Letters from our May 2016 issue

I read Barry Schiff’s article in AOPA Pilot (“Proficient Pilot: Stepping Along”), and it jarred a memory of reading the old B–24 operations manual. Sure enough, there it is in black and white, on page 68! Instructions on how to get the bomber configured to fly “on the step.” Could this and possibly other citations in World War II manuals be the source of the old adage?

Ken Kaae
AOPA 1123572
Boise, Idaho

I believe Barry Schiff’s article is correct in regard to flying on the step with a Beech Bonanza. Doesn’t work. However, please consider that all airplanes are not equal.

My experience with flying on the step occurred on a cross-country flight in a T–38 in 1974. We were flying from our home base of Holloman Air Force Base, New Mexico, to Homestead AFB, Florida, with a stop in Houston for gas. We were able to take off and climb with our two-ship straight to our cruising altitude of FL470 or FL490 (can’t remember which).

After we leveled off, the power was set for cruise. We spent a few minutes level at Mach 0.91, and then gently, without losing Mach, eased up 200 feet. We then nosed over and descended 400 feet, all the while not touching the power. As we then slowly returned to our cruise altitude, we noticed our speed was now Mach 0.93, where it remained. I thought it was pretty slick. Maybe you can borrow a T–38 and check it out!

Charles Thornburgh
AOPA 4323704
Pooler, Georgia

I first heard about “flying on the step” from Ernest K. Gann, when he mentioned using the technique in Fate Is the Hunter. I always figured if it’s good enough for him, it’s good enough for me.

Martin J. Filiatrault
AOPA 846030
Clarkston, Michigan

Budget Buy: Actually affordable

I just read the article on the affordable Cessna 140. Yes, it certainly is, and a great little airplane at that. I do want to be “nit-picky” about your description of the 140A wing. It couldn’t have a 150 wing, because the 150 didn’t exist yet. You might say the 150 has a 140A wing.

My dad sold his Taylorcraft in 1948, and bought a new 140. I have lots of time in the right seat of that one. In 1950, he and I took the train to Wichita and picked up a new 170A. Took us four days to fly it home because of weather. Dad is gone, but I still have the 170A, which is an affordable airplane. So, I have 68 years of experience with these airplanes.

Bruce C. Sdunek
AOPA 533665
Howell, Michigan

Technique: Crosswind shortcuts

I do not enjoy computer games. As such, I did not choose the crab method of landing during training (“Technique: Crosswind Shortcuts”). Mario failures hold no consequence. Aircraft can have costly consequences for failure during training. I learned to fly from Midway, in the windy city, when the winds of November come calling.

For me the process of cross-controlled landings is a smoothly executed transition from air to tarmac. The aircraft is completely configured for landing on an extended centerline with small inputs until touchdown. Flares for landing use the yoke, but not by pulling. The cross-control is merely increased gradually as the downwind wing and tire stop flying instead of the nose. The cross-controlled pilot will immediately find himself or herself perfectly configured for ground-bound aerodynamics from surface winds. Crabbers have to reconfigure to a cross control on rollout in order to keep the upwind wing or tail from flying unexpectedly. Seems like a lot of unnecessary stomping and flailing around to me. Why not just land configured for the wind?

Blair J. Miller
AOPA 1229507
Vermontville, Michigan

A situation where I remember being told to “crab and kick” was during my flying lessons at James M. Cox Dayton International Airport when, during the winter, the runway had stretches snow-covered and others dry. “While you are on the ice or snow, act like you are flying, and when the dry pavement comes, straighten out—kick the rudder.”

Hans Schroeder
AOPA 4610935
Milwaukee, Wisconsin

Magical realism

Beautiful pictures of the AirCams in the Bahamas! However, what struck me is that no one is wearing life vests. I know in the tropics the traditional inflatable vest is very hot, but an alternative are vests used by helicopter pilots (who also fly low level). These vests are worn on the waist and, when needed, are pulled up over the head and inflated. 

Luca F. Bencini-Tibo
AOPA 384103
Weston, Florida

In focus

Sorry, but the extended section on photography didn’t take off for me. So much more could be included in the magazine about ways to reduce flying costs and maintenance costs, improving safety, renovating/updating older aircraft, and developing new avenues to reach and inspire prospective pilots.

The photography section speaks to only a small select group of pilots who would see this interesting and can find the same information in many of the current photography magazines. Let’s speak to the core values of the magazine.

George Stobaugh
AOPA 1121090
Long Beach, California

Errata

The caption on page 78 of the May issue of AOPA Pilot (“Eyewitness”) included some incorrect information. Paul Bowen’s career has spanned more than 40 years, and the aircraft pictured is a Bombardier Challenger 605 that was photographed off the California coast in 2014. Bowen further clarified that the idea came from an advertising art director, and that the effect can be predicted, but not controlled.

“Waypoints: Into the Lens” (May 2016 AOPA Pilot) incorrectly identified the agency operating a Black Hawk helicopter for drug interdiction. It was Customs and Border Protection.

In the June issue of AOPA Pilot (“The Luftwaffe’s L-Bird”), we incorrectly referenced the presence of German Field Marshal Erwin Rommel in the North African theater in 1944. Rommel left North Africa in 1943.

AOPA Pilot regrets the errors.

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 used simulators in your instrument training?

Yes 66%
No 27%
Not yet, but I plan to 7%

Aviation eBrief poll

Hangar Talk

When Technical Editor Mike Collins arrived in Bowling Green, Kentucky, for his date with a Curtiss JN–4H Jenny replica (“Flying Miss Jenny,” p. 72), summer’s heat and humidity had abated. After a dawn photo flight, Collins flew with pilot Dorian Walker on the one-hour leg from Bardstown to Georgetown, Kentucky, and had the opportunity to fly “Miss Jenny” for 20 minutes. “I’m not sure I can say I flew Miss Jenny, as much as she took me for a flight,” Collins said. With no dynamic stability, continual control inputs are needed, even in fairly calm morning air—and control forces are much higher than GA pilots are accustomed to. “I felt like I’d flown it for a couple hours,” Collins said, “and I appreciated seeing what members of this nonprofit have to do to share the story of the airplane, and of early aviation.”