A dignified way to travel
At last, the venerable Navion gets some long-deserved recognition (" A Most Dignified Way to Travel," June Pilot). It was 43 years ago that I bought N91123. That Navion was the best airplane I ever owned.
My Navion had a Continental 205 and was very much underpowered, but that did not bother me at the time. It was the most comfortable ship I have ever flown, especially in turbulence, when it was very stable. And with those big barn-door flaps, I could land almost anyplace where there were no trees or telephone poles in the way. Later models with the big Lycoming had much better performance, but who cared?
The only thing I did not like about it was the hydraulic system. I think that an electrical system would have been much better, but one gets used to such things — except for the time when, just after takeoff, the hydraulic line under the panel broke and sprayed oil all over my lap and legs. But I got down all right in spite of that. Nothing could replace the feeling of comfort and safety that I came to love in that old Navion.
Don Holm AOPA 112438
Port Townsend, Washington
Thank you for the great story on the Navion. It would have been even better if you had used a more representative model in the pictures, instead of a highly modified Ryan model. I must admit to prejudice, however, because I own an almost original North American Navion, serial number 123, completed in November 1946.
When I started at North American in June 1946, my first job was completing the structural test program of the Navion, reducing all the data, and preparing the final report for the Civil Aeronautics Administration. I probably saw my airplane many times while visiting the CAA rep's office, which was next to the assembly floor.
Incidentally, North American called it the NAvion.
H.S. "Spence" Thomason Jr. AOPA 265881
Las Cruces, New Mexico
Remembering W.T. Piper
William K. Kershner's article on W.T. Piper was refreshing, and I wanted to add one more segment to the portrayal of this fine man (" Mr. Piper," June Pilot). I was fresh out of college and a new private pilot. My job as a flying salesman led me to Milwaukee to attend an aviation trade show.
An elderly gentleman suddenly came up to me and announced that this was his birthday and that he had just received his multiengine ticket. He then introduced himself: W.T. Piper. If I am correct, he told me he was 80 years old that day, and the time frame fits with my recollection. Mr. Kershner may be wrong when placing Piper's multiengine rating and birthday at 74; however, it is not important. What is important is that this aviation celebrity took the time to share his current achievement.
Gino L. Cantele
Spring Hill, Florida
Reading Kershner's article on Bill Piper reminded me of why I became a pilot. I learned in Pipers, was certificated in Pipers, and bought Pipers. God bless the entrepreneurial spirit, and God bless the spirit of aviation.
John R. Melcher AOPA 855858
Pasadena, Texas
Clearance readbacks
Thank you for the warning on the FAA's latest activity regarding the interpretive rule (" Pilot Counsel: Questioning clearances," June Pilot). I found it ironic, however, that John S. Yodice's article was placed right after Rod Machado's column about how helpful air traffic control can be to pilots. I realize that the legal division of the FAA is far from the controllers directing the pilots, but sometimes they do get together.
I really don't feel that a controller would knowingly allow a pilot who misheard directions to follow those directions and possibly create a hazardous situation. However, every time something happens, it is sorted out by the lawyers and judges.
Why would we even need to read back the clearance when addressed by controllers? It would only serve to clutter the frequency. Perhaps this is so that other pilots hear what we are planning to do.
When lives are at stake, pointing out who is legally right is a poor excuse for allowing an aircraft to become a ball of burning debris on the runway. Proper communication can never become one-sided.
Jim Smock AOPA 1310314
Indianapolis, Indiana
Not too long ago, the requirement for a complete readback was emphasized. Now, though we must provide a readback, which I always believed was done to ensure correct understanding of instructions, air traffic control is under no obligation to correct misunderstandings or errors. If that is indeed true, why bother with a readback at all? I realize that ATC requires this to make certain that the pilot has received the information and instructions; apparently, there is no longer a need to make certain that the pilot has received the information and interpreted instructions correctly. Way to go, ATC.
Ed Wheeler AOPA 791844
Mosman, New South Wales, Australia
Vacuum failure
" In-Flight Emergencies: Vacuum Pump Failure" (June Pilot) was a good article. In my opinion, there is a need for GA pilots to be better prepared for failures and more knowledgeable about aircraft systems. As Alton K. Marsh noted, 80 percent of the vacuum pump failures in his survey resulted in fatalities.
The example of the Cessna P210 pilot near Albuquerque appears to be a case of systems unfamiliarity. Less than two weeks after this triple fatality, I lost a close friend to a vacuum pump failure. Neither of these accidents would have occurred had these pilots had redundant systems and the ability to use them properly.
As one who has had two vacuum pump failures (one in day IFR and one in night VFR), I can attest to the fact that they do happen. As one who has repeatedly cautioned fellow pilots about the consequences of vacuum failures in aircraft without backups or redundant systems, I can attest to the general lack of concern shared by most GA pilots for this type of system failure.
Rae Willis AOPA 845827
East Hanover, New Jersey
Observing the FAA
I have never read an article about the FAA that has "hit the nail on the head" as well as " Waypoints: Observing the FAA" by Thomas B. Haines (June Pilot). I have thought and spoken the same many times; I just did not know how to let the aviation public know. He did, and I am glad his article was printed. I hope many people read it and let our representatives know — know that, like the IRS, it is time to shake them up and make changes.
I worked for the FAA for 13 years of my 27 in civil service. What a disappointment. I learned early on that it was nothing more than a large group of nonaviation-oriented individuals — each with his or her own agenda.
I personally believe that many of the FAA's problems started with "equal opportunity" and "quota hires." This pushed many into the FAA aviation scene and into positions of management that otherwise would have been filled with individuals interested in aviation. The management that has been in place for the last 20 years then brought up their inferior counterparts — from top to bottom!
Again, Haines' article was right on — if only the FAA would read it. I hope this letter does not insult the good people in the FAA, and there are some really good ones.
Bill Hoglan AOPA 674036
Georgetown, Texas
Linden lowdown
I have always enjoyed the articles by Mark R. Twombly. However, his recent column, " Pilotage: I Love (to fly to) New York" (June Pilot), has prompted this letter. His article about Linden Airport (LDJ) unintentionally overlooked quite a bit of history regarding the current face-lift taking place at LDJ. There once was, and still is, a gentleman named Reuben R. Redfield who, in my opinion, had more to do with saving Linden Airport from total development than any other person.
The airport was deeded to the city after World War II with the stipulation (deed restriction) that it remain an airport forever. In 1986, however, legislation removed that deed restriction, allowing the City of Linden to do whatever it wished with the property. Then it was discovered that FAA improvement funds had been accepted by the city in 1982, along with a 20-year "grant assurance" requiring that the property remain an airport until 2002. That grant assurance was the one and only thing that saved Linden Airport. For the next three years the local politicians would try every way known to man to wiggle out of that obligation.
In early 1987, AOPA set up a meeting to address the issue. From that meeting evolved an organization that came to be known as Save Our Aviation Resources (SOAR), and Red-field was elected its first president. With him in the forefront, SOAR members did everything possible to derail the grandiose plans of then-Mayor Paul Werkmeister to transfer the grant assurance to another airport so that LDJ could be closed. He came very close to succeeding.
John Gregorio, elected mayor in 1990, was well aware of the benefits of having an airport within his jurisdiction. Redfield immediately approached the new mayor with a plan that would benefit both the city and the aviators. The short crosswind runway would be closed, the city would develop acreage along U.S. Route 1, and a new maintenance hangar, FBO facility, and T-hangars would be constructed.
Redfield retired to Florida in 1992, but he continued in his efforts to see Linden Airport enter the next millennium as a new and shining example of what cooperation between politicians with vision and the aviation community can accomplish. It has taken 12 years, but the initial goal of SOAR has been met — namely, to keep Linden Airport on the latest sectional charts.
Richard L. Fisher AOPA 913490
Union, New Jersey
Fisher is treasurer of Save Our Aviation Resources, Inc. — Ed.
Kellett Autogyro survives
I just received my June issue of AOPA Pilot and saw an interesting picture of the Kellett Autogyro ("Test Pilot"). The caption says "circa 1930." That is wrong; that picture is from around 1958 or 1959. The KD-1A was rebuilt at about that time in an effort to drum up some interest in possible starts to build them again for crop-dusting. The pilot leaning against the strut is Roland "Blackie" Maier. The aircraft is now again being rebuilt to flying condition by the Mid-Atlantic Air Museum in Reading, Pennsylvania.
Ronald D. Price AOPA 881771
Annville, Pennsylvania
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