The article “Surfing the Friendly Skies,” (January 2025 AOPA Pilot) by Andre Pinto is a great reminder of how flying combined with other hobbies/passions can help you become better at both. As pointed out by Pinto, adapting to local conditions, keeping your eyes on the prize, the importance of good training, and not living in fear all apply to both surfing and flying.
The article particularly resonated with me, as I recently began teaching my 12-year-old daughter to surf during our yearly trips to Brazil where I grew up. She loves flying with me around Chicago where we live and often make $100 milkshake flights to JVL. The connections between surfing and flying were a good reminder to both of us, but I'll add one more to his list: proficiency. Just like in flying, the long breaks between surfing trips make me a “rusty” surfer, as my daughter pointed out after a couple not-so-good waves/rides. “I thought you used to be good at surfing….”
Gubio Henrique
Chicago, Illinois
There Is No Excuse
I read Barry Schiff’s recent column (“There Is No Excuse,” January 2025 AOPA Pilot) regarding fuel starvation/exhaustion. I agree that fuel vents should be inspected for blockage prior to flight, but I would suggest learning exactly how this might be done for the airplane you are flying.
I had a power failure some years ago in a straight-tail Cessna 172; fortunately, it happened in the pattern at Wheeling, West Virginia, and I was able to land at the airport without any damage to the airplane. What I learned about the fuel system was that the vent located underneath the left wing ran only into the left tank; the right tank was vented by a line running from that tank to the left tank. The blockage occurred in the vent line outside the left tank; the vent itself faced forward, but the line then made a 90-degree bend and ran up into the wing, then into the left tank. The blockage itself was located beyond the bend and was made by a mud dauber wasp; it was invisible when looking into the vent tube end. It effectively stopped flow from both tanks. After this incident, I always carried pipe cleaners in my flight bag and ran one into the vent during preflight. I never found another blockage, or a live wasp either.
Henry Gurshman
Lyndhurst, Ohio
Barry Schiff responds: I could not agree with you more. A pilot certainly needs to know how to preflight his airplane, whether he is checking the fuel vents or other features of his airplane. Many thanks for taking the time to share your fuel starvation incident.
I like your idea of using pipe cleaners to clear the vent, but it makes me wonder: Might not this simply push the obstruction farther into the vent?
LAX In-N-Out
Alicia Herron’s article (“LAX In-N-Out,” December 2024 AOPA Pilot) reminded me of growing up a few blocks from LAX in the 1950s and 1960s. I still have a photo taken with my Brownie camera of DC–7s and Constellations taxiing to 25R. My friends and I would walk over to the approach end of 25R, sit on top of a railroad equipment box, watch takeoffs, and with the advent of the jet age, nearly get blown away by the arrivals. From our front porch I could see airplanes on a two- to three-mile final to 25L and 25R and catch another glimpse of short final between the houses across the street. Most memorable are the early jet airliners: a BOAC de Havilland Comet was the first I saw, and then the 707s, DC–8s, Convair 880s, and even a Tupolev 114 carrying Khrushchev on the 1959 visit when he was “most displeased” at not being able to go to Disneyland. When I couldn’t watch, I’d listen, especially for the boom of an F–100 afterburner that signaled a flight from the North American plant, where my dad was a production test pilot.
John Graham
Santa Fe, New Mexico
That New Panel Shine
I just read “That New Panel Shine,” (December 2024 AOPA Pilot). My partners and I have our 1978 Piper Dakota in for a new Garmin panel. I would love to know what Chip Wright used for training while his airplane was in the shop. Any recommendations you have for Garmin training simulators would be appreciated.
Jeff Ackerman
Greensboro, North Carolina
Chip Wright responds: While my airplane was being upgraded, I used the online training courses offered by Garmin for the avionics that I bought. The courses are not free, but once you pay for them, they are yours to use for two years. The courses conclude with scenarios to help tie together VFR and IFR flight planning and operation. I also downloaded and used the free simulators they offer. In my case, I used my iPad as well as my laptop. In addition, I downloaded the PDF files of the manuals; the G3X also comes with hard copy manual that my shop gave me to use as a reference.
Finally, there are YouTube videos that show the equipment in use. The best resource to tie it all together would be to attend a course at Garmin’s facility or to fly a similarly equipped airplane with an experienced and qualified CFI.
Cirrus Does Not Approve
In your recent AOPA magazine article on Cirrus’s aversion to G100UL (“Cirrus Does Not Approve,” September 2024 AOPA Pilot), you have dealt GAMI’s G100UL a serious publicity problem. Might you now need to publish the GAMI reply to that Cirrus warranty slam? It seems only fair that you at least give GAMI an opportunity to counter the rather arbitrary Cirrus press release on their warranty policy and their reservations vis-à-vis GAMI G100UL.
John Hilton
Glastonbury, Connecticut
AOPA has covered extensively how GAMI’s fuel has been authorized for the full spectrum of piston airplane engines and that GAMI has done testing and says the fuel is safe; the association also has flown on GAMI fuel in the Baron demonstration program. We covered this story because owners of Cirrus aircraft should be aware of how Cirrus may respond to warranty claims. GAMI’s response doesn’t change that. Pilots may decide to use G100UL anyway, as its use is authorized by STC and legal to use in Cirrus aircraft. —Ed
Presidential TFR Email Alerts
As much as Chad Jones pointed out the advisory nature of AOPA TFR emails (“AOPA Presidential TFR Email Alerts,” January 2025 AOPA Pilot), it is equally important to point out that the FSS system is the only official source of TFR briefing info. All others he cites have similar advisory disclaimers. This summer, the FAA TFR webpage went through a “glitchy” period of not displaying all relevant TFRs. Another note: “after-hours” TFR changes may not get timely AOPA email updates. Based in the Washington, D.C., area, I have seen that some presidential administrations are better than others about setting firm TFR schedules and sticking to them. Others have jumped days and hours forward and back just hours before TFR effective times. I suggest getting your voice and tail number on tape during an FSS briefing. Requesting a TFR update is cheap insurance.
Rich Romaine
Hamilton, Virginia
Hawaii Airfield Secures 50-Year Lease
The article about Kawaihapai Airfield (HDH) (“Hawaii Airfield Secures 50-Year Lease,” October 2024 AOPA Pilot) piqued my interest. As noted, it was previously known as Dillingham Airfield, a public and military-use airport on the north shore of Oahu. I had the privilege of participating as a CFI at a Civil Air Patrol encampment for cadets there in the late 1970s. At that time, the airfield was booming, with lots of glider activity and GA of all sorts, including Learjets, as well as military aircraft such as C–130 Hercules. One of my favorite memories was taking a World War II veteran, who had returned to visit the islands, on an aerial tour of the area. Pilots were able to practice touch and gos there until 1999. I moved to my wife’s hometown in Northwest Ohio 40 years ago. My time flying in Hawaii will always remain deeply etched in memory.
Skip Aona
Clyde, Ohio
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