In Response to Stan Dunn’s “Dangerous Rudder” (February)

I’m working my way through the Feb issue of Twin &Turbine, and I really enjoyed your article about how most of us are rudder illiterate. I was one of those tailwheel guys who wouldn’t shut up when I first started my flight training in an Aeronca Champ, but I quickly grew out of that when I transitioned into airplanes that keep going where you point them – for the most part.

I thought I had the rudder mostly figured out until I went through type training at FlightSafety DFW for the Falcon 900LX. For that matter, I thought I had THAT rudder figured out until we started doing V1 cuts and two-engine-out approaches. I was less aggressive on the rudder than I needed to be at first, but they quickly broke me of that habit through repetitive engine vibes and fires. I have to say that I’m glad they put me through that wringer because it has served me well on several crosswind takeoffs and landings. 


 In Response to John Brantigan’s “CJ2 Avionics Upgrade” (December) 

This letter is a direct response and correction to the second paragraph where the author references Boerne Stage Airfield (5C1) in Boerne, Texas, near San Antonio (SAT). The article states, “frequent near misses and emergency maneuvers occur daily,” which is patently false. The statement “virtually all KSAT traffic passes directly over 5C1 at 3,500 to 4,100 feet” is also misleading. Even if it were true, our pattern altitude is 2,400 MSL. 

Further, sailplanes that operate off this field are all transponder-equipped, and those operators have an open meeting with ATC to discuss how to enhance procedures for improved safety of operation. 5C1 also sponsors meet and greet gatherings with KSAT tower employees to make presentations and encourage all departures, no matter how short the trip, to participate with them.

Robert H. Bruce

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