AOPA Pilot Magazine - March 1958 - (Page 8)

VOX PILOT views about these ~ d i c u l o m laws conm d n g VFR flying, I am quite sure when you carry these in b your m & eing in Washington (by the bushel-basket id11 you will be mom than backed up by your members. J. E G m m . (AOPA 119680) DanVilIe, nl. Memhr Scrippa has ably s b h d the case for the b r a s a d non-professional pilok The actual complexity of the IFR system is even deadlier than hi8 brief letter, and those of Membra McCmnaughey and Gamey, indicate. Yet it ia this very system which our -1led Government leadem, and spokeamen for the militaw and civil professional airspace w m ,mntand all of us &odd be able ta compIy with - and if we m't we must get out of the air, The preaent Air Tra* Control system has reached a1 of complexie that autumaticdly makes IFR flight i n h a buar terminal area like Chicago, New York or h Angeles a distinct h a u d to the nonp r d d o n a 1 . As AOPA has wnkrtded for years, the drastic chmgea are needed in the system, not in the mars. The system must be modsed and modernized m that average pilots, flying alone ir~modestly-equipped aircxafk can safely and efiicientIy fly IFR into the most heavily-used terminal areas. Pres ent-day emphasis, perpetuated by the professionals, is that the m s must r aerve the system, no matter how cornplex i t becomes. AOPA has long contanded the s y h m must serve the umr. one up there flying around lost 1% had several experiences where 1 w m told h reverM my course or go on tup and hold because some fool was lwt underneath and they had k~ locate him, Why &odd we fight to keep these pilots- legally i n the air? I Mieve every privah pilot shodd invest a few mom dollars in flying time and dual to learn instrument flying, and he would not have t lobby h throw out o theae new d i n g s . I am sure he can f n id an instrument pilot inbhis town that would spend time with him. All he nee& is 10 hours with a qualified instructor; the rest can l~ with any instrument p h t , plus making a hood and buying gwgle=. The private pilot who ha6 just gotten his private license b ' t ready for mintmum VFR. By the time he does get experience enough i ffy these m i n h m , a he can have his imtmment ticket. ~ It b impossible ko pick up+LoneRock for mmmuniations; bwmer, you can pi& up the dg~~d the onhi a h from on. you w m t b & some weather infomatim you are simply out of luck, s i n e you cannot communicate because the m i v e r for tha communications chameIs ia d$rectb on t ~ of the comp mmicat£on shack in the valley. If the CAA 5s going b m o v e d l thew lowfrequency ran1wodd suggest they, at leas& make arrangemmk t see that a they have 100% cmmunications ktween LaCroase and Minneapolis at low altitudes. 1 a m for keeping the low frequency ranges for low altitude work m m 0. Dow SL Paul, Mhn, {AOPA 107417) STONE W (AOPA 126865] N M M O I ~nl. , ~ -d E. On the Other Hand I have heard so much about limiting the airways to IFR in marginal weather and the splendid job AOPA i~ doing ta keep things VFR. 1 a m 60 years of age, started flfing a little over two yeam ago, have about 476 hours of flying time. Not aatided with the requiremenh of a private license, 1 went on t get my wmrnemid, o then my instrument t i c k . I h o w piloh who have thousands of hours, who never go beyond a private license; they have plan= full of instmmemb and h k e pride in how much they pay for the equipmenk However, mention t them a about bking additional instmctiom and they will holler the loudest about the expense invo1~ed These are my companions in the airmen who delight in telling you how they h e though overcasts and soupy r weather. Most of us got UE the highways hecause we have t manr fools m behind wheels, but what good is our h n c e now when we m a y be flying IFR in marginal weather and having mme- Greenwich Mean Time for 1 1 or control use surely would put the cork in the bottleneck! With general aviation still groggy, from having TACAN crammed down us, b the knob, sabotaghg Able, Baker, Charlie, losing our freedom above lK,OOO feet, trick wording in high density zones and funny frequencies f o r towers, one wonders if mmeone is intentionally trying spin the squirm1 cage a little b o fast for m s of us , ot In any event, 65,000 of us are grabful to and for AOPA and its functions, -Ed. ht'5 use t b i ~ last caper for a springb a r d t get mme realis& in the driva e r ' ~seat. and elhninate a lot of this landing Fees hod=-pdge and gobbledygook. May I suggest we a11 wrih our ConI thought you might be intamsted in gressmen, giving them a compmhensive the encloaed descriptions of landing fees picture of the relative size of general at Palm Springs Airport, Palm Springs, aviation as C O ~ W the airlines to ~ Calif. There is no charge for landing and military (who seem t lobby so auca with a purchase of gasoline, however, cessfully] and the problem we seem to a twinengine airplane is required k~ inherit for their convenime take on 200 galIons t escape t h i ~ o fee. JACK ~ m a H Ontario Inkrnational Airport, On(AOPA 68920) brio, Calif., is charging a somewhat Y a m City, Miss. amller fee than described here, but it is charging neverthela even dommtic tr&c AOPA has long m h d e d that many nm-professional pilots- will never be able t qualify f o r an instrument rab u ing, yet they are entitled to U s e the air Bpace. Our belief, expressed almost h o years ago in an editorial, holds true b day. The editorial said: "No ma*r how you rationalize it, today's instrument rating b a complex, professional accompfishmenk I f civi1 aviation is to grow and prosper, today's instrument rating and the kind of flying that gws with it - can never be the solukIon. The average private aircraft. owner M a y can no more be expected t a climb b such a pinnacle of professional accomplishment than can the average motorist h expechd t meet a11 the reo quiremenkt d the transcontinental bus driver, or the average boat owner meet the requirements of a hip's master.'' CAA has announcad that "as soon us fmda, and the urgency of the VORTAC program aIlows," VOR mwraga will be made available down to T feet on lowW d t i t u d e routes. See propomla for c l o s ing low and medium frequency &ce in the "On the Airways" department of this i ~ s n e The PILOT. - Ed. of TACAN, Time and Trouble - * .. w.EFFING- JR. Gracias! (AOPA 1416881 Santa M n c ,C l f o i a ai. Low Frequency Ranges We both h o w there is 8 move on the part. of the CAA b remove a11 low-fm quency ranges, However, jn p e ~ of d reduced visibility and ceiling, but not were very instructive. , beIow VFR conditions, it i s impssible R r c m F NOv. t pick up some of the o b ~ h t l m ~ f ~ r o communications. A good example 18 a Guatemala City, Guatemala Just a fewEn- t let you know that o we, the m m k s of the Aero Club of G u a h I a C t are very much obliged iy to the AOPA and to L , Col. Robert t Lewis H e w , Air Attach4 of the Emhay the United S t a k a heze in Gnatemalu, for allowing us t aw your o wonderful pkhms, "Flight Deci~ion" and "To Save a Life." They mrkidy . THE AOPA PILOT

Table of Contents for the Digital Edition of AOPA Pilot Magazine - March 1958

AOPA Pilot Magazine - March 1958
Contents
Calendar
Legally Speaking
Editorial
What About Airspace Use, Mr. Pyle?
10,000 Seconds Under the Hood
Flying Weather One Month Ahead
AOPA Weathercast
AOPA 185579
Air-Age Teenagers Give City a Lift
Your Radio and You
Operation Cost Cut
Put Your Fabric to the Test
Are You "Compasss Punchy?
Yankee Duster in Latin America
South American Challenge
I Lived Through a Graveyard Spiral
Safety Corner and Accident Report
On the Airways
Travel
What's New?
Classified Department

AOPA Pilot Magazine - March 1958

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