The recreational certificate and classic airplanes are a perfect match and will allow you to have all the fun you can stand in the classic "puddle-jumper." After receiving the recreational certificate, it is easy to add some training in a more modern airplane to upgrade to a private certificate when the time is right.
About the comment that "the Champ was designed around all of the Cub's shortcomings," when you are surrounded by Cub lovers threatening to smother you with yellow fabric because of your statement, have them give me a call. One flight in my Champ will prove just how correct you really are.
Earl C. Downs
Cushing, Oklahoma
Musicians are pilots too
I know that you could have used any occupation on the 'negative' side, but I resent the use of musician in the "anybody can make a good pilot if..." category ("Say What You Mean," July 1999).
I am a full-time CFI at a college in Wisconsin. I am also retired from The U.S. Air Force Band in Washington, D.C., where I was a full-time musician for 22 years. Believe it or not, my many years of performing on many stages have helped a great deal when it comes to flying. I never have to worry about the full-time focus being there; I simply get into the aircraft and I am on stage and totally focused.
By the way, musicians and engineers are much closer psychologically than engineers and nearly anybody else. The brain makeup is very similar, and the aptitude for high-level music usually includes the same aptitude for math and other spatial things.
Daniel L. Colburn
Via the Internet
Don't argue, declare an emergency
I take exception to Patrick de la Garza's article ("The Black Wall," July 1999). An active frequency is not the place for de la Garza or others to practice for the Jerry Springer show, and doing so shows a lack of professionalism on that person's part (ATC or pilot).
Remarks such as "Listen, departure. You guys are in a dark room down there and can't see what's going on. I'm up here where I've got a pretty good view of the situation. When a pilot asks for an immediate turn, I think you need to listen to him" are completely uncalled for and only lead to confrontation. Pilots should exercise their authority under FAR 91.3(b) and declare an emergency if ATC does not cooperate and they believe they will encounter severe weather. Remember, the written report is only necessary if it is requested by the Federal Aviation Ad-ministration. If you believe that the controller really needs a "good chewing," ask the controller for his or her operating initials and the telephone number of the facility. Be sure to note the time so that when you call, you can provide it to the supervisor or manager in case he or she wishes to pull the communications tape. Again, I ask that we all show restraint on the frequency. While you argue with ATC (or ATC argues with you), other pilots may need deviations or approach clearances.
Since AOPA Flight Training is widely read by student pilots, I hope that few, if any, have taken de la Garza's advice and defied an air traffic control instruction. Students, please take my advice. Doing so will lessen the chance of a telephone call from a Flight Standards District Office inspector.
Gregory Hendry
Air Traffic Control Specialist, CFI
Huntington, West Virginia
Wait for the weather
Let me see if I get this straight. A Skylane pilot wants to beat some Boeing 747s out of Denver airport minutes after an intense thunderstorm ("The Black Wall," July 1999). So he gets a rushed takeoff clearance, even though the storm is still over the runway, a mere mile from the takeoff point. He takes off, directly towards the storm, with seconds of time and space to steer clear of what he describes as an awesome black wall of water.
Then the pilot blames air traffic control for a near-miss experience!
What on earth happened to waiting for safe weather?
If air traffic control is actually in a dark box, as pilot de la Garza insinuates, then how is air traffic control supposed to see the wall of water that de la Garza has in plain, close-up, in-your-face view from the cockpit?
And did this pilot bother to file a pilot re-port on the conditions?
Instead of blaming air traffic control, he should try slowing down and enjoying the rainbow from the ground!
Julius Tonelli
Via the Internet
Decline the clearance
I am happy that Patrick de la Garza survived and ostensibly learned something from his Denver departure ("The Black Wall," July 1999), but I would like him and all impressionable readers to note this: The author accepted a clearance that he had no intention of following, assuming it could be cleared up moments later, thereby creating a potentially unsafe situation and the need to exercise emergency authority. The time to square this away would have been before taking the runway.
Anthony Turiano
Air Traffic Controller, CFI
Via the Internet
Choose your runway wisely
Bruce Landsberg's article "Way Too Windy" in the July 1999 issue contains an excellent example of poor pilot judgment coupled with strong winds, which ultimately ended with a Cessna somersaulting down the taxiway. What also needs to be addressed is the aviator's poor choice of runways.
In his article, Landsberg mentions that, at the time of the accident, the winds were reported to be from 270 degrees at 32 knots gusting to 39 knots. The pilot lost control of his airplane when he was headed for Runway 3, having just crossed over Runway 25. If our pilot had simply turned onto Runway 25, he would have had winds coming from 20 degrees to his right. Had he successfully made it to Runway 32, his winds would have been from 50 degrees to his left.
At first glance, the 30-degree difference in the crosswind would seemingly not make all that much of a difference. However, a crosswind component chart shows that the 39-knot crosswind from the right would have amounted to less than 15 kts of crosswind component, which might have been manageable. Compare that to the winds our pilot was facing using his intended runway-40 kts of wind at 50 degrees. Had this gymnastic pilot not completed the forward flip on the taxiway, he would have faced more than 30 knots of crosswind on takeoff.
On windy days, a glance at the crosswind component chart in your pilot operating handbook may save an embarrassing and expensive performance.
Michael Griffith
San Diego, California
The glory of the skies
I enjoyed Ralph Hood's "For the Glory of the Skies" in the July 1999 issue. As a longtime flight instructor who enjoys the beauty of the physical world, I appreciate Mr. Hood telling us about the round rainbow.
However, at the risk of sounding like an old curmudgeon, I am compelled to point out that what Hood is talking about is more correctly called a "glory." Old-time pilots used to say of fellow pilots that flew into the ground that "they flew into Glory." In cold air, the glory is a great predictor of whether or not ice will be found in a cloud.
There are, however, round rainbows. All rainbows will be viewed as a perfect circle when seen from the right elevation and angle. Some ancient cultures thought the round rainbow was a sign of good fortune.
David D. Bradley
Boonville, Missouri
CFI Pay
This debate over instructor pay has caused some tension in our community of instruction. AOPA has compared CFI pay to that of tennis, ski, and fitness instructors ("The CFI $$$ Dilemma," June 1999).
Allow me to put things into perspective. Once you complete your private lessons in any of the sporting activities mentioned above, the price to participate is minimal. Tennis racquets run about $20 to $100, and you can play free at many city parks. Skiing only costs a relatively small investment in equipment, and lift tickets run about $50 a day. Personal fitness trainers add a new element to your life, one of mind and body; participation only costs your gym membership-about $1 a day.
Flying isn't cheap, so anytime that you would like to enjoy this hobby, plan on spending $30 to $100 per hour.
In life we have wants and needs. Everyone has the right to decide what his or her wants and needs are. Keep in mind that most people will classify doctors and lawyers as needs, so try not to confuse the issue of CFI pay.
Tony Casas, CFII
Via the Internet
