Letter From Russell Valin

Posted on January 24, 2022 by mwflyer

Hi Dave:
I read two articles in your online copy about Coleman A. Young Municipal Airport in Detroit, Michigan, and Sugar Ridge Airport in Verona, Wis. This seems to be an interesting magazine that is applicable to us in the Midwest. Please add me to your online subscription list.

Thanks!
Russell Valin
Lake Villa, Illinois

Posted in February/March 2022, Letters, Sections, Sections | Leave a comment

AOPAs Airport Support Network Program Celebrates 25 Years of Advocacy

Posted on January 24, 2022 by mwflyer

by Kyle Lewis
Regional Manager
Airports & State Advocacy • Great Lakes Region
Aircraft Owners & Pilots Association
Published In Midwest Flyer Magazine February/March 2022 Online Issue

2022 marks the 25th anniversary for the AOPA Airport Support Network (ASN) program. I’ve mentioned the importance of the ASN program throughout these columns, noting the connection these members make between their airport, community, and when situations arise, the AOPA airport advocacy team.

The ASN program was born out of AOPA’s airport advocacy efforts in 1997 by then President of AOPA, Phil Boyer, and his Vice President of Airports and State Advocacy, Bill Dunn. AOPA staff would take calls of airport closure threats on the day of a city council vote to close an airport (or other nefarious actions) – not much time to make any real impact. The program was announced at the AOPA Expo in the fall of 1997 and volunteers began to immediately sign up. Over the course of the next few years, ASN Volunteers became a force of over 2,500 engaged members at their local airports. “Promote, Protect, and Defend Community Airports” became the motto. The program was a direct link to AOPA staff to help resolve the threat of airport closure, among other pressing issues that put general aviation at risk. There are still over 70 volunteers that have been in the program since 1997, and there are countless stories of positive engagement by volunteers with their communities.

In the 1970s, over 7,500 public-use airports operated in the United States. Today 5,080 exist and of those airports, 3,304 are federally funded by the FAA Airport Improvement Program (AIP). These airports are also known as NPIAS (National Plan of Integrated Airport System) airports and have FAA grant assurances or “grant obligations” in place to protect their vitality. For a NPIAS airport to close, there is a dramatic and often very bureaucratic process to closure, and generally is an unattainable feat by the airport sponsor (city, county, township, or authority) to make it a reality – although it does and can happen. Just because an airport has grant assurances, it does not mean it is immune to threat.

ASN Volunteers are a key resource because they are connected to the local airport governance system. Knowing what is at play in local politics is information that can return 100-fold for advocacy efforts. AOPA equips ASN Volunteers with information that has literally been a lifetime in the making, airport governance, media outreach, event planning, community planning, airport operations and funding, airport support groups, and the list goes on. This information is readily available online to our volunteers, but the AOPA staff of regional managers are always engaging at the local level to deliver strategy and insight on specific issues.

A few years ago, under the direction of Mark Baker, AOPA’s current President, the ASN program was revitalized with support to actively recruit new ASN Volunteers. AOPA’s airport and state advocacy team began a refresh of the ASN program. The ASN “Board of Advisors” were reinstated, and Euel Kinsey, a volunteer for Detroit City Airport, now chairs that body. The website was streamlined to make information easily accessible, the process of nominating and appointing volunteers became more efficient, newsletters have increased communications, and a web-based training course is now required for all new ASN Volunteers. Recruiting efforts have now raised the volunteer force to nearly 2,000 active members across the country engaged at their local airports. These airports are primarily public-owned/public-use airports, but AOPA will appoint volunteers at private airports too.

AOPA ASN Volunteers have made credible, positive impacts at airports large and small over the last 25 years, halting closure threats, maintaining GA facilities on an airport, or being the driving force behind the establishment of an airport support group.

What does it take to become an ASN Volunteer? AOPA requires that you be a current AOPA member, be willing to communicate with AOPA staff via email or phone, agree to the conditions of appointment (which is a written agreement), and complete a short online training course. To nominate someone, or even yourself, visit aopa.org/asn.

Now more about the 25th anniversary. AOPA regional managers across all seven (7) regions are planning ASN specific events. For the Great Lakes Region, a townhall-style gathering is being planned at Clermont County Airport in Batavia, Ohio in May of 2022. Other events are being planned across the country including Sun ‘n Fun in Lakeland, Fla., EAA AirVenture Oshkosh in Wisconsin, and the National Championship Air Races in Reno, Nevada. If this gets you thinking about airport advocacy and what you can do for your community in a meaningful way, please visit aopa.org/asn for more insights and to access the nomination form (kyle.lewis@aopa.org).

Posted in AOPA, AOPA Great Lakes Report, Columns, Columns, Columns, February/March 2022 | Tagged , , , , , , , , , , , | Leave a comment

Giving of our time. . .

Posted on January 24, 2022 by mwflyer

Wishing a happy birthday to the Airport Support Network

by Mark Baker
AOPA President and CEO
Published In Midwest Flyer Magazine February/March 2022 Online Issue

MOST OF US were introduced to this wonderful thing called flying by someone who went out of their way to take us on an airplane ride, share their wonderful passion, and ignite a spark in us. It was someone who wasn’t forced to do so, wasn’t paid to do so, and asked for nothing in return. All in the spirit of paying it forward in the hope that, someday, we would do the same. Which many of us have.

This is the true definition of a volunteer—someone who on their own time and dime goes out of their way to brighten the day of someone else and make a positive impact on a community.

Americans are very giving of their time. According to a 2018 study by the Corporation for National and Community Service, nearly 80 million of us volunteered some of our time in the preceding year (totaling about 6 billion hours). Let me put that number into another context: The annual workplace value of Americans’ volunteer time was more than $167 billion.

This spirit of sharing is evident in general aviation. Countless men and women give of their time every day to bring more people into our fold, spread the gospel of aviation, and protect our freedom to fly.

This is a special year for AOPA when it comes to volunteers. 2022 marks the twenty-fifth anniversary of our AOPA Airport Support Network. Under the leadership of Vice President for Airports and State Advocacy Mike Ginter and his talented group of regional managers, the ASN program and its web of volunteers serve as our early warning system for airport issues in all regions and states.

We entered 2022 with more than 2,000 volunteers and I cannot thank them enough. They are truly our first-line defense against those who do not understand or appreciate the value of our more than 5,000 public-use local airports—they engage locally to promote and protect their airports. Our ASN volunteers know very well that GA in this nation supports our economy to the tune of $247 billion per year and provides for more than 1.2 million jobs.

The GA world is facing unprecedented threats across the country. Local airports in California, Florida, and New York—just to name a few—are in the crosshairs of those who would wish to do GA harm. If you fly there, or in many other places across America, you probably have felt the evil eye of these naysayers.

But our ASN volunteers do what they do not in the name of battle, but in the spirit of engagement. They reach out to educate decision makers and embrace the local community. Yes, things can get a bit testy on the local level, but our ASN volunteers put forward a face of cooperation and camaraderie. We know that, quite often, someone who doesn’t appreciate general aviation simply doesn’t know what we’re all about, and the contributions we make. Education is key and job number one.

Our ASN program has a rich history, and we have volunteers who have been with us since day one. I’d like to give a shout-out to one of our very first volunteers appointed, who is still serving today. For 25 years, Jim Gates has engaged locally to educate city council members and protect Zamperini Field in Torrance, California. Thank you, Jim, and the rest of our ASN volunteers who truly pay it forward.

If you’re intrigued about our Airport Support Network, let me further break down what our volunteers do on a daily basis:

Attend airport meetings, report any potential problems, and help open communications channels.

Serve as an early warning for questionable operational restrictions.
Promote AOPA events and seminars to the local pilot community.
Help enhance and promote the local airport to local officials and the community.

Since the Airport Support Network was founded in 1997, volunteers have helped AOPA save numerous airports. With your help, we can log many more ASN success stories and help prevent airport closures in the United States. If you combine a spirit of volunteerism and a passion for general aviation, we would love to hear from you. Become part of the AOPA Airport Support Network in your local community. Go to aopa.org and find the Airport Support Network under “Advocacy,” or call 800-USA-AOPA.

Blue skies!

Posted in AOPA, Columns, Columns, Columns, February/March 2022, From AOPA Headquarters | Tagged , , , , , , , | Leave a comment

A Good Place To Stretch Your Legs

Posted on January 24, 2022 by mwflyer

by Jim Bildilli
© Copyright 2022. All rights reserved!
Published In Midwest Flyer Magazine February/March 2022 Online Issue

Whether you fly or drive, Goodland, Kansas is a good place to stop for the night, grab a bite or just get out and stretch your legs. Located just east of the Kansas-Colorado border, the airport is equipped with two hard surfaced runways. Runway 12-30 is just shy of 5500’ long by 100’ wide and runway 5-23 is just over 3500’ long by 75’ wide. With an ILS on Runway 30 and RNAV (GPS) approaches to Runways 12, 23 and 30, it’s well equipped for IFR weather. For those flying taildraggers, there’s even a 1754’ x 40’ north-south sod runway. Built in 1934, the runways were constructed using a mixture of salt, clay and sand to a thickness of approximately 12 inches, which was a significant improvement over the “Buffalo Grass” landing field of the first airport constructed in 1929. During World War II, the airport served as a Waco glider training base for about a year. In those days, its location about half-way between Kansas City and Denver, was an ideal place to stop for fuel, food and sometimes rest.

Today, Goodland, Kansas still provides those same amenities. Reasonably priced fuel, a good on-airport restaurant called the “King Air Café,” and overnight facilities are about 2 miles away. There’s even a courtesy car available for that short trip into town.

If you have the time, the town offers a place called the “High Plains Museum” that not only will provide you an idea of early life on the prairie, but something so unique for aviation aficionados, that it grabs your attention.

There’s a sign on the outside of the museum that says, “America’s First Patented Helicopter.” At that point, most of us are probably wondering why Igor Sikorsky chose Goodland as the location for developing the helicopter as we know it today. There should probably be some “fine print” involved because the first “patented” helicopter was not successfully flown, nor was the patent filed by Igor. Although it lifted off the ground, it still remained uncontrollable. However, the concept of rotary flight was patented on June 4, 1912 (#1,028,781) by Messrs. William (Bill) J. Purvis and Charles A. (Art) Wilson. Actually, it was 38-year-old Purvis who had the vision and later convinced his friend, 20-year-old Wilson to join him in his project. You might think that both were highly educated, but the truth was that Purvis had only completed the third grade before leaving school in the fourth grade. However, the fact was that both were machinists working for the Rock Island Railroad in the Goodland railyard.

Apparently, Bill was enthralled over the idea that the Wright brothers had successfully flown about 6 years earlier, and the thought of flying was constantly in his thoughts. Today, psychiatrists would probably attribute it to an escape mechanism to cope with the many hours in the hot sun, wind, dust, and isolation of western Kansas. However, one day when he passed the local candy store, he noticed a kid playing with a stick that had candy on one end and a propeller on the other, known at that time as a “Whirligig.” I seem to recall something similar from my childhood that was just a stick with a propeller on one end that could be launched by pulling a string. Candy or not, it became Purvis’ “ah ha” moment. The only thing that he had to do was to make it large enough to carry a person. He rushed back to the railroad shop to show his friend “Art” Wilson that he had found the key to successful flight and asked him to join him in his endeavor. At first Wilson was reluctant, but after seeing the propeller fly, he decided to help.

I guess some credit should be given to the Rock Island Railroad because it was in their shop, and their scrap materials, that were used to build the aircraft, which was assembled at the Purvis farm. Both men even switched to the night shift so they could have the daylight hours to work on the “flying machine.”

Purvis and Wilson successfully overcame the problem of “torque” of the spinning bamboo and canvas propeller by constructing a second propeller that was counter-rotating. They didn’t know what was causing the torque problem but were ingenious enough to successfully figure out how to overcome it by constructing one drive shaft inside of the other with a separate propeller attached to each. Something that today we’d probably recall from our elementary physics course as Newton’s Third Law of Motion. If you recall, Sikorsky overcame torque by installing a tail rotor to counter the “reactionary” force. Some of today’s drones also use the concept of counter-rotating propellers to control torque in the same manner that Purvis designed.

With the machine taking shape and growing larger, they needed a place to complete the construction, so they constructed a shop and square hangar near today’s intersection of Cattle Trail and Highway 24 which was near the water tower. With “lift” somewhat established, they still didn’t know how to provide directional control. Rather than wing warping, they decided that tilting the entire machine would work, and they decided that “weight shifting” forward and back and from side to side would work. They also added a small rudder but decided that it wouldn’t be functionable. Power was provided by a 7 hp Curtiss aircraft engine, and eventually, the 400 lb. machine was ready for its first flight.

The first demonstration flight took place on Thanksgiving Day with the aircraft’s platform weighted down with huge boulders. Before a large crowd, Bill started the engine and the aircraft started to jump up and down until he shut it down. To the crowd, it appeared that Bill and Art had successfully demonstrated that it would get off the ground. He told the crowd that the boulders were there simply to keep it from flying away.

Running short of money, they decided to form the Goodland Aviation Company and sold $30,000 worth of shares at $10 per share. Considering that the average annual wage in 1909 was between $200-$400, that was a considerable sum. With their newfound wealth, both men quit their jobs with the railroad and spent full time trying to figure out how to control their aircraft. They even considered a version of our modern-day rotor head, but they just couldn’t figure out how to build one. They had purchased two lighter weight aluminum 7 hp engines to provide additional power, but even with the two new engines, it wouldn’t fly with a human onboard. Since they were running out of money and the possibility of attracting additional stockholders was slim, they decided that to really prove their project, they would need additional power. However, Purvis decided that the most powerful engine that could be easily obtained and was relatively inexpensive was a “steam engine” that powered the threshing machines of the day. Forging ahead, he talked a local farm implement dealer into loaning him the use of one, and a 100 ft. drive belt.

The second flight was attended by a smaller crowd of townspeople. When the steam engine was finally ready to go, Purvis gave the signal and the rotors began to turn, slowly at first, but then gaining speed. With the additional power, the machine lifted about 20 feet in the air and shook enough that Bill gave the signal to a person on the ground to pull the machine down using an attached rope. When pulled, the rope failed to reduce the machine’s altitude, but it shifted the on-board weights enough for the helicopter to launch backwards and then forwards striking the water tower. Bursting open, it poured its contents on Purvis and the crowd, along with many parts of the helicopter. No one was reported injured in the incident. In a 1999 interview with Purvis’ son, who was 77 years of age at the time, he stated that the story of crashing into the water tower was untrue, but it did end his quest to fly because he was unable to convince the townspeople and local farmers to invest more money in pursuing his dream of creating a flying machine.

In July 1910, Art Wilson left Goodland to work in the rail yards at Armourdale near Kansas City. He passed away in 1965 at the age of 76. In December 1910, Purvis and his family moved to Missouri and then to Wisconsin and passed away in 1944. His son said that his father seldom talked about his flying machine which he sometimes called a “gyrocopter” and he never did see or talk with Art after the two parted. In March of 2011, the Goodland Aviation Company filed for bankruptcy and all of the remaining assets were sold.

It wasn’t until 1938 when Igor Sikorsky was successful in solving the control problems that had plagued both Purvis and Wilson.

The aircraft in the High Plains Museum in Goodland is a replica constructed by Harold Norton of Brewster, Kansas. The only remaining piece of the original helicopter is the rotor shaft. The museum is located at the corner of 18th and Cherry Streets. If you are driving, it’s a short distance north of I-70 and U.S. 24. You can’t miss Cherry Street because it passes just west of the 80 ft. high “World’s Largest Easel” upon which sits a copy of a famous Picasso painting that prominently features a Sunflower.

Author’s Note: There are several accounts of Purvis and Wilson’s efforts to construct and test their flying machine. Like many historical documents, the accounts of the events sometimes differ, but generally agree on some of the major aspects.

Material for this article was obtained from a booklet entitled “The Short Happy Life of the Kansas Flying Machine” by Mary Collett Farris, which is sold by the High Plains Museum; a newspaper article written by Carl Manning in November 1999 that appeared in the Salina Journal; and an on-line tourism guide entitled “Goodland Explorations,” published by Rural Kansas Tourism.

EDITOR’S NOTE: Jim Bildilli is a retired official with the Illinois Division of Aeronautics, and currently operates an airport inspection and consulting business. In addition, Jim and his wife, Donna, and son, Chris, are involved with the Aviation Explorers Post at EAA AirVenture Oshkosh.

Posted in Columns, Columns, Columns, Destinations, February/March 2022 | Tagged , , , , , , , , , , , , , | Leave a comment

The Crescent City – New Orleans, LA

Posted on January 24, 2022 by mwflyer

The French Quarter is very lively all year round, but especially so during Mardi Gras.

by Yasmina Platt
© Copyright 2022. All rights reserved!
Published In Midwest Flyer Magazine February/March 2022 Online Issue

The Crescent City, The Big Easy, The Jazz City… New Orleans, Louisiana (NOLA) has many names. It’s because the heart of the city was built in a sharp curve formed by the Mississippi River, resembling a crescent moon. It’s because it’s a place of lively music, good food, friends, and strong community. It’s because it is universally considered to be the birthplace of jazz. It’s no surprise, then, that NOLA is one of my favorite cities to visit in the U.S.
Lakefront Airport (KNEW) is also a cool destination in itself, and it’s only a 10-minute drive from the “French Quarter.”

The airport is built on a man-made peninsula jutting into Lake Pontchartrain. To make land available, the Orleans Levee Board constructed a 10,000-foot retaining wall into the lake and pumped in six million cubic yards of hydraulic fill to barely raise the field above the water (field elevation is 7.3 feet).

The local cuisine in all of Louisiana is fantastic and unique. You can’t go wrong with (spicy) crawfish, boudin balls or sausage, any type of gumbo or etouffee, jambalaya, or shrimp n’ grits, for example. Messina’s Runway Café is a great spot to stop for food and views at KNEW. The restaurant is located inside the historic terminal building, restored to its original art-deco style.

The local cuisine in all of Louisiana is fantastic and unique. You can’t go wrong with (spicy) crawfish, boudin balls or sausage, any type of gumbo or etouffee, jambalaya, or shrimp n’ grits, for example. Messina’s Runway Café is a great spot to stop for food and (airport) views at KNEW. The restaurant is located inside the historic terminal building, restored to its original art-deco style. Traditional creole cuisine is served in a classic aviation setting. Note that they serve breakfast and lunch only because the beautiful, old terminal is also often used for weddings and other large events in the evenings.

When visiting NOLA, a walk around the famous French Quarter is a must! If you have additional time, I highly recommend the “Garden District” as well. It has many historic mansions. Side trips to plantations, swamp and bayou tours, and river cruises are also good options. Cemetery tours (especially at night, associated with ghost stories) are also popular in NOLA.

You can’t leave the city without enjoying some authentic jazz at the historic “Preservation Hall” and trying a beignet (or two), a square piece of dough, fried and covered with powdered sugar. “Café du Monde” is the most popular location to get them from, but not the only place.

The French Quarter is very lively all year round, but especially so during “Mardi Gras.” Celebrations happen for about two weeks before and through Shrove Tuesday, the day before Ash Wednesday (the start of Lent in the Western Christian tradition). Usually there is, at least, one major parade each day. The largest and most elaborate parades take place the last five days of the Mardi Gras season. The parades are organized by social clubs known as krewes and, funny enough, the “Amelia EarHawts & Cabin Krewe” claim themselves as New Orleans’ most turbulent marching group. I wonder what Ms. Earhart would think about that…

No matter when you go, NOLA is always a fun place to visit!

For more information about Air Trails and other flying destinations, visit www.airtrails.weebly.com.

Vole san danje! (“Fly safe” in creole.)

ABOUT THE AUTHOR: Yasmina Platt’s full-time job has her planning the future of aviation infrastructure for Joby’s electric Vertical Takeoff and Landing (VTOL) aircraft. She also writes an aviation travel blog called “Air Trails” (www.airtrails.weebly.com), in addition to articles on pilot destinations for Midwest Flyer Magazine. Pilots can locate articles Yasmina has written by going to www.MidwestFlyer.com and typing “Yasmina” in the search box, or by going to the “Archives” section, then “Columns,” then “Destinations.”

Posted in Columns, Columns, Columns, Destinations, February/March 2022 | Tagged , , , , , , , , , , , , , | 8 Comments

Here One Day, Gone The Next!

Posted on January 23, 2022 by mwflyer

by Pete Schoeninger
© Copyright 2022. All rights reserved!
Published In Midwest Flyer Magazine February/March 2022 Online Issue

Q) A friend told me you did some unusual marketing when you were the longtime manager of a fixed base operation. What was your most successful marketing idea?

A) The hands-down-answer was re-painting a rental Skyhawk green and gold during the year the Green Bay Packers won the Super Bowl about 25 years ago. For months thereafter, that airplane was by far the most requested of the 3 or 4 Skyhawks we had for rent. (If you happen to be so unlucky as to be a fan of “Da Bears,” the Packers’ colors are green and gold.)

Q) Someone told me that a guy recently crunched a Cessna 150 when he had 40 degrees of flaps extended, and for some reason could not retract them, and thus could not climb. Is that a possible scenario?

A) Under some conditions of density altitude and load, climb is not possible with 40 degrees of flaps extended in a Cessna 150, and others. Most single-engine Cessnas through the mid 1970s had flaps that could extend as far as 40 degrees. 40 degrees of flaps produces a massive amount of drag, allowing a steep descent without a lot of speed increase and then a short landing. In later years most models had flap travel limited to 30 degrees, which in my experience was always plenty. With the average lightplane in this country now 45 – 50 years old, it is possible that a flap motor could burn out, wiring or connections or switches could fail, making flap retraction impossible. Lots of people, including me, suggest application of 40 degrees of flaps only when landing is assured.

If you have 40 degrees of flaps extended and then had to make a go-around, most owner’s manuals recommend immediate flap retraction to 20 degrees to allow some climb capability.

Q) You (and my instructor) have recommended carb heat be applied before power reduction. Why can’t I wait until after I pull power back to apply carb heat (as in landing)?

A) The air induction system on carburetor-equipped aircraft engines, to meet certification requirements, should be able to raise incoming air 90 degrees Fahrenheit when the engine is operating at 75% power. If you wait until power reduction to add carb heat, there may not be enough heat to melt any accumulated ice. Remember that hot air is thinner, so applying carb heat in effect richens the mixture a little. In some airplanes I have flown (old C-182s), you may need to lean fuel mixture a bit after carb heat application.

Q) The styling and looks of the Cessna 177 Cardinal have always appealed to me. Some people have told me the aircraft was intended to replace the C-172 but failed miserably. Is that true? Have you ever flown one, owned one, or had one in a rental fleet, and if so, how did they fare?

A) Yes, to all your questions. The folks at Cessna intended that the Cardinal would replace the stodgy model C-172, but that didn’t happen. Cessna made 1150-plus Cardinals – the first production year of 1968 beating the C-172 production number for 1968 of 650. But thereafter, Cardinal sales took a nosedive and never recovered. 1969 production numbers of Cardinals dropped from 1150 to 200, while C-172 production numbers doubled from 650 to about 1300.

Problems on the initial (1968) airplanes included a powerful tail that in the hands of a ham-fisted pilot could produce pilot induced oscillations, resulting in a hard landing, sometimes so hard firewall damage occurred. At some combinations of weight, speed, C.G., and flap setting, the tail could stall during landing flare, resulting in a nose-first thump on touchdown, again with the possibility of firewall damage. The stabilizer problems were corrected under warranty, but the bad reputation was not corrected. With only 150 hp, the airplane was somewhat of a weakling on takeoff and climb. (1969 models had 180 hp, a major improvement.) These early problems negated some wonderful characteristics of the airplane which included great visibility, a roomy cockpit with easy entry through wide doors onto a low floor, and crisp control responses.

I enjoyed flying the Cardinal (1968 model) I owned personally, and many others we rented and sold. The C-177 was not as tolerable as the C-172 to ham-fisted renters, and in my opinion were best suited to individual ownership. With more room, and more fuel, and more room than C-172s (but 100 lbs. less useful load), Cardinals were better cross-country airplanes than C-172s for mom and pop and bags or kids but lacked the versatility and safety the C-172 offered and offers today.

Q) Friends are suggesting that I install a larger diameter prop with a smaller pitch on my 1975 Cessna 172M, like a seaplane prop for better takeoff and initial climb performance, even though I’m on wheels. What do you think?

A) Your friends are correct in that a larger diameter prop with smaller pitch allows the engine to turn up about 125 more RPMS, giving more thrust for takeoff and climb, which seaplanes need, but you cannot put that prop on your landplane! You won’t have enough ground clearance from prop tip to the ground to be legal, or even safe. Your airplane, in land configuration, came with a 75-inch prop model 1C160 CTM 7553. The approved prop for seaplane operations is the 80-inch diameter 1A175 ATM 8042.

Any prop change from standard must be legal, either via manufacturer’s optional equipment list, Supplemental Type Certificate (STC) or Field Approval from a local FAA maintenance inspector. The approved seaplane prop (in this case approved by Cessna) for the C-172M cannot be used on landplanes because the increased diameter (5 inches in your case) would put the prop tip closer to the ground than the certification requirement of 7-inch clearance when loaded to gross weight and leveled require. (For tailwheel airplanes, the clearance requirement is 9 inches.) In some instances, for some airplanes, a larger prop installation will require bigger tires and maybe even different landing gear legs/location to get the required prop clearance. The dollars on a project like this can add up very quickly. For only a few hundred dollars, you can get a little more thrust out of your current prop by getting it repatched to a finer pitch, but you will lose a little cruise speed.

Q) I am a new private pilot; I do not have an instrument rating yet. A couple of times flying alone this winter, I have been tempted to fly through a snow shower. Is this dangerous? Will snow stick to my airplane?

A) NEVER fly through a snow shower unless you can see through it to the other side! Otherwise, you could be flying into a whiteout, where you will need instrument capability to survive. IF you are instrument rated, flight in or under clouds with snow may be done safely, but you must be aware of perils that are beyond the scope of this column. I have never had snow stick to my airplane when flying through snow showers in cold temperatures. But as temperatures warm, snow showers could contain freezing rain, sleet, and other bad stuff besides snow. Avoid those perils at all costs as they could be fatal.

Q) My friends think I am nuts, but I keep my airplane tied down inside a hangar. Who’s the wacko in our group?

A) If your hangar has one open side, then it’s not a bad idea. But if your hangar is sealed, I think it is overkill.

Q) I recently got my private pilot certificate with all my flight-time in a Piper Warrior. Now, I want to rent the flight school’s Archer. The flight school requires a minimum one-hour checkout to rent their Archer. Isn’t that ridiculous? I mean, after all, I just spent $12,000 with them! Aren’t they virtually the same airplane except the Archer has a little more power? Why the hour minimum requirement?

A) Archers and Warriors share many components and have very similar flight characteristics. Many pilots have stepped into an Archer from a Warrior with no problems. But there are weight differences, fuel burn differences, different speeds on climb that a pilot should be aware of. An hour of dual instruction never hurt anybody, so go along with their requirement, which might be from their insurance carrier, or their management. Afterall, it’s their airplane, not yours!

Flight instructors are usually paid by time with the customer/renter. If you were a flight instructor, and you were scheduled to give a checkout to a pilot, and it was obvious he was completely competent after 15 minutes of flying, if you let him go, you only earn a quarter of an hour of pay, but you probably have the whole hour blocked off. So, some flight schools have gone to a minimum dual instruction time of one hour, if for no other reason than to protect their CFIs from tight-fisted renters beratement.

EDITOR’S NOTE: Pete Schoeninger is a 40-year general aviation veteran, starting out as a line technician as a teenager, advancing through the ranks to become the co-owner and manager of a fixed base operation, and manager of an airport in a major metropolitan community. He welcomes questions and comments via email at PeterSchoeningerLLC@gmail.com.

DISCLAIMER: The information contained in this column is the expressed opinion of the author only, and readers are advised to seek the advice of others, and refer to aircraft owner manuals, manufacturer recommendations, the Federal Aviation Regulations, FAA Aeronautical Information Manual and instructional materials for guidance on aeronautical matters.

Posted in Ask Pete, Columns, Columns, Columns, February/March 2022 | Tagged , , , , , , , , , , , , | Leave a comment

MONOVISION

Posted on January 23, 2022 by mwflyer

by Dr. Bill Blank, MD
© Copyright 2022. All rights reserved!
Published In Midwest Flyer Magazine February/March 2022 Online Issue

Our eyes are usually about the same: both nearsighted, far sighted or neither. Having one near sighted and the other far sighted is quite uncommon. Both eyes being similar simplifies fitting glasses when needed. Both eyes being focused simultaneously on the same object permits us to have depth perception or stereopsis and binocular vision.

Because our eyes are about 2 inches apart, each eye sees the same thing from a different angle. To see things from very close to about 20 feet requires each eye to look in. This is called “convergence.” The closer the object we are looking at, the more convergence required. Closer objects require more focusing effort to be seen clearly. Our brain automatically and quickly processes the amount of focusing effort and convergence used to give us a very accurate estimate of how far away something is. This is the basis of our depth perception and 3D vision.

Our brain automatically merges the two slightly different images into one in-depth 3D image. Binocular depth perception functions up to about 60 feet but is much more accurate closer. Beyond that we judge depth based on visual clues such as relative size and our knowledge of the size of common objects such as people, trees, cars, etc. People with excellent depth perception can tell the difference in the distance of objects a few inches apart out to about 20 feet.

As we age, our ability to see near decreases. People who never needed glasses for anything start needing reading glasses. Nearsighted people discover they need to take their distance glasses off to read. Previously, that was unnecessary. This is a nuisance. Contact lens wearers looked for an alternative. Fitting one eye with a contact lens for distance and the other with a contact lens for near is sometimes done. This means that the eye with the distant contact lens cannot see up close and the other eye cannot focus things clearly far away.

Some people only need a near contact lens in one eye and nothing in the other eye. This is what is called “monovision.” Some people tolerate this well. People who have occupational needs for excellent vision usually don’t. I would have never been able to do eye surgery that way. One tradeoff is that depth perception is greatly diminished because both eyes are focused on different distances. So far, I have only covered monovision from contact lenses. The same thing is frequently accomplished with refractive surgery and cataract surgery.

A Delta Airlines MD-88 landing mishap at LaGuardia Airport in New York in October 1996 (NTSB Accident Report AAR 97-03) caused the FAA to become interested in monovision. The captain was wearing one contact lens for distance and the other for near vision. U.S. Air Force (USAF) studies demonstrated poorer landing performance when pilots were wearing monovision contact lenses. As a result, the FAA banned monovision for all classes of medical certification and added question 17b to the 8500-8 form which all applicants for an FAA medical certificate are required to answer. It is poorly worded but is asking if an airman wears a contact lens in one eye which is only for near vision while flying. If the airman answers yes, the Aviation Medical Examiner (AME) is supposed to tell the applicant he may not do that while flying. Pilots requiring correction for distance vision must wear prescription glasses or non-mono vision contact lenses while flying.

I decided to write about this topic after completing a flight physical on an airman who wears monovision contact lenses and was not aware of this limitation. This limitation does not apply to people flying under “Basic Med.”

People drive their cars all the time with monovision, although depending on your state, they may need a waiver to do so.

They can generally meet the minimum vison standards for vision in the poorer eye (the eye corrected for near vision). However, federally licensed commercial drivers are prohibited from using monovision correction. Some studies indicate that it is harder to drive at night using monovision.

Does the FAA ever approve flying with monovision? They do certify someone who has lost one eye. That gives us a clue. A 6-month period to adapt is required in both cases. Then a Medical Flight Test (MFT) must be passed. If successful, a Statement of Demonstrated Ability (SODA) will be issued. A SODA has an unlimited duration unless the condition changes. So, you can fly with monovision under certain circumstances. There is a procedure to get approval.

Happy flying!

EDITOR’S NOTE: Columnist William A. Blank is a physician in La Crosse, Wisconsin, and has been an Aviation Medical Examiner (AME) since 1978, and a Senior AME since 1985. Dr. Blank is a retired Ophthalmologist, but still gives some of the ophthalmology lectures at AME renewal seminars. Flying-wise, Dr. Blank holds an Airline Transport Pilot Certificate and has 5600 hours. He is a Certified Instrument Flight Instructor (CFII) and has given over 1200 hours of aerobatic instruction. In addition, Dr. Blank was an airshow performer through the 2014 season and has held a Statement of Aerobatic Competency (SAC) since 1987.

DISCLAIMER: The information contained in this column is the expressed opinion of the author only, and readers are advised to seek the advice of others and refer to the Federal Aviation Regulations and FAA Aeronautical Information Manual for additional information and clarification.

Posted in Columns, Columns, Columns, February/March 2022, High On Health | Tagged , , , , , , , , , , , , | Leave a comment

Second Book of Vietnam Trilogy

Posted on January 23, 2022 by mwflyer

Published By U.S. Army Veteran, Bob Worthington
Published In Midwest Flyer Magazine February/March 2022 Online Issue

Writer and Army veteran, Dr. Bob Worthington of Las Cruces, N.M., has published the second book of a planned Vietnam trilogy titled “Fighting Viet Cong in the Rung Sat.” The book was released by McFarland Publishers on October 29, 2021, and is available at Amazon, Barnes & Noble, and many other bookstores.

“This book is about my second tour of duty in Vietnam,” said Worthington. “I needed money to complete graduate school and had already served as a combat advisor. I went back to make my education happen.” However, Worthington describes the second tour as some of the fiercest fighting of the war and tells of his experiences training South Vietnamese commandos to conduct raids in the swamps south of Saigon.

“Fighting Viet Cong in the Rung Sat” is the follow up to Worthington’s previous book, “Under Fire with the ARVN Infantry,” which was awarded a national award for Excellence in Literature by the Military Writers Society of America. The author plans to follow up this book with the conclusion of his trilogy, “The Making of an Army Psychologist,” in late 2022.

Worthington is a multiple award-winning writer with over 2,500 publications having featured his work, including Midwest Flyer Magazine of which he is a regular contributing editor. He is a member of the Las Cruces Writers Group and has another anthology of military tales titled “Untold Stories” available on Amazon.

As a retired U.S. Army officer with 15 years in the infantry, and a decade as an Army clinical psychologist, Worthington was awarded the Combat Infantryman Badge, seven decorations for valor, the Purple Heart, the Air Medal, and several awards for meritorious service. He later went on to become a professor at the New Mexico State University Department of Journalism and Mass Communications.

For more information about Dr. Bob Worthington and his writing, please visit his website at www.BobWorthingtonWriter.com.

Posted in Books & Movies, February/March 2022, Sections, Sections | Tagged , , , | Leave a comment

Can you carry a gun in your airplane?

Posted on January 23, 2022 by mwflyer

by Bob Worthington
© Copyright 2022. All rights reserved!
Published In Midwest Flyer Magazine February/March 2022 Online Issue

Can one carry a gun in a private aircraft? The correct answer is maybe, sometimes, it depends. This confusing response is because of the multiple jurisdictions that control the possession and usage of firearms in the U.S. For the purpose of this article, my focus will be on “handguns…” pistols and revolvers. But first a caveat about my viewpoint on this question.
As a general aviation pilot, I often had a pistol with me in my airplane during flights. Why? Two reasons. First, I live in the southwest and wherever I flew, I would have to cross expansive wild terrain, deserts, mountains, and forests. So, I carried for survival reasons. Secondly, for self-protection when at my destination, primarily where I was staying. Let me explain.

I have owned and used firearms for around 75 years. I have carried as a combat Marine, a police officer, and an Army infantry officer. Additionally, I once was a full-time professional competitive Bullseye pistol shooter (with the competition certification of Master), as well as a National Rifle Association (NRA) pistol, rifle, and shotgun coach. My point being, I am an expert with handguns, as a surgeon is an expert with a scalpel, a dentist with a drill, and a carpenter with a saw and hammer.

If you are not experienced using a handgun, don’t fly with one. Now, assuming you are experienced with a handgun and safety is a primary concern, let me continue with the question: can you carry a pistol in your general aviation aircraft?

Suppose you plan a flight from Minneapolis to Kansas City, Missouri and you have a handgun in your airplane. What laws apply to allow you to depart one airport, fly over three states, and land in another airport? First, the Bureau of Alcohol, Tobacco, Firearms, and Explosives (ATF) defines which weapons are legal to possess. Each state you fly over has its own firearms laws. Each airport also has laws regarding the possession of firearms (and some airports come under the Transportation Security Administration (TSA), Department of Homeland Security. So, you depart in Minnesota, with a filed destination in Missouri. But what happens if you run into bad weather, run low on fuel, or encounter another situation requiring you to land in Iowa, enroute? More state, local, and airport gun laws to comply with. Now you can understand why flying (legally) with a handgun can be quite complicated.

Also, not everyone may possess a firearm. Federal law prohibits convicted felons from possessing a firearm (see the Gun Control Act of 1968 for more information on who cannot have firearms). State and local laws may also have restrictions as to who may possess firearms (such as age restrictions) and which weapons are legal and illegal. One should contact their state agency that controls firearms possession in their state for details on the laws.

Federal Aviation Regulations (FARs) regarding firearms in aircraft are not clear (at least not in my mind). For example, FAR 135.119 (Prohibition against carriage of weapons, referring to commuter and on-demand operations) states no person may carry on or in an aircraft operated by a certificate holder a deadly or dangerous weapon (which I presume includes pistols) with some exceptions, such as local, state, or federal employees authorized to carry firearms. Then the regulation states the certificate holder may authorize others to possess a weapon onboard.

FAR Part 91 implies regulations for general aviation operations. Nowhere in this section of regulations can I locate any rule prohibiting a person in a private aircraft from possessing a weapon in flight. But there are other laws that may impact on this privilege. The type of weapon (a fully automatic rifle) or the purpose of transporting a weapon for sale in your plane (inter-state commerce laws on selling a firearm) are subject to other federal laws.

Assuming your handgun is legal by federal law and the purpose is for use in self-protection, survival, sports, or hunting, what other regulations may regulate what you do? Now we look at where you depart, where you will fly, and where you will land. Each state has its own rules and regulations concerning the possession and usage of firearms.

Suppose you plan to fly from Madison, Wisconsin to Owensboro, Kentucky. Assume you have a concealed carry permit valid in both Wisconsin and Kentucky. You must fly over Illinois, but since you don’t intend to stop there, you know you are legally safe upon departing and landing. But what happens if you encounter engine trouble or harsh weather over Rockford or Bloomington, Illinois? If you must land, are you legal to carry in Illinois?

Who controls the possession of handguns at an airport? That depends on the airport. Small airports (without commercial carriers) may come under the authority of the municipality or county which operates the airport, or perhaps only the state. For example, in my state of New Mexico, municipalities and counties cannot have firearms restrictions exceeding state law. New Mexico law allows residents to carry weapons in their personal vehicles (motorcycles, cars, trucks, and airplanes). So, without any special firearm license or certificate, I can take my pistol from my home to my airplane (parked at the Las Cruces International Airport, KLRU) and fly to Lordsburg Municipal Airport (KLSB) within the state of New Mexico and not violate any firearms laws.

But if I fly from Las Cruces International Airport to Albuquerque International Sunport (KABQ), I must be careful. Airports with commercial air carriers have both sterile areas and non-sterile areas. Sterile areas are that portion of an airport with commercial traffic that provides access to people boarding or exiting commercial aircraft. In most cases enforcement of sterile areas is done by personnel of the Transportation Security Administration. TSA is responsible for the security of our traveling public. Some airports have private contractors for security, but they must be approved by TSA. Firearms are prohibited in sterile areas (except by authorized personnel).

The non-sterile areas, such as FBOs and GA parking areas, though, are governed by municipality and state firearms laws. One word of caution… If a business posts a sign prohibiting weapons inside their building, if you enter the business, armed, and you are asked to leave but don’t, you can be arrested for trespassing. However, I have never seen this sign at an FBO. So, if you land your private aircraft at an airport with commercial air service, avoid sterile areas!

State firearms laws can be extensive and at times confusing. In New Mexico, one can carry a loaded, concealed weapon in their car. While New Mexico is an open carry state (one, over 19, may possess a weapon on their person if it is visible), there are places where a firearm is prohibited such as state parks, public schools, or liquor bars. Yet a person may have a gun in a car on school property, which is not the case in many states.

Essentially, to be completely law-abiding regarding carrying a pistol in your airplane, you must understand and comply with all federal, state, and local firearms laws applying to where you depart, fly over, and land. How you transport your weapon may be immaterial. Having your unloaded handgun in a locked box, or in your pocket, loaded, may or may not be legal. What is legal depends on where you are (state, county, or city).

If a pilot was to depart an airport in Ohio (an open carry state) with the destination in Maine (no permit required for concealed carry) and was forced to land in New Jersey or New York, the pilot could be in violation of serious firearms laws.

Here is an example of what a pilot could do before a flight with a firearm, that I did one day. I planned a flight departing Las Cruces (KLRU) for a short flight to Dona Ana County International Jetport Airport (KDNA) in Santa Teresa, New Mexico. Firearms laws in New Mexico come under the authority of the New Mexico Department of Public Safety, which is divided into two divisions, law enforcement (State Police) and technical and administrative.

First, I called the local State Police office and inquired if there were any state laws regarding firearms at New Mexico airports. I was told an expert on the subject would call me back (which she did). I learned there were no specific regulations regarding firearms on New Mexico airports, but airports would come under state laws and the municipality or county owning or operating the airport.

Next, I called the manager of KLRU and asked what firearms laws were in effect at the airport. He replied only the state firearms laws. So, I could drive on the airport (not having any commercial passenger service, there are no sterile areas) with a gun in my car, load it into my plane and depart. Then I called the manager at KDNA and asked if there were any restrictions on me landing there with a pistol in my plane. I was told compliance with state firearms laws was the only requirement.

Echoing this procedure allows you to understand any firearms restrictions when departing and landing. This does not cover unplanned landings along the way, however. To be 100 percent in compliance with gun laws anywhere you fly over, obtain a concealed carry permit for every state. If there is a state you cannot obtain a concealed carry permit, either stay away or leave your pistol at home.

One additional suggestion…check what you were told by reviewing a book on state gun laws to ensure you are not violating any of them.

When I carried a pistol in my plane, it was in a small weapons pouch, unloaded, and in my duffle bag. I was never searched by any law enforcement types. I also had a concealed carry permit, valid in most states I flew over or in. In some states, illegal possession of a firearm can lead to jail time. So, understand what laws apply to your flights and act accordingly.

While this article specifically addresses carrying and transporting handguns in general aviation aircraft, we should note that unloaded handguns may be transported by commercial air carriers in checked baggage. Each airline has specific requirements for the container used to transport a handgun. See Title 49 CFR Part 1540.111 for details.

References:
Bureau of Alcohol, Tobacco, Firearms, and Explosives Regulations
Carrying Firearms on Aircraft: aerolegalservices.com
Federal Aviation Regulations
Gun Control Act of 1968
State Firearms Laws: Wikipedia or any books on the subject.
Transporting Firearms on Aircraft: AOPA.org
Travel Guide for Gun Owners: USLawShield.com/TravelReport

EDITOR’S NOTE: Pilot, Viet Nam veteran and former university professor, Bob Worthington of Las Cruces, New Mexico, is the author of “Under Fire with ARVN Infantry” (https://mcfarlandbooks.com/product/Under-Fire-with-ARVN-Infantry/), and producer of the 2019 film “Combat Advisor in Vietnam” (www.borderlandsmedia.com). Facebook: Bob Worthington Writer. Website: www.BobWorthingtonWriter.com. Bob Worthington has placed excerpts about combat flying in Vietnam (from his books) on his website. Here is a direct link to those excerpts: www.BobWorthingtonWriter.com/combat-flying-in-vietnam/. Every couple of months, he adds another excerpt.

DISCLAIMER: The information contained in this column is the expressed opinion of the author and is not intended to be legal advice. Readers are urged to seek the advice of others, and refer to publications and resources available from local, state, and federal government, including the Federal Aviation Administration, as well as the Aircraft Owners & Pilots Association. Neither the author, Midwest Flyer Magazine, Flyer Publications, Inc., or their staffs, employees or advertisers assume any liability for the accuracy or content of this column or any other column or article in this publication.

Posted in Columns, Columns, Columns, February/March 2022, The Left Seat | Tagged , , , , , , , , , , , , , | 7 Comments

Crosswind Landings, Theory & Practice

Posted on January 23, 2022 by mwflyer

by Richard Morey
© Copyright 2022. All rights reserved!
Published In Midwest Flyer Magazine February/March 2022 Online Issue

You never forget your first solo. Mine happened nearly 48 years ago, March 24, 1974. I remember the day quite clearly. It was my 16th birthday, it was below zero, and the wind was howling from the north. In those days, decades prior to the City of Middleton acquiring the airport and improving it, Morey Airport’s one paved runway, 13-31, was just under 3,000 feet long and about 38 feet wide. In the spring, the runway was generally surrounded by mud. As you can imagine holding centerline on landing or takeoff was very important.

I remember driving out to the airport with my father, Field Morey, who was my instructor. We had started lessons in February with the goal of me soloing on my 16th birthday. The strong winds had me apprehensive. I don’t remember pre-flighting our old C-150 Aerobat, N8340M. I do remember going around the patch three times with dad. As I recall, my landings were not good. After three landings, dad told me to taxi into the ramp. I was devastated, as I was sure I was not going to solo that day. Instead of telling me to shut it down, dad exited the aircraft. “Do three full-stop landings, then tie it down,” he said. I could not believe it! I went from making poor landings with dad onboard, to wonderful landings on my own, despite a 70-degree crosswind and gusts up to 20 knots. Dad had faith in my abilities, more so than I did.

In reviewing my logbook, I can understand why my father had confidence. I soloed on my 10th lesson and had all of 7 hours and 25 minutes of dual. This was not all that unusual for the time. Before the FAA sensibly added the current requirements, solos generally happened around 10 hours. Of those 10 lessons, five had been focused on slips and crosswind landings. Dad knew I could hold centerline on landings during strong crosswinds.

I do not wish to be controversial, but it is my experience that pilots who learn at airports with multiple paved runways seldom truly have a grasp of crosswind technique. Pilots who learn at airports with only one paved runway learn crosswind landings simply because they must. Another observation is that the narrower the runway pilots train on, the better they are at crosswind landings as well.

Aviation skills are perishable to a greater extent than most skills. We tend not to practice what we have difficulty with. This often results in pilots losing proficiency in the very skills they need to be safe; crosswind landings are no exception!

Many pilots look at the windsock and opt not to fly that day. Knowing our limits is essential for safe flying, however increasing skill level and expanding our limits is something every pilot should be striving for.

How can we gain proficiency on crosswind landings? If you are like most pilots, you learned to initiate a “slip” once the aircraft is aligned with the runway on final, slip the aircraft throughout the glide, round off, flare, and into the landing. This is a basic technique that has the advantage of giving the student more time to be in a slip, and to practice offsetting drift through varying wind strength. Wind strength tends to diminish as altitude is reduced requiring less bank angle at lower altitudes.

The downside to this technique is also its strength; you spend a long time in a slip, which is uncoordinated flight. Uncoordinated flight is uncomfortable, both for the pilot and very much so for non-pilot passengers. There are options that make crosswind landings both more comfortable, and in my estimation, easier.

First, let us define a slip, or more accurately a “side slip,” a “crab,” and the reason they are used in crosswind landings.

A side slip is an uncoordinated state of flight where the pilot banks the aircraft and keeps the nose straight with opposite rudder. This results in the aircraft slipping through the air sideways in the direction of the bank. In a crosswind landing, the pilot sets the bank angle to the extent necessary to offset the wind drift. We use a slip to keep the nose aligned with the aircraft’s track. This is essential on touchdown, but not necessary at any other time during the pattern or landing.

A crab is simply flying with the nose slightly into the crosswind in order for the aircraft to track a certain path.

We all remember flying ground reference maneuvers as a private pilot or figuring out wind drift angles for our solo cross-countries using the trusty E6B for our dead reckoning navigation. We can use a crab on final to track the centerline of the runway on which we are landing.

Slips can be uncomfortable to fly, but necessary for a crosswind landing. How do we get comfortable flying slips? We practice them! I use “Dutch Rolls” as a means to practice slips. To do a Dutch Roll as I teach them, you pick a reference spot in the sky near the horizon. Distinctive clouds, smokestacks or a tall radio antenna are options for reference points. Fly directly at the reference and slowly bank the aircraft while adding opposite rudder to keep the reference spot in the same place on the windscreen as you started. This is harder than it sounds. Start out by slowly banking to no more than 15 degrees one way, then slowly level the wings, and then try a bank in the opposite direction, all the while keeping the nose straight with rudder. Do not be discouraged if your first attempts have you all over the sky laterally. Dutch Rolls teach that in uncoordinated flight, the rudder is there to keep the nose where you want it to be, and that the ailerons are there to bank the aircraft. We are used to coordinated flight where rudder and aileron act in harmony. Uncoordinated flight has rudder and aileron working in opposition to one another to achieve the result you wish. You will be surprised at the amount of rudder pressure needed to keep the nose straight, even with small to moderate bank. Eventually you will be able to keep the nose straight while slowly varying the bank angle. Being comfortable with Dutch Rolls translates into comfort in slips and their variable nature during gusty crosswind landings.

Dragging the runway is another practice that will help pilots get comfortable with slips. This is not a practice I recommend doing alone, but rather it is best done with a flight instructor onboard. Dragging the runway means flying the length of the runway in a slip, ideally just above the runway. The flight instructor handles the throttle to make sure the aircraft stays airborne which allows the student to focus on the slip. Looking long through the horizon is required to allow the pilot to see the lateral drift caused by the crosswind. Looking short, as in focusing on the centerline, minimizes the ability to perceive drift and sink.

Crabbing the aircraft on final and setting up a slip on short final, round off or flare is a much more comfortable way to make a crosswind landing. I also feel that it allows crosswind landings in stronger winds. The technique requires being competent in going from crab to slip. This is easily practiced.
Set up on a longer-than-normal final approach and crab the aircraft into the wind. With rudder, pull the aircraft nose in alignment with the runway extended centerline. Bank the aircraft into the wind to the extent required to hold centerline, while adding enough opposite rudder to keep the nose in alignment. Once the slip is established, release rudder and go back to a crab. You can often get three or four crab-to-slip practices in prior to landing or going around.

The “crab-to-slip” transition can also be practiced at altitude much as Dutch Rolls are. Start with the aircraft nose offset from your reference point. Pull the aircraft nose to the reference point with rudder, then start banking the aircraft as you would for a Dutch Roll. I suggest that my students transition from crab-to-slip on short final. As they get more comfortable with the transition, I suggest they delay until round-off or even flare.

The landing is not over until you tie the aircraft down. This is often said of tailwheel aircraft but applies equally to tricycle gear aircraft, especially in a crosswind. The goal is to touch down in a slip. This means that the upwind main wheel should touch down first, followed by the downwind main wheel and then the nose wheel. Follow through is imperative. The pilot must, upon touch down, smoothly and steadily continue to apply upwind aileron. This keeps weight on the upwind wheel, allowing the pilot to continue to hold centerline. It only takes one gust that blows or almost blows the aircraft off the runway to make a pilot a believer in follow through! If the downwind wheel lifts off the pavement during follow through, it simply means that aileron was applied more vigorously than required.

In summary, crosswind landing skills are very perishable. Due to a number of factors, crosswind technique may not have been fully established in a pilot’s training, and by their nature, tend not to be practiced to the extent necessary to maintain proficiency. By practicing both at altitude and in the pattern, it is fairly straightforward to develop competence in slips, and in crab-to-slip transitions. By practicing crosswind landing techniques, a pilot can both increase their skill set and become safer and more proficient with crosswind conditions that would otherwise have kept them on the ground.

EDITOR’S NOTE: Richard Morey was born into an aviation family. He is the third generation to operate the family FBO and flight school, Morey Airplane Company at Middleton Municipal Airport – Morey Field (C29). Among Richard’s diverse roles include charter pilot, flight instructor, and airport manager. He holds an ATP, CFII, MEII, and is an Airframe and Powerplant Mechanic (A&P) with Inspection Authorization (IA). Richard has been an active flight instructor since 1991 with over 15,000 hours instructing, and almost 19,000 hours total time. Of his many roles, flight instruction is by far his favorite! Comments are welcomed via email at
Rich@moreyairport.com or by telephone at 608-836-1711.
(www.MoreyAirport.com).

DISCLAIMER: The information contained in this column is the expressed opinion of the author only, and readers are advised to seek the advice of their personal flight instructor and others, and refer to the Federal Aviation Regulations, FAA Aeronautical Information Manual, and instructional materials before attempting any procedures discussed herein.

Posted in Columns, Columns, Columns, February/March 2022, Pilot Proficiency | Tagged , , , , , , , , , , , | 6 Comments