While it is unusual for AOPA Pilot to print letters that do not relate to articles that have appeared in the magazine, we believe that the thousands of letters AOPA has received from members following the tragic events of September 11 should be represented in these pages. To learn more about how the terrorist attacks have impacted general aviation, see " AOPA Action," beginning on p. 16 and " America Under Siege: An Aviation Perspective," a special section in this issue beginning on p. 72. To view more member response and post comments of your own, please visit AOPA Online's message boards ( www.aopa.org/members/messages/). — The Editors
Members respond to restrictions
Many, many thanks for all of AOPA's vigilant efforts in getting GA back in the air. I am absolutely confident that we are flying again primarily because of your efforts.
I have been an AOPA member for 21 years — since the day that I soloed on July 5, 1980. If AOPA offered a lifetime membership, I would send my check today.
Great job!
Emory Geiger AOPA 732205
Snellville, Georgia
I spent about five hours yesterday (September 23) in the air with students. I have to admit I didn't think that was going to be possible. Add to the expected reaction to September 11 the fact that I teach part time for a flight school less than 50 miles northeast of New York City in Danbury, Connecticut, I was expecting to be out of action with basic students for a lot longer. Your actions, diligence, and information are greatly appreciated by my students and me.
Mark Dunn AOPA 1033630
La Grangeville, New York
I would like to thank AOPA for the great job the organization is doing. Not only are you working hard to keep members and nonmembers alike informed of the state of the airspace system during these trying times, but you are a continuing voice of reason and logic in the ear of the DOT and FAA, who sometimes can have a difficult time hearing the little guy.
Greg Dunham AOPA 834156
Seattle, Washington
I must have missed something! Here I have been laboring under the impression that it was commercial airliners on IFR flight plans that crashed into the World Trade Center and Pentagon. Only now am I beginning to realize that it must have been a couple of Piper Tomahawks and a Cessna 182 flying VFR that caused this terrible tragedy. No wonder the FBI and CIA are stricken with fear that I might fly my airplane from Lake Havasu to Kingman or Borrego Springs for breakfast.
I have always maintained that our freedom disappears faster from the ill-thought actions of politicians and bureaucrats than from any foreign power, and once again this is proving true. I would most certainly agree that we need to bring an end to this terrorism, but if the cost is our freedom then why bother? They've already beaten us.
Donald E. Moore AOPA 1276969
Lake Havasu City, Arizona
I have to say that I have mixed feelings about the resumption of flights. I live in New York City and the first plane to hit the World Trade Center flew over my house. I heard it while my wife saw it pass overhead. I was on our roof when the second aircraft struck. My neighborhood is closed while convoys of dump trucks, construction equipment, and body bags work their way up and down the avenue by my house.
It is sad that something I have worked so hard to obtain, my pilot certificate, has been abused in this hideous way. I, like every pilot, am proud that my country allows me the privilege of getting above the ground pretty much unrestricted whenever I want. It makes me shudder when I think that the training I underwent was used by others to destroy my colleagues, friends, and neighbors.
As far as flight restrictions on GA, we will all have to make sacrifices over the coming months, and I think we should willingly accept a number of restrictions while our country rethinks its security. I want to get up and fly as much as anybody, but given the hell my family and I have just been through, GA on a "needs-justified basis" does not seem unreasonable.
I support Phil Boyer's efforts on our behalf, but I accept the restrictions.
Terry Leitch AOPA 1381608
New York, New York
Avoiding the cancellation trap
Thanks for the great article, " Avoiding the Cancellation Trap" (September Pilot). Not only would I have fallen into the same trap, but it took me quite a while perusing the FAR/AIM to figure out just where that significant bit of information was hidden. I finally found it neatly disguised in the "Except…" paragraph (FAR 91.155[c]). I appreciate informative articles such as that one. I won't make that mistake now. Keep up the excellent work in an excellent magazine for an excellent organization!
Tom Kennett AOPA 1125278
Jupiter, Florida
Concerning Robert Snow's article "Avoiding the Cancellation Trap," there is, I believe, a significant additional reason for not canceling IFR when one breaks out 800 feet above the ground. If, for whatever reason, it becomes necessary to do a go-around, you are better off doing a missed approach rather than to try staying in the pattern VFR, particularly if you know that there are other planes waiting to shoot the approach to the same airport. Once you cancel IFR, that is an option that is not open to you, at least not automatically. You might request and get an immediate new IFR clearance, but if the controller is busy you just might not get it quickly enough to suit the needs of the situation. So I agree that it is best not to cancel IFR until after you have landed and, better still, are off the active runway.
George H. Spencer AOPA 122610
McLean, Virginia
The experience conundrum
I agree that some introduction to open cowls and doors should be given to every pilot. As Tom Haines mentioned in his article (" Waypoints: The Experience Conundrum," September Pilot, instructors should build time into the schedule to open a passenger door in flight without warning the student. Something can come off the plane at any time, and it's always unexpected.
In another life in the U.S. Air Force, I had a canopy decide to eject itself from a North American F-86D Sabre at 40,000 feet, at night, while the plane was pressurized to 14,000 feet. That gets your attention in a hurry. Later in a KC-135, the crew entry door located on the bottom of the plane below and aft of the pilot's position came open in flight. I also had a door open in a Fairchild C-119 Boxcar, and even with six people pulling on a strap we attached to it, we were unable to close it in flight. On another occasion, I had a baggage compartment door on a Mooney open in flight.
These incidents could have been disastrous without the excellent training the Air Force gave us. Each one of these incidents was different, but in every case the planes involved flew with little adverse effect on the flying characteristics. The most dangerous part in every case was the initial surprise. That is exactly what the neophyte pilot needs to be taught — don't panic when the unexpected happens. Keep flying the plane.
Jerry Martin
San Diego, California
I read your article on training for unusual happenings. Last year, the left cowling on my Beech Bonanza F33A popped open just after rotation coming out of a 2,500-foot runway. What went through my mind in the next few seconds was whether to abort and take the consequences off the end of the runway or to continue.
I continued the flight, thinking that Beech built the plane strong enough for something like this to happen and that somewhere some dummy like myself would not do a good job of latching the cowling. Other than the distraction of a big object flapping back and forth in my face, the plane flew fine. I kept it at 90 knots, gear down with plenty of power, made gentle turns to line up on final, added flaps, and landed.
Any training for weird things conditions you to fly the airplane first, then sort out the stuff that won't kill you as time permits.
Robert Weinstein AOPA 1122362
Deep River, Connecticut
Many years ago while getting checked out in a Mooney 201, my instructor popped the door open to show me that there was a good and proper way to close it again — in flight. The wing leveler system in the Mooney helps a great deal, but he had me slow down to a good margin above stall, trim for nose up a little, then reach over with my left hand to the door pull and my right hand to the door latch. A strong pull with the left hand followed by the forward thrust of the right wrist on the latching arm did the trick. This saved an extra landing to shut the door.
It turned out to be an extremely good lesson on my first cross-country. With family in tow, I had left Atlanta heading for Michigan City, Indiana. Over Cleveland, Tennessee, the door popped open. As you may understand, I was the only one in the airplane who was calm. But thanks to that great instructor, I closed the door and we went on without a hitch. This is an area where the instructor has to think a little beyond the book, but when you find one who does, it is wonderful!
Dale Schonmeyer AOPA 244869
Buford, Georgia
Fascinated
I just read your analysis of the Fascination (" The Frisky Fascination D4," September Pilot). Things are getting interesting, and you better keep reporting on them! If some guy in Sri Lanka or New Zealand even thinks he can build and sell a new aircraft, I want to know about it. Forty-year-old technology just doesn't excite me anymore, but the future does.
Robert Beale AOPA 705697
Charlotte, North Carolina
Wide open
In the situation regarding a throttle stuck wide open (" Proficient Pilot: Be Prepared," September Pilot), I'm proud to have instantly thought of the mixture control for two reasons:
First, I remember a time in my primary instruction when I mistook the mixture knob for the throttle and was puzzled by how the engine would lose most of its power at the critical point. I was actually getting good at making partial power when I discovered my error. I looked over at my instructor, and he was quite amused. We were at a high enough altitude that he thought it was best for me to figure it out for myself.
Second, turning off the magnetos is a real no-no in my experience. In my younger days, my buddy and I liked to make our cars backfire by switching off the ignition while coasting. When the key was turned back on, the fuel-air combination exploded in the exhaust system. The last time we did it we had coasted down a long hill and the muffler blew out. It looked like a peeled banana. I wouldn't want to be flying a plane like that.
Mike Boynton AOPA 1155815
Wilmington, North Carolina
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.
