Unicom

I really enjoyed Crossed Up [Proficiency, October]. Almost every two weeks I fly to my favorite place in the world, Block Island, R.I. The runway at BID is 10/28 and it always seems to have a crosswind.

Last Thursday, the crosswind was 90 degrees off 28 and I decided to use the information Id just read in the article.

I found myself starting to establish a slip to the runway, but remembered that the article said the crossed controls could lead to a potential low-altitude spin. Following your advice, I kept it in a crab until I was just in the flare, then I kicked the crab out with rudder.

I used full aileron deflection and made the smoothest landing ever, crosswind or not. The po…

Ive subscribed to Aviation Safety for several years, and find it to be the most educational and useful publication in our circle. Thats why I was so surprised to see How Low Can You Go? [Proficiency, December].

A 4-page article dedicated solely to avoiding power lines? Is this a common problem that pilots routinely experience in normal flight regimes?

Mr. Snyder makes several poor excuses for those who operate aircraft dangerously low, and does not once mention the proper procedures for inadvertent flight into IMC.

And as far as short-field operations are concerned, use the performance specs published in the aircraft flight manual. If the numbers say you wont clear an obstac…

Aviation Safety has stated that there are basically two smoking guns with the Tomahawks history: the stall/spin and yoke [Aircraft Analysis, February]. As a private pilot with nearly 400 hours in a privately owned Tomahawk, I can only comment on what Ive witnessed.

The yoke problem, as mentioned in the article, was addressed by a couple of SBs. Prior to flight, I commence several box checks with the yoke and have never had the aircraft give a hint of yoke lockup. Regardless, if the yoke bushing is found to be faulty, it can be remedied with an engineering fix followed by another, more thought out, SB, AD or STC. Happily, a replacement bushing or bracket should be a relatively painless r…

The article on the Payne Stewart accident [Critical Moments, January] was a well-written discussion of the hazards of flying corporate airplanes at high altitude. I would like to add two points.

When I first joined the airlines, I had not had the benefit of military training. My airline refused to allow their pilots to take altitude chamber rides unless they were in the National Guard or Reserves. Like most pilots who have not been exposed to the effects of hypoxia, I didnt believe the training movies. It wasnt until I left the airline and had to take the training that I became a believer.

Second, I think the rule requiring one pilot to wear a mask above FL350 or when the other p…

At the end of an excellent article on engine-out procedures and preparation for landing [Reality Check, April], Wally Miller states: … fly the airplane … trim for best guide speed and do not give up an inch of altitude.

I am somewhat perplexed by that statement. if you lose and engine, I always felt that you should pitch the plane up to the best glidespeed, thereby gaining altitude.

I fly a Mooney 201 which cruises at 145 to 150 KIAS. My best glide speed is 85 KIAS. If I lost an engine, I would pull the nose up and immediately trim the plane for 85 KIAS. During the pitch up and trim, I would gain several hundred of feet of altitude, which could buy me a better landing spot. I…