Author Barry Schiff is in good company in seeing the value of declaring an emergency.
I enjoyed Barry Schiff’s latest column regarding declaring an emergency very much. I particularly admire how he showcased his own incident to illustrate the point. Just telling people not to do something isn’t anywhere near as effective as real stories of how respected pilots find themselves in challenging situations—and the solutions they discover to remedy them.
I just thought I would share that the declaration of an emergency was a major issue in the early investigation of the “Miracle on the Hudson.” The NTSB had the ATC tape from the start but didn’t process the cockpit voice recorder until five or six days later. They were initially very focused on the fact that, while Sully and I were on the verge of violating any number of federal regulations, no verbal emergency declaration was heard on the ATC tape. When the cockpit voice recorder was evaluated, however, it was clear that Sully had in fact declared an emergency; but unfortunately he and the controller had keyed their mics simultaneously, thereby blocking that declaration from being heard by the world.
It also shows yet again how Sully is a true Lindbergh among pilots and deserves a place in history with the best. With all that was transpiring in those few short minutes, would I have thought to declare an emergency if I were in the left seat? I can’t say with certainty that I would.
“Proficient Pilot: Mayday, Mayday, Mayday” is yet another great column and an example of how Barry Schiff’s commentary keeps AOPA Pilot among the best publications in the industry.
Thank you for sharing your experiences with the aviation community.
Jeff Skiles
AOPA 6755054
Oregon, Wisconsin
I enjoyed Barry Schiff’s article regarding declaring emergencies. I always felt like the “fear of recrimination” and “pilot is a failure” mentality keep some from ever asking for help. Perhaps the FAA could consider “declaring priority” (or some other verbiage) that acknowledges a problem before it becomes a disaster, without the threat of phone calls and paperwork.
Ryan T. Hauser
AOPA 4442927
Mount Pleasant, Pennsylvania
“Mayday, Mayday, Mayday!” made me think of how we address in-flight emergencies in the Navy helicopter community. A large part of the training to become an aircraft commander focuses on how to handle in-flight emergencies, as well as when to declare an emergency to ATC. Even with that training, there is reluctance from some in the community to declare an emergency. Like Barry Schiff, I don’t understand that reluctance. A general rule of thumb we apply is that if you’re in the yellow section of the checklist (Emergency Procedures), then you should declare an emergency.
That guidance has served me well during a handful of in-flight emergencies. I’ve found ATC to be extremely professional and helpful during those events. It was both calming and reassuring to know that someone else was actively deconflicting other traffic, leaving me free to troubleshoot my aircraft.
I think both the general aviation and the military communities could use a gentle nudge to declare an emergency when needed. The failure to declare an emergency only delays you from receiving additional help and resources when they’re needed most.
Rob “Frogger” Notari
AOPA 4635147
California, Maryland
Starting over
Great job on a well-written and thoughtful story on a deserving veteran, aviator, and mechanic.
It’s nice to see credit where it most certainly is due. I had a cousin with multiple sclerosis, so I know all too well the challenges and rigors Ben Parker faced.
Thanks for sharing his story of determination and courage with the aviation community.
James Welty
AOPA 1090067
Ashtabula, Ohio
Great read! I’m a CFI that’s been teaching since 2005, with MS. Your story on Ben Parker was truly inspiring. If you can, let him know he’s not alone. Thank you!
Ken Hirsch
AOPA 1674269
Mountain View, California
Best of what’s available
I enjoyed the article “Best of What’s Available,” but was surprised no one mentioned the Bellanca Super Viking. I own a 1977 Viking, and, the Beechcraft Baron aside for obvious reasons, it’ll eat anything you mentioned in the article. My wife and I bought mine for $65,000 and I file for 155 knots and get that at around 12 gph all day. If I want to burn 18 to 20 gph, I will get 160 to 180 knots depending on wind, et cetera.
It’s also probably the solidest airplane in GA, with a rollcage fuselage and a wood wing (please, never try to say a spam can has a strong wing!). It also has a useful load of around 900 to 1,000 pounds. If there’s a drawback, it’s cabin space. It’s “cozy,” but no worse than a Mooney.
Of course, I’m terribly biased.
Ian Shere
AOPA 9474273
Buckeye, Arizona
10 romantic flying movies
I am writing with regard to the list of romantic flying movies. Three of the offerings—Top Gun; Six Days, Seven Nights; and Always—are respectable choices. Excellent flying scenes, sappy love stories, and great airplanes. The rest of the list, if I may say so, leaves something to be desired. I offer some substitutes:
A Guy Named Joe. How can a list include Always, but leave out the original starring Spencer Tracy, Van Johnson, Irene Dunne, and Ward Bond?
The Flying Tigers. Possibly the most classic of all romantic flying movies (albeit an almost scene-for-scene ripoff of Only Angels Have Wings).
The Bridges at Toko-Ri. William Holden and Grace Kelly, F9Fs, and Skyraiders. Need I say more?
Strategic Air Command. How could any list of romantic flying movies leave out Jimmy Stewart and June Allyson, with loads of spectacular B–36 and B–47 flying scenes to boot?
Jet Pilot. John Wayne and Janet Leigh. You couldn’t cast a more unconvincing Soviet spy, but any list of romantic flying movies must include this John Wayne classic, with loads of great F–86 aerobatics, and the last flight of the Glamorous Glennis Bell X–1 with Chuck Yeager in the cockpit.
The War Lover. Wartime love triangle with B–17 pilot Steve McQueen, co-pilot Robert Wagner, and love-interest Shirley Anne Field. The best B–17 scenes in any movie, and plenty of romantic sap.
Out of Africa. Before you doubt me, I’m pretty sure we see more flying here than in Pearl Harbor, but without the abominable plot. Meryl Streep and Robert Redford in a de Havilland Gypsy Moth. Not some computer-generated imagery P–40, but a real, fire-breathing Gypsy Moth.
Andy Collins
AOPA 4212311
Middlebury, Vermont
Erratum
In the March 2016 AOPA Pilot, a list of aviation events incorrectly identified the dates of EAA AirVenture 2016. The dates are July 25 through 31. AOPA Pilot regrets the error.
We welcome your comments. Editor, AOPA Pilot, 421 Aviation Way, Frederick, Maryland 21701 or email ([email protected]). Letters may be edited for length and style before publication.
Have you ever had a close call but averted a collision because you had traffic information from Automatic Dependent Surveillance-Broadcast In equipment?
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No 85%
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Hangar Talk
AOPA Senior Photographer Mike Fizer admits that he often misses the scenery in the shots he photographs for the magazine. “I’m humping it,” the veteran aviation photographer says. He’s been shooting for AOPA Pilot since 1988. “I often can’t remember the area because I’m behind the camera, shooting all the time.” But for the seaplane adventure in Minnesota, where he accompanied Editor at Large Dave Hirschman for “Real-World Seaplanes,” page 72, Fizer admits to seeing “stunning, gorgeous country—and a whole lot of water.” Hungry Jack Lodge is just two miles south of the Canadian border. “It’s a fabulous lodge with really nice cabins.” Toting camera equipment around in a seaplane also exercised Fizer’s agility. “I’m not known for grace and beauty, and I had to hand down my equipment and remember where to put my feet. It’s always fun to straddle and cross the struts on a seaplane,” he says. “I understand the affection for the Beaver. The romance, that radial engine, power, and size—and you can pack it to the gills and go anywhere.”
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