AOPA Pilot Magazine - January 2022 - 16

LETTERS
Rebuffed
SAFETY SPOTLIGHT
Richard McSpadden isn't the only
one who feels this way about the
Skywagon
I ENJOYED RICHARD MCSPADDEN'S column in the
November issue ( " Inner Circle: Rebuffed Again
by the Skywagon, " AOPA Pilot). As a 180 owner,
I feel his pain, but offer a ray of hope. The key
to happiness with 180 landings is to lower your
expectations! So, it bounced a bit, who cares? As
long as you can fix it without ending up in the
ditch, all is well. Invite anyone who snickers to
try their luck with one of the wonderful beasts.
Just not yours. There is lots of advice out there,
some going so far as to say, " it practically lands
itself. " Well, maybe in a dead calm on grass.
Maybe. Personally, I find three-pointers easier
than wheelies, but your mileage may vary.
Tim McSwain / AOPA 372212
Williamsburg, Virginia
Richard McSpadden's self-effacing Cessna 185
article had me recalling a " humorous " landing
I had in my 185 many years ago at Pittsburgh
International. I owned a 185 for several years,
800-plus hours, and never considered the aircraft
particularly cantankerous or evil spirited,
just demanding. On this day arriving at Greater
Pitt, I was given the choice of a heavily used
runway that favored a brisk breeze, or less-used
runway with a particularly challenging crosswind.
I chose the less-used runway because I
felt I needed, and looked forward to, the challenge,
and also because that choice might cause
less interference with the airline guys lined
up for the longer runway. I decided a wheel
landing would be best, and, somehow, got that
upwind wheel on the pavement in no-bounce
order, only to find that as I started to pull
power to get the tail to the pavement, the wind
grabbed the tail for the inevitable switcheroo.
I hobby-horsed down the runway with
my upwind wheel still planted, looking like a
drunken carnival ride, until the wind abated
and I could get all three wheels on the ground
near a high-speed taxiway. As tower cleared
me to the high-speed, I could hear hysterical
chuckles in my headset from tower so I asked,
when I had things pretty well reined in on the
taxiway, if he was laughing at me. His response
was, " not anymore! " Experience can be a
16
AOPA PILOT / January 2022
Inner circle
Rebuffed again by the Skywagon
BY RICHARD MCSPADDEN / Senior Vice President
AOPA Air Safety Institute
MY AFFECTION FOR the Cessna Skywagon is one-sided. The
180/185s are guarded, selective with who makes their inner circle,
and I'm not in it. I first approached the rugged taildragger formally,
as you would a debutante. I had proper introductions from pilots
warmly accepted in the Skywagon's strata: AOPA's Mark Baker,
Dave Hirschman, Katie Pribyl, and most recently aerobatic pilot
Jim Peitz. Still, the beast of the backcountry greets me unpredictably.
It plays favorites.
Cessna 180/185s are notoriously difficult airplanes to land well,
consistently. The Skywagon insists on a tender touchdown with
precise fuselage alignment, and active flight controls for crosswind
deflection. The large vertical stabilizer catches even the slightest
crosswind, and the springy Cessna landing gear will push you right
back airborne if you're even slightly firm on touchdown. Once the
heavy tail starts to swing, it gains momentum quickly and requires
active, sometimes large rudder input to control. It's a heavy airplane,
and it feels heavy with large flight controls that take a lot of
control movement, especially at slow speed.
Skywagons are stunning performers, however, known as the
" big iron " in the backcountry. Nothing can match their durability
and versatility. Large useful load; good climb power; decent
cruise speed; and excellent short-field performance. You can load
four people, luggage, and enough fuel to cruise at more than 150
mph for three hours or more, then land on a 1,500-foot gravel bar.
A 185 at takeoff power echoing through the canyons of the backcountry
is one of the most distinctive sounds in all of aviation.
I get the chance to fly a Skywagon occasionally. I was caretaker
of one, which I flew for 43 hours and landed 97 times, three of
which were good landings. Most recently I flew Jim Peitz's handsome
180. I met Jim late this summer, bumming for a seat with a
group of pilots flying the island airstrips in the San Juan Channel
off the Washington coast. Jim and Cathy Peitz took me on, and Jim
offered me the left seat for the day. I accepted, without admitting
to Jim that I loved the Skywagon much more than it loved me.
My first landing at Friday Harbor (FHR) was decent. So now
I had four good landings in a Skywagon. Next, we flew to Roche
Harbor (WA09). Landing to the west, the 30-foot-wide runway
slopes downhill. Fast on final, I elected to accept it and just work
off the excessive speed in the flare (seasoned Skywagon pilots are
beginning to snicker). The Skywagon made me pay for the sloppy
26
AOPA PILOT / November 2021
approach. We bounced and yawed a couple of times, and I wrestled
the persnickety airplane under control. Jim burst out in a loud
laugh. He saw it coming. The Skywagon will not accept sloppy
speed control on landing. Our third landing was on Olympic Field
(WA45), a 2,500-foot grass runway with a canal uncomfortably
close to the west edge for seaplane operations. Decent landing.
Being on speed makes a difference. Grass is easier. The canal along
the right side was a big motivator for precise landing control.
We finished the day at Jefferson County International Airport
in Port Townsend (0S9). I lined up beautifully, perfectly on speed
with a nice long final. In the flare, I ballooned a little, then a slight
bounce on touchdown, the right wing raised and suddenly it was
all I could muster to get the fuselage straight, get the right wing
down, and bring the impetuous brat back under control. I paused
for a second. Silence. Poor Cathy, I thought. She's not used to such
landings. Her husband is in the inner circle.
I taxied in, bewildered at what went wrong. Jim and I sat on the
deck of the Spruce Goose Café, sipping a beer and admiring what
was a splendid day. Good flying, great people. But I was brooding
a bit, still bothered by the last landing and embarrassed. On the
day, I was two for four on Skywagon landings. The demanding 180
rightfully punished me for landing too fast on the second landing.
Fine. I accept that. But I couldn't figure out the last landing.
Jim departed, and I sat on the deck looking out at the Skywagon
and in the distance behind it, the runway approach end-scene of
the crime. Then I noticed the windsock: a small, right quartering
headwind with some gusting component. Not large, but definite. I
didn't notice it setting up for arrival. That would cause it. A small
gust to initiate a balloon, and not enough aileron and rudder input
quick enough to keep the fuselage straight and the upwind wing
down. A bounce, and without enough upwind aileron, the wind
pushed the right wing up and yawed the nose upwind.
I'd attempted a fast landing and then a crosswind landing without
diligence on the controls. The
Skywagon would have none
of it: " Don't bring your unrefined
manners around here, " it
seemed to say, as it pushed me
back out of its esteemed circle.
richard.mcspadden@aopa.org
RICHARD MCSPADDEN
was once so stymied by
Skywagon landings that he
mounted cameras to review
the footage with another CFI.
aopa.org/pilot/povlandings
hard-fought battle, but well worth the struggle
if we survive physically and emotionally.
P. Prentice Gilbert / AOPA 287077
Jersey Shore, Pennsylvania
As the leader of a group of wagon-masters, I
enjoyed Richard McSpadden's laments (if that's
a fair word) on the cantankerous Skywagon.
Four of our 11 aircraft are Skywagons and we
operate these challenging aircraft year-round in
terrible conditions. It is a love-hate relationship.
One of my pilots who just retired was " issued "
a 1985 Skywagon with about 200 hours on it in
1986. When he retired, the airplane had well
more than 13,000 hours and he had no incidents.
John Heineman is a local legend. He always told
me that every time he thought he finally figured
the thing out, it reminded him very bluntly that
he was still learning.
One of my current Brainerd, Minnesotabased
pilots summed it to me the best when he
said " Flying the 185 is like being in a dysfunctional
marriage. I walk into the hangar and see
it sitting there, its pretty little nose turned up in
the air. I see it sitting there and it is so beautiful.
I just love it. Then I fly the thing and it tries to
kill me! I hate it, and I never want to see it again.
Then I walk into the hangar and there it is sitting
there, its pretty little nose turned up in the
air, and I love it so much.... " The only problem
with a Skywagon in my humble opinion is that
sooner or later you have to land it.
Christopher Lofstuen / AOPA 944746
Grand Rapids, Minnesota
I enjoyed Richard McSpadden's article with
some amount of chuckle and empathy. Ah,
I have to tell you after
reading about being
rebuffed again by the
Skywagon, boy, does
it hit home. My wife
and I have had our 180
about four years now,
and we enjoy it very
much right up to the
point that it scares us.
Both of us are high-time
retired professional
pilots and I have to tell
you every time I land a
180 on pavement I say
to myself this thing
will kill me if I'm not
careful. With that said,
though, done right the
180 will land beautifully
on pavement or dirt.
Ninety percent of the
time we three-point the
landing; wheel landings
are necessary if windy
and gusty. Just wanted
to let you know that
you are feeling the right
things about the 180-
you have to be on your
toes and respect the
airplane every minute.
Thanks again for the
article.
Trey Croskell /
AOPA 1552607
Elbert, Colorado
http://www.aopa.org/pilot/povlandings
AOPA Pilot Magazine - January 2022

Table of Contents for the Digital Edition of AOPA Pilot Magazine - January 2022
