I was reading the new GA CHIRP and thinking that someone should start a post here and then I looked and here it was
Go on then, I'll throw a couple in. I am sure there are loads of others when I start thinking about it.
Been flying loads, very current, very knackered, lots of airports visited. Two up, both PPLs. At night. Flying to airport with lots of runways, though not busy as quite late at night.
Radar vectored onto base. Throughout our approach to the airport ATC kept asking if fully visual and happy to accept visual approach. As I don't like to accept unless I am very sure, had been declining, but after the umpteempth time of asking I decided to tell them we were happy for a visual approach.
Decided as we were on base, and there was a runway, turn about 90 degrees, line up with runway, bit of a cross wind.
Came over numbers, hmm, wrong numbers. About 30 degrees out.
Landed, stopped asap, holding well short of intersecting runway, called ATC.
They then told us I had landed on the wrong runway.
No.2
Similar run up. Been flying loads. Decide to have a relaxing afternoon "passengering" in the plane whilst my mate (a PPLer) flys.
So, he is left seat. Decided we would fly across desert to a relatively remote airport, land, have a look around and then fly home via a different route. Flight planned at fairly high altitude, 8000 feet I think it was. PA28. So we are approaching the airport and it is taking ages. I take a vague interest in what is going on (are we there yet?!) and the groundspeed reading is showing that it is rather windy up here. Descent is begun. Get the latest weather at the airport. Very windy, right across the runway. As I am more experienced than my friend, I suggest it is far too windy to even attempt an approach. (It was). A few quick calculations later and we are happy we can safely return home on the fuel we have.
I go back to enjoying the scenery, reading the paper, etc.
About 20 minutes or so later we have turned towards home and on our way. Cursory glance along the panel by me. Notice fuel gauges showing very very low. I wake up and pay attention!
Looking more closely as to why, I discover that when we descended PIC moved mixture to fully rich. Now we are at 8000 feet again and mixture is still at fully rich.
PIC hadn't noticed either thing.
I check which tank in use, its the one showing "fumes". Immediately instruct PIC to change tanks, whilst I turn fuel pump on.
This done, I relax slightly as at least this tank shows a smidgen of fuel.
To save time, I immediately get onto the radio, and ask for radar vectors to nearest airport explaining we are low on fuel. ATC
Then get maps out as I don't know the area. ATC very helpful and put us on a vector for the final approach of the only airport in the area, which is just the other side of some hills.
I sort maps, get PIC to climb aircraft a little in case we need the height.
Everyone very helpful, we get on the ground OK and thank ATC lots.
Taxi straight to fuel pumps. Get out. I took fuel cap off right wing. Never seen such a dry tank ever. Never want to. Luckily there was still a little bit in the other tank, though not much.
Moral of this story. Lots. My main one is, never, ever, get complacent. If you are qualified and in an aircraft always take an interest in what is going on.
And don't hang about asking for help.
No.3. Same trip. Been flying 2 up the entire time. Also lots of luggage in the far back and equipment on the backseat.
One day, friend not well and decides to stay on ground.
I decide to go fly.
Off I head, no problem. Fly around a bit. Come back. Not a nice day. Low clag, so ILS in. Aircraft handling a bit funny. Running out of elevator. Land OK.
Re-engages brain and thinks, yes, well, I've still got all the luggage on board, at the BACK and no front seat passenger.
Moral to this is, always ensure brain engaged fully before going flying.
Only other tip?
Always be 100% sure you have identified airport and it is the correct one.
On so many occasions I have flown with people who say "Oh yes, thats the airport there", even though they may never have been there. It is possible to get it wrong, and it can be very dangerous if you do. I flew with someone like this and one day they came very close to joining the circuit downwind. I pointed out this couldn't be the airport if you checked out the navaids. Our airport was further on, close, same runway orientation.
Has happened to me when flying commercially too! I turned in towards where I thought the runway was, with the Captain telling me it was further on. Everything on the aircraft and in my own mind was telling me I had the right airport. The navaids were showing correctly. I pointed all this out and when I had lined up with the final approach, the runway became visible (it was hazy) and we agreed it was the correct airport. A point to note on that one was that ATC cleared us for a visual approach before we were really ready and fully visual - it was very hazy. Captain accepted the clearance, and I was OK about it as we were over very low ground at the time, so that wasn't a concern. Don't let ATC push you into doing something you don't really want to do.