I loved reading Pete Bedell's article in the Career Pilot section of June 2009's AOPA Flight Training magazine ("It's the View, Stupid").
Whenever I'm flying commercial I feel like I'm the only one looking out the window. I bring my iPod but it always stays in my backpack because my headphones are plugged into the arm rest listening to ATC on United's channel 9. There's nothing quite like hearing Center tell your flight that "Airbus traffic passes you from the right, 1,000 feet above" and looking out the window to pick up the traffic before the pilot reports it in sight.
So what if airlines are charging for pillows and blankets now? How could anyone sleep while punching holes in the clouds miles above the surface?
Adam Rosenbloom
Deerfield, Illinois
Angle of attack
In the body of the article, "Making Stalls Fun" (June 2009 AOPA Flight Training), Carl Dworman accurately states that stall recovery is affected by reducing angle of attack, but the author's Nine-Point Stall Recovery Scenario could use some revision.
The first step in any stall recovery should be to reduce the angle of attack. To suggest that leveling the wings using rudder is the first step in any stall recovery only leads to a delay in the stall recovery. In step 2 of the recovery the author refers to the horizon. The horizon has nothing to do with the angle of attack of the wing. The angle of attack of the wing in a stall must be reduced whether the airplane is upright or inverted or in any angle of bank.
It is probably most beneficial to refer students and their instructors to the Airplane Flying Handbook, which describes the three steps necessary for stall recovery.
First, at the indication of a stall, the pitch attitude and angle of attack must be decreased positively and immediately. Second, the maximum allowable power should be applied to increase the airplane's speed. Third, straight-and-level flight should be regained with coordinated use of all controls.
Emphasis on proper recognition and recovery from inadvertent stalls must be increased as failure to recover from stalls is the cause of many accidents.
Michael J. Bangert, CFI
Arnold, Maryland
Sport pilot medical
I think you are doing a disservice to the sport pilot population by telling them that all they need to fly is a valid driver's license, and forgetting the regulation that says that they must meet third class medical criteria whether or not they have that piece of paper with them ("The Sporting Life," June 2009 AOPA Flight Training).
The way I read Part 61 is that you may not fly if you can't pass the physical. If you know, or had reason to believe that you are physically disqualified, you may not fly! There are numerous reasons why you could have a valid driver's license and still be disqualified as a pilot. One that comes to mind very quickly is kidney stones.
Sam Barner
Ballston Lake, New York
Although the lesson of making sure one is medically fit to fly is important, FAR 61.23 only says a sport pilot needs to hold a valid United States driver's license. And although the regulation says the pilot can't fly with a condition that would make operating a light sport aircraft unsafe, there's no mention of not flying if the applicant can't pass a third class medical exam. --The editors
We appreciate your comments. Letters should be no more than 300 words and must include your name and address. E-mail letters to flighttraining@ aopa.org or mail to
AOPA Flight Training,
421 Aviation Way
Frederick, Maryland 21701.
Letters may be edited and will be printed as space permits.
