Letters

Saving Meigs Field

The news that Phil Boyer and all of the hard-working people at AOPA have prevailed in the Meigs situation (" President's Position: CGX," February Pilot) makes every cent I have paid in AOPA dues since joining in 1991 return my investment 100-fold.

Although my home base is Northeast Philadelphia Airport, I believe that Meigs is a national treasure, albeit one that few nonpilots — or even Microsoft Flight Simulator "pilots" — can appreciate.

I am continually grateful for everything AOPA does to correct media, public, and legislative pressures against GA, but the Meigs victory is one that has moved me to write.

Dave Kephart AOPA 1102188
Bala Cynwyd, Pennsylvania

I greatly applaud the AOPA victory to keep Meigs Field open. This is a victory for all pilots. I travel to Chicago on business two to three times a year to attend various trade shows and events at McCormick Place, and I always fly into Meigs. By flying into Meigs I avoid all the traffic, construction, and parking problems associated with having to drive. Not to mention that the trip takes only about 30 minutes from my home base in southern Wisconsin compared to two-plus hours by car.

Mark Van de Bogert AOPA 1133894
Walworth, Wisconsin

Tigers old and new

As the former president of American General Aircraft Corporation (AGAC), I feel the need to point out a couple of errors in your recent coverage of the new Tiger (" Leaping Back to Life" and " Waypoints: The Tiger's Nine Lives," February Pilot).

To begin, Robert Crowley had absolutely nothing to do with the forming of AGAC, and he did not participate in the company until after it had relocated to Greenville, Mississippi. The contract for the purchase of the assets of the light-aircraft product line from the Gulfstream Aerospace division of Chrysler Corporation was signed on June 30, 1989, in Greenville. The new company started moving its newly acquired assets to Greenville from a guitar factory where they had been stored — 35 truckloads of tools all mixed up in boxes and crates, with many items loose. Crowley became a part of AGAC on February 6, 1990.

With five key employees, the tooling and drawings were sorted and organized, a completely new set of vendors and subcontractors was established, and all the improvements that are noted in your article were developed and the first aircraft was flown in just nine months and 21 days. None of these original five work for Tiger Aircraft today. We did have four Gulfstream employees on loan to assist in identifying tools and drawings for the first four months. All the other employees were local Greenville people that we hired and trained for specific jobs.

Loyd Montague does deserve credit for perfecting some of the enhancements we developed. However, he was not the test pilot and did not make the first flight. I made it with several hundred witnesses. He did fly the aircraft on several photo missions but was never a test pilot. Most of the test piloting was performed by Jesse Brent, a local Greenville pilot.

Jim Cox AOPA 1400070
Marietta, Georgia

Thank you so much for Thomas B. Haines' article about the history of Tigers (" Waypoints: The Tiger's Nine Lives," February Pilot). We picked up a Cheetah in Savannah, Georgia, in November 1976, and flew it for many years. It was the best plane that anyone ever flew — so say all that ever flew it. Thank you for bringing back the most wonderful memories. The Cheetah and the Tiger were the very best.

Eloise Greenlee AOPA 574917
Calumet, Michigan

I enjoyed remembering the Grumman Tiger. I started my training with the Lynx, then flew the Cheetah, and finally the Tiger to get my ticket in 1978 in Bristol, Pennsylvania. I usually rented the Tiger after getting my certification so that I could take others along to enjoy the flights. I have to say that after flying Pipers and Cessnas, I still think the Grumman Tiger is a great plane to fly.

George Quelet AOPA 622369
Nottingham, Maryland

Dreaming of helicopters

I enjoyed the helicopter article by Michael Maya Charles, as I too learned in the Schweizer a couple of years ago (" The Stuff of Dreams," February Pilot). I've since heard it said that if you just need to get your aviation "fix" for an hour or so, nothing beats a helicopter. But I disagree on one point: autorotations. Charles said they were "the scariest things like practicing dying."

Dramatic, but not true at all. Yes, the Schweizer 269's power-off glide is a bit like the old shellacked brick, but it is easily controlled and the roundout to a landing is no big deal. Even my first attempt, though not pretty, would have left my backside in fine shape. But even my instructor seemed to think I should be scared. He routinely would start out the auto warmup dialog by saying, "OK, now just relax and stay calm." I'd have to interrupt, saying, "Trust me, I am relaxed."

Lance Neibauer, CEO Lancair AOPA 768792
Bend, Oregon

I applaud Michael Maya Charles for learning how the other half flies and writing about the process. He certainly was able to give a good perspective on what it is like to transition from fixed-wing flying to fling-wing flying.

He is absolutely correct in stating that a helicopter is inherently unstable. However, it is the cyclic that must always be in one's hand, not the collective as is mentioned in the article. The cyclic controls forward, back, and side-to-side motion. The collective controls change in altitude. The helicopter's seeming desire to be in any position except horizontal and upright requires a firm and positive control hand on the cyclic at all times. The left, or collective, hand can be removed long enough to change radio frequencies or perform other minor chores.

Because Charles is still alive and rated in helicopters, I am sure this was just an editorial oversight and not a true error on his part.

Anne Umphrey AOPA 1161132
Concord, Massachusetts

No, that wasn't a misprint or editorial oversight. There are two distinct camps in light-helicopter flying: One never lets go of the collective; the other is just as adamant about never releasing the cyclic.

I happen to believe that letting go of the collective is more fraught with difficulty than letting go of the cyclic. In the Schweizer, you can add just a little friction to the cyclic to mechanically increase the aircraft's stability. But if you lock the collective in position — the locking lever seems to be either "on" or "off" — the risk of not getting the collective down quickly in the event of an engine failure and the resultant decay in rotor rpm might be rather unkind should the failure occur at normally low helicopter altitudes.

That said, a light-helicopter pilot never gets very far from the cyclic for very long anyway, often developing the unique ability to fly with the knees when the hand is removed from the cyclic.

Of course in turbine helicopters it's quite common to let go of the collective to attend to cockpit duties. But they're a different animal with different considerations. And they're a lot more forgiving if the collective is not lowered quickly after an engine failure. A turbine's higher rotor inertia makes up for a lot of sins. — Michael Maya Charles

Restoring a Waco

Job well done! I'm celebrating 50 years of membership this year, and leafing through this issue, the article on the Waco proved the most authentic and enlightening of all (" We Have Wings!" February Pilot). The story about Rare Aircraft put a breeze on my tail, thinking about how the restoration of "my" bird is going. I hope you will paint her a Cub yellow.

A. Dean Merrick AOPA 106269
Prineville, Oregon

I thoroughly enjoyed the first article on the Waco UPF-7 restoration. I have flown a Luscombe 8E from California to Georgia and my Cessna 140 to Oshkosh twice, so the long-distance taildragger experience is one I enjoy doing and reading about.

John Baker AOPA 972417
Macon, Georgia

American freedoms

Despite the problems for general aviation since September 11, 2001, I wonder if pilots in the United States realize that they are the most fortunate in the world. Much of the freedom that Americans retain in general aviation is because of AOPA and particularly President Phil Boyer.

I am an Australian who has held positions including the president of AOPA-Australia and chairman of the Civil Aviation Safety Authority (the Australian equivalent to your FAA). Despite some small wins, general aviation in Australia has followed the trend of many other modern countries — i.e., more restrictions and higher costs.

I believe that Phil and his team at AOPA are the prime reason that American pilots still enjoy flying freedoms that are the envy of those of us in the rest of the world.

Dick Smith AOPA 1065210
Terrey Hills, Australia

Erratum

In " Budget Buys: The Clipper Carries On" (December 2001 Pilot) the V _X and V _Y speeds were inadvertently switched. V _X is 59 kt and V _Y is 68 kt.

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.