Letters

Little strip, extended family

I especially enjoyed the article in the May AOPA Pilot about Green Castle by Julie K. Boatman (" Budget Buys: Little Strip, Extended Family"). That is where I learned to fly back in 1982 and when I became an AOPA member. I have often wondered how things were going for that little airport and the fine people who taught me to fly there. It brought back fond memories to see the pictures of the place and Don's (always cheerful) face. It is interesting to read how over time things have evolved to enable the pilot community to keep the place alive and well. I will have to find time to make it back and drop in for a visit.

Ben Welch AOPA 805642
Danville, Illinois

Nice article about Green Castle. Back in 1990, my airline manager's job took me to Cedar Rapids, Iowa, and one of the first tasks was to get checked out for aircraft rentals. After the usual pattern and air work in the Cessna 172, the instructor had me do a few crosswind landings. I did well and opened my big mouth, commenting that it wasn't much of a challenge on the long, wide runways, as I had gotten my private pilot certificate on short, narrow runways and grass. The instructor proceeded to steer me to Green Castle and have me do short-field and soft-field landings on the grass end of the runway just beyond the trees — no use of concrete allowed.

I always wanted to go back to Green Castle in search of that family-and-fun atmosphere that I had enjoyed at a couple of other airports I had called home. But somehow, career and other things got in the way, and I never did. I no longer live in Iowa but now I do have a nice place to visit on my list of things to do.

Mase Taylor AOPA 986058
Florissant, Missouri

Unofficial controller glossary

As an air traffic controller for almost 20 years, I laughed out loud when I read the title " The Unofficial Controller Glossary" (May Pilot) because I knew what was coming. I have to admit, Alton K. Marsh listed some phrases even I hadn't heard before. Elaborating on some I recognized, and adding a few others, here's my two cents worth:

Deal — As Marsh indicates, a deal refers to a loss of separation and the term is believed to be an acronym. A controller is said to have a deal when he or she is "doing everything against logic."

FLIP — A variation of FLIB, it refers to small-GA IFR pilots having trouble with procedures. L stands for little and IP stands for instrument pilot. The significance of F was adequately described in the article.

Dirt darts — Another reference to parachutists.

Dr. Killer — A term referring to the obviously inadequate pilot-airplane combination that occurs when a person's financial ability to purchase an advanced complex aircraft exceeds his or her ability to fly.

Freak — Similar to ship 'em and derived from frequency. I've heard it used by controllers trying to establish communication with aircraft in their sector. If the aircraft is not on the proper frequency, the controller contacts the previous sector and, by way of example, asks, "Freak Skyhawk Seven-Three-Foxtrot to me." In responding, the controller might say, "I just freaked him."

Chum — A lot like a weak stick, it refers to the controller who is way behind the power curve. The aircraft in their sector remind one of a shark feeding frenzy, and the controller is said to be chumming his or her airspace.

No doubt you'll receive a letter or two critical of a perceived flippant attitude among professionals engaged in a very serious business. I hope my observations are received in the context they are given — as a small representation of the lighter side of aviation.

Ed Ritchey AOPA 4538324
West Kingston, Rhode Island

ATC issues

I soloed exactly 49 years ago. I've flown coast to coast seven times, and from the Rio Grande to Lake-of-the-Woods twice. I still don't understand why you more recently trained pilots insist on making things so complicated. In May's " Waypoints: ATC Issues," Thomas B. Haines says, "Because of the complexity of the New York airspace, I no longer fly into the area VFR. ... " For Pete's sake, why not?

There's a constant barrage of complaints about the difficulty of getting through the air around New York. It even scared me a little a couple of years ago when I was coming out of Boston and heading south for Florida and home. But it was a piece of cake. We talked to the tower at Norwood for takeoff and the tower at Trenton for landing; otherwise, we did not say "boo" to anybody (and we could have done it just as well without the towers on either end).

I believe the microphone is highly overrated as an essential flight control. Thomas A. Horne, in his article about nontowered airports (" Pattern Perfection," May Pilot), is a good example. He says to broadcast when you are clearing the active runway. Again, for Pete's sake, why? Anybody on final can see if you are clear or not. (OK, maybe at night you should.) Report in from 10 miles out? Nonsense! Five miles is plenty. Three is better for most GA airplanes. I say stop cluttering up the air with totally useless transmissions.

John Mahon AOPA 1000062
Boynton Beach, Florida

An avid reader of Thomas B. Haines' column for years, I found the May column especially enjoyable. I fly Boeing 767s for Delta and am based in Atlanta, making me an expert on what we call the "ATL slam dunk." Having come off of the Boeing 727 about a month ago, I can attest to its dunkability. The 767 is not so easily brought down, the 757 even worse. The worst transport of all the ones that I've flown to dunk is the 737.

As a new 737 pilot years ago, I was initiated one bright, beautiful morning as to what the controllers in ATL mean when they say "expect short final." (They don't always warn you.) Needless to say, by the time I was on the ground, my eyes, nails, and hair were all sweating, and my mind was just about ready to turn final. The captain looked over at me and said, "Fun, huh?" All I could think of was that we had two more legs into ATL that day, both of them mine.

Thanks for having a magazine that an old GA pilot can refer to while my copilots are dazzling me with their exploits in the fighters they flew in the military.

Ron Cox AOPA 1178194
Athens, Georgia

Pattern perfection

I found Thomas A. Horne's article " Pattern Perfection" (May Pilot) a good review coming out of the winter months. I had flown twice over the winter, and while I was within the FAA guidelines for flying passengers during day VFR, I thought it would be a good idea to hire an instructor to go on a dual cross-country for review purposes. One of our stops was at Rutherford County, a nontowered field. This is where I had forgotten a lot about the patterns. I had intended to enter the pattern on base, but the instructor stepped in with a lesson on why it was a bad idea. I can say that at that time more than any on the whole trip, it was evident that I needed him with me, and I sure was glad that he was there. The rest of the flight back was uneventful, and we landed without incident. I thought it very appropriate that Horne's article was there for a well-placed review on why my intentions would have been a poor choice. Thank you.

Kerry Wilson AOPA 2253741
Moravian Falls, North Carolina

I very much enjoy Thomas A. Horne's writing but must disagree with one point in his May article "Pattern Perfection." Anyone who butts in on final is certainly discourteous, disruptive, and probably illegal. However, there are times, I believe, when a straight-in is safer and more efficient to traffic flow.

I fly a Beechcraft Baron. If I'm five miles east, landing west, and there are a couple of slower planes announcing five or more to the west, I consider it more efficient and safer to land straight in rather than to mix it up in the pattern. Conversely, if I'm on an extended 45 for a left downwind to, say, Runway 27 and a CitationJet is five miles to the east, I'd prefer if he would land straight in and not be a factor for me. I believe the straight-in pilot should always announce that he is "landing straight in, traffic permitting" and should not even think of it if less than five miles out. Further, he should be prepared to give way in any conflicting circumstance. A straight-in should be used when it's safer, not because it's quicker.

Lou Fitzpatrick AOPA 1017226
Malvern, Pennsylvania

I just finished reading Thomas A. Horne's article on traffic patterns in the May issue of AOPA Pilot. There is one thing I feel needs to be mentioned. He stated several times that while you can fly a traffic pattern any way you want at a nontowered field, you should still use recommended procedures. This wording may have given readers the impression that it does not matter whether you fly left or right traffic and that flying left traffic is only an AIM recommendation. FAR 91.126(b) and 91.127(a) make it clear that it is mandatory to fly left turns at all nontowered fields unless right traffic is designated on your sectional or otherwise designated by the airport authority. As a CFI, I see many people who incorrectly believe that left traffic is only advisory in nature.

John Alofsin AOPA 1177602
Newport, Rhode Island

Special flight permits

The May " Answers for Pilots" on special flight permits doesn't offer a practical answer for an out-of-annual aircraft in an out-of-the-way place. If there is no mechanic within 50 miles to do an annual inspection, as in your scenario, then obviously there is also no local mechanic able to certify the aircraft as safe on FAA Form 8130-6. If you can get a mechanic out to do your ferry permit safety sign-off, you might as well have him do the annual then and there, and forget the ferry flight (there's little practical difference between the two inspections). Any mechanic who would sign a ferry safety certification without coming to the site and inspecting the aircraft should have his IA certificate revoked.

Jon Stark AOPA 619553
San Jose, California

Better off single

I enjoyed Barry Schiff's article (" Proficient Pilot: Better Off Single," May Pilot) and had heard of similar cases like the gentleman who spent several days in the Rocky Mountains after a forced landing because he didn't know he could glide all the way to Kansas. Schiff missed one important point about single-engine service ceiling that should be mentioned. Service ceiling is defined as the altitude at which you can climb at 50 fpm. It is not an absolute altitude. Even at maximum gross weight a twin with an engine out should level off significantly higher than the single-engine service ceiling.

Douglas Dobbin AOPA 998466
Anthony, New Mexico

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 number on all correspondence, including e-mail. Letters will be edited for length and style.