AOPA Pilot Magazine - August 2011 - 24

LETTERS
though. I’m sorry that I can’t confirm this one way or the other. No one currently at Cessna seems to know. Matter of fact, they get glassy-eyed when you just mention a Cessna 305. Pressurization points The Piper Mirage recently reviewed for AOPA Pilot seems to be equipped about the same as the one I currently fly (“Piper Mirage: Pressurization Points,” June 2011). The useful load was interesting as I have found the aircraft

to be one of the more difficult to plan in terms of weight and balance. Short stage-lengths are especially problematic when required to carry an IFR alternate and the associated fuel reserves as part of the zero fuel/max landing weight. My typical flight takes 22 gallons to destination and 45 minutes to fly; the closest IFR alternate is our departure point. To optimize payload, my typical fuel load is 60 gallons, so in order to land at maximum landing weight, my maximum takeoff weight has to be restricted to 4,255 pounds. My aircraft’s empty weight difference is only 28 pounds from the

aircraft Tom Haines had the privilege to fly. He might be quite surprised to see where the center of gravity falls with two people and the pilot in the seats and 120 gallons of fuel. I religiously run a weight and balance calculation every flight. The Piper Mirage is indeed a beautiful airplane to fly, especially when flown within the envelope. I just wish Piper would get busy with raising the maximum landing weight. This in itself would increase its utility and make it a superior airplane. Calvin Mjolsness, AOPA 5427509 Victoria, British Columbia Aeronautical dinosaur Amen, Amen. I couldn’t agree more with Barry Schiff (“Proficient Pilot: Aeronautical Dinosaur,” June 2011 AOPA Pilot). I firmly believe that not everyone is cut out to fly an airplane. I use the analogy of a motorcycle a lot. Airplanes need quite a bit more concentration than a car. Just like a motorcycle. It seems the new generation of folks (who want it now) with the likes of Cirrus, Piper, et cetera, want to buy an airplane and learn how to fly it in a month. Well, you and I both know one can’t pick up what you need to fly an airplane in a month. Get people in a Cub or a Champ and they’ll be hooked. All the schools do is try to teach ATC and glass and no common sense flying. That is where our problem is. What is the saying, “If you can fly a Cub, you can fly a 747, but the opposite can’t be said?” There is a large feeling of dislike of the Sport Pilot category. If it is used correctly, it would be such a great first step into aviation. Bob Bible, AOPA 6330346 Johns Creek, Georgia Barry Schiff’s column brought to mind how the natural pilots of the world (birds) are really far superior to the unnatural ones (us). My wife and I were staying at a place on the ocean in southern Carlsbad, California, and we watched groups of pelicans flying along the beach, all staying in perfect formation and holding altitude and heading with no problem. Never have I seen a bird make a hard landing or overshoot a landing area. Last I checked, birds are not equipped with glass panels or even steam gauges or communications gear to ask ATC for help. I hope VORs and ILSs stay around for a while. I’ve been resisting glass for my 172 for a long time. John Davidson, AOPA 1248992 Porter Ranch, California
AOPA PILOT •

24 •

AUGUST 2011

http://www.JPITech.com http://www.jpinstruments.com http://www.buyjpi.com http://www.JPITech.com

AOPA Pilot Magazine - August 2011

Table of Contents for the Digital Edition of AOPA Pilot Magazine - August 2011