Letters

Built Ford tough

The story on the Ford Tri-motor in the April issue of AOPA Pilot (" Built Ford Tough") sure brought back some memories. In the late 1960s or early 1970s I had the opportunity to fly copilot in an old Ford on a couple of occasions. I had a summer cottage in Fremont, Ohio, and it was just a short drive to Sandusky, home of Island Airlines. The Island Airlines operated with all Ford Tri-motor aircraft on a scheduled basis during the summer, flying between Sandusky and Bass Island and Put-in-Bay Island. They carried tourists back and forth and served as the school bus for island kids.

If you had a pilot certificate they were more than glad to let you act as copilot, helping the pilot with minor operations. You're right about one thing, getting this airplane off the ground loaded was like trying to fly a semitruck. It was noisy, smelled of fuel, you could never relax, and some of the gauges were mounted on the side of the engines. It was great.

One Sunday I watched the Ford take off, full of passengers and cargo. It lifted off and rose about 40 or 50 feet when the left engine cut out. The left wing dipped hard and she started to mush. The pilot fought the best he could, but she fell, hitting on the end of the left wing, then swinging around, causing both outboard engines to break off. When the gear collapsed, she hit hard enough to break off the nose engine. No one was hurt but the airplane was a total loss. It was like the death of an old friend.

Robert Shankland AOPA 918313
Fort Myers, Florida

Memories. I had a 15-minute ride — it seemed like 15 minutes — in a Ford Tri-motor at our municipal airport in Springfield, Ohio, on October 1, 1933. I still have the ticket stub to prove it. It was quite a thrill for an 11-year-old aviation nut. It took WWII, a telephone company career, and a family before I really had the time and money to get my private certificate on October 30, 1985.

James Waln AOPA 875196
Tucson, Arizona

The story on the Ford Tri-motor is a classic. I was fortunate enough to ride in the right seat of one in 1967 when a Tri-motor made island-hopping flights out of Port Clinton, Ohio. I kidded the pilot about logging so much multiengine time at 1,500 feet. His response was, "A lot of it is at 500 feet. It wastes too much gas when most flights are only 10 to 20 minutes long."

The steering column wheel pictured is not from a Model T Ford. The Model T steering wheel had metal spokes, and the whole assembly was convex. The wheel pictured is, however, the size of one on the Model T.

Jerome Downs AOPA 406325
San Francisco, California

Pilot photo ID

I support our AOPA staff for coming up with a simple, cost-effective method for providing photo identification for all pilots (" President's Position: Pilot Photo ID," April Pilot). I recently went through the process to obtain a passport and think that a valid passport, like a driver's license, could serve as a photo ID for pilots. I hope that the FAA will take the suggestions of our AOPA staff and not make a mountain out of a molehill, resulting in even higher flying costs.

C. Preston North AOPA 1007500
Lake Isabella, California

Two-pilot cockpit

A sincere thank you to John and Martha King for the article on sharing a cockpit with another pilot (" Training Monarchs," April Pilot). My husband got his ticket about a year ago and I got mine this year. Our first flight with me as pilot in command was, put mildly, a disaster. We actually thought we would not be able to fly together. It was a crushing blow since we are first and foremost friends and have always enjoyed cycling, golfing, and skiing together.

Yesterday we flew a cross-country with me as PIC again and had a fantastic time. Matt used the single-word technique ("altitude"; "airspeed") and not only did I find his input helpful, it was like having a second set of eyes. I felt my workload reduced; he didn't get upset or nervous; and we both arrived with very silly grins on our faces — the way one should arrive when flying GA! It was nice to have someone in charge of tuning the radios, too, to further decrease my workload. It turned out to be a great flight for both of us.

Thank you for helping us salvage our flying together. We hope to be "just like John and Martha" when we grow up!

Ellen Adams AOPA 3513415
Plymouth, Massachusetts

The trouble with training

When I first took flying lessons in 1971 I went to an approved school at Ohio's South Columbus airport. I soloed in my eighth hour and took my private pilot checkride in my thirty-sixth hour. I took my instrument checkride at 170 hours and my commercial ride at 190 hours. At that point the oil embargo hit and the cost of flying went through the roof. I could no longer afford to stay proficient.

As a result, I have never gotten back into the cockpit. If I were to do so I would expect to have to devote about 40 hours to ground school and 40 hours to dual instruction.

That is why I was intrigued by Thomas Haines' comments on the sorry state of the quality in today's FBOs and flight schools (" Waypoints: Outside Looking In," April Pilot). I spent about six years as a consultant in what could loosely be described as the quality industry.

As words of advice for those gatekeepers of the skies, I would have them look at their operations from the eyes of the newcomer. How does the appearance of their shop, their people, and all their processes look to the person coming in for the very first time? Is every detail, even down to the most minute process, in alignment with allowing for a positive experience for that person?

I don't know if I will ever fly again . I do know that GA is absolutely essential to our nation and applaud the work of AOPA in that regard. I hope that operations managers take this article seriously and give themselves a good hard look in the mirror.

Bernie Lucking AOPA 447380
Sammamish, Washington

I would like to applaud you for writing "Outside Looking In," because sometimes it appears that most people in the aviation community do not want to admit that there are issues we need to work on to better train and recruit new pilots.

I recall feeling totally stupid in asking the question, "Can a guy like me learn to fly those airplanes?" The answer, to my surprise, was yes.

Sadly in my nineteenth hour, the CFI who encouraged me to sign up for lessons was fired. The second CFI was condescending and a poor teacher. The third was killed in an accident. The fourth was a milk farmer and I was the cow. The fifth was a total perfectionist who wanted me to fly exactly his way and would even yell at me from time to time. The sixth was a lady who moved on to charter flying, and the seventh was a young guy who wanted to teach me what was practical, fun, and necessary to pass the checkride.

At last, on December 3, 1998, I flew to Allentown, Pennsylvania, as a sharp, determined student pilot with 105.1 hours. On that day I flew back to Reading as a full-fledged pilot.

Even with all the problems, aviation is still growing. Just think how much money could be made and how much general aviation could grow if we did it better than we do.

Michael Bickle AOPA 1274363
Pottstown, Pennsylvania

When legal isn't safe

A job well done in the article " When Legal Isn't Safe" (April Pilot). Marc Henegar's articulate style, coupled with insightful examples, illustrates the importance of remembering that the regulations, while mandated by the FAA, are only guidelines for what can be considered a safe operation. In the end it is up to us as pilots to establish our own framework for safety.

I would like to add that an in-depth knowledge of human factors is imperative to round out the repertoire of skills involved in being a safe and efficient pilot. Knowing yourself, your crew — even if the crew is only a right-seat passenger — and your risk environment can heighten your sense of judgment.

Ben Amin AOPA 1374880
Gold Canyon, Arizona

Panel proficiency

I, too, am an "electronic gadget freak" (" Out of the Pattern: Applied Avionics: Overcoming Techno Dread," April Pilot). My problem is the lack of clear and concise information in the use of my various electronics. The manual for my old Panasonic VCR is more informative than any of the manuals that I can find on my aviation equipment. Instructional videos? Mostly nonexistent.

Now, as a dumb engineer and an even dumber doctor, I have read, reread, and practiced with my GPS manual. I've done this in demo mode, on the ground, and in flight. This must be the most confusing and poorly written instruction and guidebook I have ever seen. I remember engineering classmates failing courses for submitting such poorly designed systems and for the atrocious manual that tried to explain the instrument.

Trying to figure out the avionics in my recently purchased 1986 Mooney M20J was a trip. None came with any manual. The flight supplements were in the pilot's operating handbook but woefully lacking in any real information. Calls to the manufacturers resulted in brief data cards or two-page overview instructions. No one around here had any good experience with these models and the instructors fit into the group you described in your article — unable to perform a GPS approach.

Please consider urging AOPA to get involved with promotion of better electronics instruction. The situation will only get worse. Here is a chance to try to make it better.

Thom Feneran AOPA 1112371
Toms River, New Jersey

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.