Letters

I enjoyed Dave Hirschman’s “Flying as One” in the February 2023 issue, but was surprised his list of good formation aircraft left out the Zlin 242 L. It features Hirschman’s preferred attributes, including a low wing, bubble canopy, control stick, and constant-speed prop. Granted, the seating is side-by-side. But the 242 has a duplicate throttle under the left canopy rail, just like tandem seat airframes. The 242 is built hell-for-stout and rated for +6 and -3.5 Gs. Which is good because flying formation and flying aerobatics go together like peanut butter and jelly. Finally, there’s an urban legend that the Zlin 242 L is an Experimental. In fact, it’s certified by the FAA and EASA.

Paul Michael Brown / AOPA 1217521
Washington, D.C.

Never Again

I really enjoyed Kollin Stagnito’s column, “On Course: Never Again.” I think the “Never Again” stories have been invaluable teaching tools for many years, as well as thoroughly entertaining. After his fuel pump episode commentary, I couldn’t help but remember a similar (if less dramatic) episode of my own.

My father owned a 1968 Cessna 310N that I dearly loved. He had a professional pilot (my former instructor), but I got to fly it on occasion. My father was a diehard Baylor fan and graduate, and my sister and I both went to the University of Arkansas. When Baylor played Arkansas, it was a big deal. My parents were visiting their best friends in Palestine, Texas. I was to take the 310 from our home in Mena, Arkansas, to pick up my parents and their best friends in Palestine and fly them on to Waco for the game. When I left Mena, I was running late. I did a good preflight inspection and was ready to leave when I realized I had forgotten one little thing—my luggage.

I had to shut down both engines, get out of the airplane, get my luggage, and put it in a wing locker. I jumped back in the airplane, taxied out, and took off. At about 400 to 500 feet, something caught my attention. I had not latched the wing locker, and a pair of white linen slacks were waving out the back of the locker. (It was the 1970s.)

Unfortunately, the white linen slacks didn’t make it around the pattern. I landed, closed the locker, and went on with an uneventful flight—except for the fact that those damned pants were waving in a tree just at the south end of Runway 17 of the Mena airport.

I had a reminder to complete a thorough preflight and take my time at departure for several years to come. (I never fessed up to anyone at the airport about those pants—until now!)

Robert L. Stringer Jr. / AOPA 1404816
Duncanville, Texas

Power line predicament

Richard McSpadden’s piece in the February 2023 issue about the Mooney accident near Montgomery County Airpark (GAI) is excellent (“What Went Wrong: Power Line Predicament”). Because of its well-documented nature, the GAI accident needs to be elevated to landmark status, similar to the TWA 514 crash into Mount Weather in 1974.  

The TWA accident occurred just 30 miles from GAI and caused changes in ATC procedure and hastened the development of ground proximity warning systems. When I was doing my instrument training in 1979, that accident and the change to ATC approach clearances it produced were studied for and reinforced by FAA written exams and discussed during training.

The entire GAI accident Mooney flight needs to be studied by prospective instrument pilots as an example of how deficiencies in proficiency, airmanship, and decision making led to an accident.

Bill Kight / AOPA 658477
Goshen, Kentucky

Happy engine, happy pilot

This letter is in response to Ian Twombly’s article “Happy Engine, Happy Pilot” in the February 2023 issue. Although experts generally agree that running lean is better for aircraft piston engines it is quite unsettling for most pilots to go against manufacturer’s recommendations (or POH power settings) as to how to operate an engine.

This is such a huge topic that it deserves input from Continental and Lycoming, which certainly have more experience than anyone. There is a great 11-minute video from Continental on YouTube (“Continental Engine Insights Lean of Peak”).

Why this is not memorialized in most operating handbooks is a mystery. Cruise power settings in Beechcraft Bonanza and Baron POHs don’t mention CHT or EGT. All the aircraft manufacturers and engine manufacturers should get together on this, and there wouldn’t be the need for a new article to come out every few months about leaning and we could all do it without fear.

Gary Goltz / AOPA 1225545
Dallas, Texas

We welcome your comments! Send letters to [email protected] or Editor, AOPA Pilot, 421 Aviation Way, Frederick, Maryland 21701. Letters may be edited for length and style.