Haines' " Waypoints: The Gender Gap" (December 1997 Pilot), may I offer my experience? I feel well qualified to shed some light on this subject, being a woman, a flight instructor, ATP, charter operator, and aircraft owner.

My experiences with female students, friends, and wives of clients lead me to conclude that, with all due respect for the talents many women have, most women just don't have the basic interest in the many different facets of flying. It may be true that children and housework interfere with flying lessons, but I did it. However, it is a lonely achievement; I have no female friend with whom to share my love of flying. Luckily, my husband also flies, but it would be nice to share my interest with another woman.

Out of all my students, there were five women. Of those, only one got her private and instrument and went on to own an airplane. When I meet women and they ask what I do, there is an awkward silence — whereas men usually express curiosity.

Unpopular as it may sound, I think there is some gene lacking in females — an adventure gene? Whatever the reason, women should be honest about their lack of interest and not just make excuses — if you really want to do it, nothing will hold you back. But the key is that not many women are interested enough to stick it out.

Marguerite O'Riorden AOPA 947071
Sarasota, Florida

To fly, especially professionally, requires a rather specific kind of "attitude" without which no individual will get very far. Most men who fly professionally seem to come by this attitude quite naturally, appear to be doing what they love to do, totally comfortable in the environment of their own choosing.

Attitude is learned. Before women who have what it takes to be professional pilots can emerge in any significant number, change in overall outlook will have to be brought about — which can be done only by beginning at a very young age, within the family and educational institutions. Only then will statistics show a measured increase. I am sure that it is just a matter of time, as evidenced by the increase in the number of ATP-certified women already in the profession. As a gender, women have come a long way — but they still have a long way to go.

Sue Ramsey
Millbrook, Ontario, Canada

I'd like to suggest that more private pilots take the time to interact with children. The seeds of what a child believes that he or she can do and be are often planted at a very young age.

I am an elementary school principal, and most of my students (and their parents) are aware that I am also a private pilot. One of my goals is to inspire future pilots — both girls and boys. Of course, I especially hope to increase the number of females earning their wings and strive to reinforce the idea that aviation is a great field for them to consider.

Private pilots should consider volunteering to speak at local schools. I frequently talk to classes that are studying units on maps, weather, geography, science, and careers. Along with relating aviation to their curriculum, I also deliver a message that they "can do it too."

Susan M. Grenier AOPA 1206145
Harrison Township, Michigan

Insights to the atmosphere

I thoroughly enjoyed reading " Measure of Skill: Atmospheric Insights" (December 1997 Pilot) and found it very useful in my flight planning and awareness. To a student pilot here in the Northwest, VFR weather seems to be the exception and not the rule, especially in the fall. A fair portion of my training has taken place in marginal VFR or less-than-clear skies. I thought the clouds, the winds, the storms, the rain, and even the occasional funnel cloud warnings had to be taken as part of the deal. After reading your article about how some students never get to fly in this stuff, I've changed my outlook from "poor me," training in less-than-perfect conditions, to "lucky me."

Eric Peterson AOPA 1342399
Portland, Oregon

Considering the options

Thanks for an excellent article on the possibilities of vision correction (" Eye Care Options," December 1997 Pilot). I'd like to add my two cents, as a longtime pilot who had the radial keratotomy (RK) surgery about 15 years ago.

I have been an aviation nut all my life. I was also legally blind, more than 20/500 nearsighted, with excellent corrected vision but needing a waiver [statement of demonstrated ability] even for my third class medical. Because of this, I never even thought about being a professional pilot and just flew for fun, up through my CFII.

Then I had the RK at age 38. Fifteen no-stress minutes in a doctor's chair and I had spectacular 20/20 vision, and for about 10 years I held a first class medical with no restrictions. I have to tell you, that was a real thrill! It also made quite a bit of difference in my flying life. The culmination of my RK experience was piloting in a civilian/military test program and then getting a job flying as an air attack pilot one summer for the forestry firefighters.

It is not a guaranteed perfect procedure, but it is just about as close to great as any medical technique I know of. I'm sure glad that I made my RK choice.

Leland O. Taylor AOPA 367412
Erie, Colorado

"Eye Care Options" is the type of in-depth information on RK surgery I have wanted for the better part of a year. Since this article is so timely and so valuable, I believe that you should permanently archive it on your Internet Web site (I notice that it is not there now) and give us annual updates on the subject.

Vince Page AOPA 1064060
Katy, Texas

The article has been available since November in AOPA Online's members-only library ( www.aopa.org/members/files/pilot/1997/eye9712.html). Most Pilot articles from the past five years are available there. To find an article, enter the "Members Only" area, click on the "Search This Section" icon, and enter the title or appropriate keywords — Ed.

Hartzell propellers

I agree with your assessment of the airworthiness directive on Hartzell propellers (" AOPA Action" and " Pilot Briefing," December 1997 Pilot); the burden is "truly staggering."

I own a Piper Comanche 250 (PA-24). In November 1996, I turned in the prop for the routine five-year/1,000 hour inspection. The propeller was at five years/682 hours of service. We found cracks on both blades in the shank area, beneath the clamps. One blade was cracked more than halfway around.

Eight thousand dollars later, with two new replacement blades and 49 other new or serviceable parts, I'm back in the air. That's the good news. With the advent of AD 97-18-02, I'm looking at another $3,800 (minimum) for AD compliance. I've been flying since 1979, but if this thing continues, I'll probably be out of the aviation business real soon.

John T. Williams AOPA 678191
Fort Huachuca, Arizona

Errata

Source material for the " Test Pilot" question on the inventor of the Dzus fastener (November 1997 Pilot) should have been cited as "The Quarter-Turn Solution" by Steven L. Thompson (Fall 1997 American Heritage of Invention & Technology). Pilot regrets the error.

The correct toll-free telephone number for Dennis Ashby's Glareshield (" Ultimate Arrow: It's Ready!" December 1997 Pilot) is 800/945-7668.

Incorrect model designations for the Grumman American AA-5A Cheetah and AA-5B Tiger were published in " Pilot Briefing" (December 1997 Pilot).

The Mooney TLS Bravo (" Mooney Bravo: Cooler Heads Prevail," January Pilot) uses a McCauley B3D32C417 propeller.

The correct telephone numbers for Howell Press (" Pilot Briefing," January Pilot) are 800/868-4512 and 804/977-4006.

We welcome your comments. Address your letters to: Editor, AOPA Pilot, 421 Aviation Way, Frederick, Maryland 21701. Send e-mail to [email protected]. Include your full name, address, and AOPA member number on all correspondence, including e-mail. Letters will be edited for style and length.