Letters from our September 2019 issue

I just finished reading Barry Schiff’s lovely homage to his son that appears in the September issue (“Flight of Passage”). It was outstanding and wonderfully heartwarming. The pride and love that they have for each other comes through loud and clear. May they both have many hours of smooth air and tailwinds, and may the number of their landings always equal the number of takeoffs.  

Walt Stepek
AOPA 913525
Titusville, New Jersey

What a fantastic article about Barry and Brian! Their special relationship comes through loud and clear, and they are both very blessed, as is Barry’s grandson.

Although not in aviation, I had the pleasure and privilege of working with my dad in the insurance business for 25 years. One of my regrets was that I never had the chance to take him flying in the Cessna 172, but after showing the airplane to him one day, I’m not sure he would have gone!

Steve Hecht
AOPA 1344671
Grapeview, Washington

What a gift! Wonderful article. You both must be very proud.

Art North
AOPA 1181874
Rochester, New York

Honor flight

I just finished reading Thomas B. Haines’ article “Honor Flight” in the September issue of AOPA Pilot. Excellent coverage with terrific graphics. I loved the way he told the story between getting some of the C–47s like Miss Montana restored in record time in order to be able to join the journey and the coverage of the events and some of the people involved. Your coverage of That’s All, Brother’s restoration in previous issues was also excellent. I was really delighted to see you spotlight Eric Zipkin and the Tunison Foundation as he was the lead dog in this race to get as many aircraft involved, ready, and capable of making the crossings and participating in this momentous anniversary.

Dick Koenig
AOPA 6762765
Trumbull, Connecticut

Happy feet

Dennis K. Johnson talking about ground loops with taildraggers (“Technique: Don’t Worry, Be Happy…Feet”) should have added the most important statement:

There are those who have, and those who will.

If you fly taildraggers enough you will experience a ground loop. Mine was in a Twin Seabee that I was training in. Luckily it was during taxi and at low speed. Once it started, we were along for the ride since there was nothing I could do about it and the owner/instructor just laughed when it was over. No damage—except to my ego!

Jimmy K. Walton
AOPA 10020477
Grapevine, Texas

Logging memories

The article on Souther Field, Americus, Georgia (“Airports: Souther Field, Americus, Georgia”), brought back memories of my dad’s stories of his experiences in World War I. My dad, Lt. Clarence R. Walker, was a U.S. Army Air Service flight instructor in 1918 when he was ordered to fly the route from Taylor Field, Montgomery, Alabama, to Arcadia, Florida, in anticipation of moving his whole unit to Florida.

According to his logbook, he and a Lieutenant Green, passenger, left Taylor Field early on the morning of August 12, 1918, in a Curtiss JN–4D Jenny. His first stop was Souther Field to fuel up after a flight of two hours and two minutes. From there it was on to Pine Park, Georgia, in one hour and 55 minutes, and then to Perry, Florida, in one hour and 20 minutes. At Perry he was forced down by a rainstorm and on his first takeoff attempt, engine trouble forced him to abort the takeoff and he smashed a wing on landing. Local woodworkers repaired his wing, but on his second attempted takeoff he hit a tree with his wing and wrecked the airplane.

The airplane was returned to Taylor Field by rail on August 14, 1918. No mention was made of injuries, so I assume Lieutenant Walker and his passenger were OK and also returned by rail.

James Walker
AOPA 5565763
Westmorland, California

After touchdown

I am a retired American Airlines captain. My last seven years were on the Boeing 767. Thomas A. Horne’s article about low-visibility approaches in September 2019 issue (“On Instruments: How Low Can You Go?”) reminded me of an ILS to Runway 14 in Zurich.

We were following several other aircraft that circled for a while then went to their alternates. After all these years, I don’t remember the runway visual range, but it was 600 feet or less in all three reporting stations.

Now it was our turn. We briefed the CAT 3, LAND 3 approach procedures; set up the three autopilots, auto throttles, auto brakes, auto speed brakes, et cetera; and started the approach.

Everything went well, just like in the simulator. Callouts were made at the appropriate places and we touched down, barely able to see the runway. Auto-everything worked like magic!

Then we rolled out into the absolute clear.

Oh...There’s the turnoff, but I couldn’t turn the airplane. The autopilot was still on, trying to stay in the middle of the runway! Then, as I headed to the turnoff, the airplane came to a stop. The autobrakes were still engaged. The tower asked if we planned to exit the runway because another airplane was on short final. Very embarrassed, we replied that we would be moving soon.

In the simulator, the procedure was over after the touch down. Not so in the real world.

Love your magazine and have been a member for a long time.

Herb Dabelow
AOPA 467021
Schaumburg, Illinois

A different world

“Get Off the Couch” makes a good point that instructing can be a valuable and enjoyable retirement contribution, but it oversimplifies that transition. Many airline pilots, especially those who came up through the military, have little idea how to operate in the see-and-avoid world of most flight instruction. As one senior captain told me, “Man, we were spoon fed everything.” While a flight instructor refresher course is a terrific starting point, transitioning airline pilots should plan on some one-on-one instruction with an experienced, current general aviation CFI before putting themselves on the market.

Bob Feugate
AOPA 713394
Mesa, Arizona

Just a door

Natalie Bingham Hoover’s column about distractions, mentioning unlatched doors (“Are You Guilty?”), brought to mind how it takes an unexpected event to learn something important. In my Piper Arrow, I’ve had that happen on takeoff. That first rush of adrenaline was enough to seal it in my memory (one of those events you don’t get in primary training). The fact that it didn’t depart the airframe as a big Frisbee made me mention it in my passenger briefing, although in a different way. In the event of an off-field landing, one of us should unlatch the door in case the frame jams the door. I emphasize, from experience, that the door won’t come off but just make a lot of whooshing noise.

Bruce Bream
AOPA 1308611
Beachwood, Ohio

Erratum

An answer in the “Test Pilot” quiz in September 2019 AOPA Pilot incorrectly stated that presidents George W. and George H.W. Bush were strictly military pilots. Both were granted FAA pilot certificates. AOPA Pilot regrets the error.

We welcome your comments. Editor, AOPA Pilot, 421 Aviation Way, Frederick, Maryland 21701 or email. Letters may be edited for length and style before publication.