Letters

I enjoyed Richard McSpadden’s column in the November issue (“Inner Circle: Rebuffed Again by the Skywagon,” AOPA Pilot). As a 180 owner, I feel his pain, but offer a ray of hope. The key to happiness with 180 landings is to lower your expectations! So, it bounced a bit, who cares? As long as you can fix it without ending up in the ditch, all is well. Invite anyone who snickers to try their luck with one of the wonderful beasts. Just not yours. There is lots of advice out there, some going so far as to say, “it practically lands itself.” Well, maybe in a dead calm on grass. Maybe. Personally, I find three-pointers easier than wheelies, but your mileage may vary.

Tim McSwain / AOPA 372212
Williamsburg, Virginia

Richard McSpadden’s self-effacing Cessna 185 article had me recalling a “humorous” landing I had in my 185 many years ago at Pittsburgh International. I owned a 185 for several years, 800-plus hours, and never considered the aircraft particularly cantankerous or evil spirited, just demanding. On this day arriving at Greater Pitt, I was given the choice of a heavily used runway that favored a brisk breeze, or less-used runway with a particularly challenging crosswind. I chose the less-used runway because I felt I needed, and looked forward to, the challenge, and also because that choice might cause less interference with the airline guys lined up for the longer runway. I decided a wheel landing would be best, and, somehow, got that upwind wheel on the pavement in no-bounce order, only to find that as I started to pull power to get the tail to the pavement, the wind grabbed the tail for the inevitable switcheroo.

I hobby-horsed down the runway with my upwind wheel still planted, looking like a drunken carnival ride, until the wind abated and I could get all three wheels on the ground near a high-speed taxiway. As tower cleared me to the high-speed, I could hear hysterical chuckles in my headset from tower so I asked, when I had things pretty well reined in on the taxiway, if he was laughing at me. His response was, “not anymore!” Experience can be a hard-fought battle, but well worth the struggle if we survive physically and emotionally.

P. Prentice Gilbert / AOPA 287077
Jersey Shore, Pennsylvania

As the leader of a group of wagon-masters, I enjoyed Richard McSpadden’s laments (if that’s a fair word) on the cantankerous Skywagon. Four of our 11 aircraft are Skywagons and we operate these challenging aircraft year-round in terrible conditions. It is a love-hate relationship. One of my pilots who just retired was “issued” a 1985 Skywagon with about 200 hours on it in 1986. When he retired, the airplane had well more than 13,000 hours and he had no incidents. John Heineman is a local legend. He always told me that every time he thought he finally figured the thing out, it reminded him very bluntly that he was still learning.

One of my current Brainerd, Minnesota-based pilots summed it to me the best when he said “Flying the 185 is like being in a dysfunctional marriage. I walk into the hangar and see it sitting there, its pretty little nose turned up in the air. I see it sitting there and it is so beautiful. I just love it. Then I fly the thing and it tries to kill me! I hate it, and I never want to see it again. Then I walk into the hangar and there it is sitting there, its pretty little nose turned up in the air, and I love it so much….” The only problem with a Skywagon in my humble opinion is that sooner or later you have to land it.

Christopher Lofstuen / AOPA 944746
Grand Rapids, Minnesota

Thomas B. Haines’ article in November AOPA Pilot (“Waypoints: Hitting the Slopes”) was spot on. I am not a CFI but am an advocate of exactly what he advised: Find a good local mountain qualified instructor and practice, practice….— Steve Maus, AOPA 9911015, Dallas, TexasI enjoyed Richard McSpadden’s article with some amount of chuckle and empathy. Ah, taildraggers. There is no better ego buster on the planet. I sold my 1975 Cessna 180 Skywagon some years ago and regret it to this day. It served me well.

I thought I would privately pass on a not-well-known tip that worked very well for me, once I came upon it. It allowed me to operate off my 1,100-foot, narrow strip by making precise three point landings, lowering the flaps, full up elevator, and robust braking.

The key, other than on 1.3 VS0 or less speed and correct sink rate approaches, was pitch trim. I found that setting the pitch trim on final at a somewhat heavy nose up (non-neutral) setting where you are having to push forward on the yoke allowed for much better power-off planted landings. Be prepared for pitch up in a full-power go around and don’t use it for wheelies. You may not hear that from any other CFI, but give it a try next time and see what you think.

Brooks Yeilding / AOPA 1172569
Salem, Alabama

I have to tell you after reading about being rebuffed again by the Skywagon, boy, does it hit home. My wife and I have had our 180 about four years now, and we enjoy it very much right up to the point that it scares us. Both of us are high-time retired professional pilots and I have to tell you every time I land a 180 on pavement I say to myself this thing will kill me if I’m not careful. With that said, though, done right the 180 will land beautifully on pavement or dirt. Ninety percent of the time we three-point the landing; wheel landings are necessary if windy and gusty. Just wanted to let you know that you are feeling the right things about the 180—you have to be on your toes and respect the airplane every minute. Thanks again for the article.

Trey Croskell /
AOPA 1552607
Elbert, Colorado

Hanging up the headset

I was glad to read Mort Crim’s compelling article (“Hanging Up the Headset,” November AOPA Pilot). It has now become a “little voice” that likewise asks me, “when will I walk away from the airplane?”

I grew up in the suburban Detroit area and remember Mort anchoring the local Channel 4 news broadcasts. Until this article, however, I was unaware of Mort being a pilot and further, one with so many accolades. His “walking,” in light of those aviation accolades, makes a highly plausible and enduring case for the rest of us to consider.

Sevim Ablay / AOPA 4635183
Dundee, Illinois

Ercoupe memories

I enjoyed more than you could know Julie Summers Walker’s article featuring John Chirtea and the photo of his 1946 Ercoupe 415-C (“Pilots: John Chirtea,” November 2021 AOPA Pilot). I owned and restored this Ercoupe starting in 2012. The Ercoupe began its journey with me as N2418H. I had returned as a rusty pilot after flying a 1963 Cessna 172C and later a 1975 Piper Archer after earning my private and instrument in 1987. I took a hiatus from flying from 2001 to 2012. This second time around, I decided to fly under sport pilot rules and the Ercoupe was the only certificated nosewheel aircraft that qualified as light sport (and even then one had to be sure it had never been converted to a D model and then returned to a C model).

I began the restoration work at Madison County Airport (UYF) with Burl Fife—a true old-school A&P/IA. The restoration was completed at Union County Airport (MRT) in Marysville, Ohio. When my wife, Dyann, decided that the old Ercoupe was too loud and windy for her, I sold the Ercoupe to a guy in Louisiana and bought a Van’s RV–12. Thank you for your story about Mr. Chirtea and the photos of “my” old Ercoupe.

E. Joel Wesp / AOPA 934294
Columbus, Ohio