Letters from our October 2020 issue

In his October 2020 article “Strong Finish,” Ian Twombly advocates making a mantra of the “low-wing” crosswind approach and landing. Flying uncoordinated cross-controlled not only unnecessarily adds to the pilot workload (especially an inexperienced one in gusty conditions), as he notes, but also defies the stabilized approach concept.

In my 40-plus years of flying, except during private training, I never made an approach wing-low, be it in a Cessna 150 or a 767. As an airline instructor pilot I saw many new-hire pilots with GA-only experience having difficulty with crosswind landings, because they were only taught the wing-low technique.

Instead of making mantras out of techniques, we should educate pilots on the involved principles and allow experience to help them discover what technique works best for them.

John Barbas
AOPA 1416542
New Albany, Ohio

Maintaining the proper approach speed is the key factor to good landings. It’s remarkable how much more difficult the landings become when even five or 10 knots fast—not to mention the effect on landing roll. —Mike Weppner, AOPA 1343943 , Gainesville, Virginia I have one point to add: Decide if you can handle the crosswind before you attempt to land. On the last half-mile or so, I hold the nose firmly on the centerline of the runway. If I cannot prevent drifting from the centerline with a forward slip and wings at an angle that would not drag on the ground during flare, I don’t attempt the landing. If it is a single-runway airport, I head for another airport. Holding firm to the extended centerline is a cardinal rule for me during the last few hundred feet before touchdown.

Steve Marcus
AOPA 5154247
Phoenix, Arizona

Wittness to change

Thanks so much for publishing the article about documenting climate change in Alaska. I had the privilege of flying there over 20 years ago and even saw signs of glacier melting on the Mendenhall Glacier. But now I think the pace of melting has picked up dramatically.

I live in the Pacific Northwest and fly volunteer flights for LightHawk. There is no better way to observe climate change and related issues such as recent extreme fires than from a small airplane. I encourage all pilots to report issues relating to climate change. Maybe AOPA could set up a special department.

Jane Rosevelt
AOPA 1069038
Lake Oswego, Oregon

Bravo to Mike Busch (as usual). Mike almost always publishes a technical masterwork every time he types, but “Savvy Maintenance: Your Engine’s Lifeblood” was a high-water mark even by Mike’s standards. All kinds of persistent questions I have had about engine oil for decades (but was too lazy to fully research) were clearly answered in this article. Great stuff!
From AOPA’s member forums Beech meets bird

Thomas B. Haines’ article has similarity to my bird strike about four years ago, in my RV–4 (“Ownership: All Lose When Beech Meets Bird”). Flying in the Columbia River Gorge at 2,000 feet, into low morning sun, I did not see the flock of geese. One goose out of maybe six didn’t follow the flight leader’s instructions and rolled down from above, striking my right wing.

The yaw was abrupt, but quickly returned to normal with only minor correction to counteract the drag. No noticeable aileron input was needed. The lack of need for some added control input really surprised me once I saw the damage later on the ground. 

With the RV–4 performing well, I returned to home base. The landing was uneventful and I felt no additional control input was needed to offset the drag damage.

I used a metal cutting saw to remove the outer two feet of the leading edge. Most importantly, examination of sheet metal aft of the spar showed no wrinkles or sheared rivets. Replacement parts included two nose ribs and leading edge skin, all off the shelf from Van’s Aircraft. Those who know the sheet metal details of the RV–4 would probably spot the repair. The fiberglass wing tip was damaged, but this was not difficult to repair. Total out of pocket and my labor was $220.

Jerry Sorrell
AOPA 1781910
Kelso, Washington

Tale of two flights

Richard McSpadden’s article touched on the question asked of many aviators : What’s it like? Without describing the actual experience, he still provided an answer. In youth we’re mesmerized by the hardware, but as time passes, it’s our own experiences and the kinship we build with similar-minded others that answer the question. I don’t recall all the tail numbers but remember every person I’ve flown with.

Andrew Deal
AOPA 4236814
Gilroy, California

Thank you for your service in the Air Force, and thank you for your skill in making the reader feel as if they were right there in the cockpit with you (both in the F–16 and your ’93 Super Cub). I have recently got back into flying after a six-year hiatus and this article inspired me to go fly.

Rob Shujman
AOPA 5642607
Miami Beach, Florida

Aerial tributes

Ten years ago, my father-in-law passed away suddenly. The morning hangar club organized a “missing man” tribute to my father-in-law over the graveside service; my son Nolan was on the ground with a handheld radio, so the entire family could listen in. Hangar buddy Doug was at the controls of N182EF, broke from formation overhead, and recited the “missing man prayer.” The bird is pictured in the AOPA Pilot December 2019 article on Mission Flight. Papa Jake smiles today on the service N182EF has had for people in need.

J. Marc Haney
AOPA 6919095
Covina, California

Headset grime

I have a Zulu 3 headset. When it was almost two years old the ear seals started cracking. Since I belong to a club, I never leave the headsets in the plane and they are only used 70 hours a year, approximately. So, I called Lightspeed. I was told that body oils deteriorate the material on the seals and that I should wipe them down after each use. Now I carry a package of wet wipes in my case and clean the seals and head cushion after each use. I will see if that really helps.

Joseph Padronaggio
AOPA 889050
Parrish, Florida

Erratum

Jerome Stanislaus (“Pilot Briefing”) is a U.S. Air Force flight engineer, not a pilot. AOPA Pilot regrets the error.

We welcome your comments. Send letters to Editor, AOPA Pilot, 421 Aviation Way, Frederick, Maryland 21701 or pilot@aopa.org. Letters may be edited for length and style.

Hangar Talk

“Senior Photographer Mike Fizer and I get the opportunity to do many amazing things,” says Senior Features Editor Julie Summers Walker. “But being stuffed in the back of a Twin Commander with Christmas presents floor to ceiling was a Christmas memory I’ll always cherish.” Aircraft of every shape and size are packed tight with Christmas presents to fly to needy children across Michigan during Operation Good Cheer ( “Santa is a GA Pilot,” page 58). “The roar of our Twin Commander’s engines got the attention of the children and families on the ramp at Roben-Hood Airport. And all came out to unload the aircraft. ” The aptly named airport in Big Rapids wasn’t for the legendary British rogue but for two World War I pilots—Maj. Douglass Roben and Lt. Daniel Hood. “The bounty of gifts, joy, and homemade sweets and treats made this adventure truly rich; the only poor are those who don’t have the opportunity to fly for this great cause.”