When you almost became... "Another Statistic"
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Well witchdoctor, I've put a plane through Vne in an inadvertant Split-S, interesting one that.
But you bring something up, what a low-hours pilot thinks is "becoming a statistic" might not be what the experienced pilot thinks. Again in aerobatics, when I was just beginning, I managed to dump a large amount of oil over the cowling, windscreen, my very experienced instructor and me.
There is never as much spilt fluid in volume as it appears, but still it's a bit of a shock. Experienced instructor takes over and immediately heads for home, informs the tower, but doesn't request priority handling from ATC. We get back with no problems and we had only lost a quart.
What would I have done as somebody who has never seen a load of oil dump over the plane when inverted? Well I don't know, hopefully the same, but who knows. Maybe I would have jumped too and become a statistic when hitting the ground. Now I would fly it back, clean up as much as I could, let the mechanic know, and head on my way - or that's what I tell myself
But you bring something up, what a low-hours pilot thinks is "becoming a statistic" might not be what the experienced pilot thinks. Again in aerobatics, when I was just beginning, I managed to dump a large amount of oil over the cowling, windscreen, my very experienced instructor and me.
There is never as much spilt fluid in volume as it appears, but still it's a bit of a shock. Experienced instructor takes over and immediately heads for home, informs the tower, but doesn't request priority handling from ATC. We get back with no problems and we had only lost a quart.
What would I have done as somebody who has never seen a load of oil dump over the plane when inverted? Well I don't know, hopefully the same, but who knows. Maybe I would have jumped too and become a statistic when hitting the ground. Now I would fly it back, clean up as much as I could, let the mechanic know, and head on my way - or that's what I tell myself
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Ahhggh... split s.... never thought I'd manage that one. You read all the books, and think 'how dumb is that'.
Until, one day I'm out with an instructor. I'm tired, rusty, stressed with life and not really in shape to fly. So we're meant to be doing sequences, except that I really should just be doing a basic aeros refresher.
So we decide just to fly the first figure, a reverse half cuban. I read the wrong way on the figure chart. And the wrong way in a reverse takes the reverse bit out. Which is dodgy because that's the half cuban where excess speed is a bit of a threat.
So... 120 kts or so, cruise in the Robin. Pull 30 degrees, roll inverted, just about to pull through into what would have been VNE-see-you-later-maybe and the instructor rolls level and reminds me that it's best not to rip the wings off.
Back then I think I felt I had to try and prove myself to instructor. Inferiority / ego thing.
These days, if I'm with an instructor and if in doubt about what they want, I ask for a demo first, and then do a read back on the figure before flying it myself. Also now quite happy to say I'm not very good at something - never used to think that was 'acceptable'.
Definitely don't get into a "pride" thing about flying! That's a big, on going, lesson for me.
Until, one day I'm out with an instructor. I'm tired, rusty, stressed with life and not really in shape to fly. So we're meant to be doing sequences, except that I really should just be doing a basic aeros refresher.
So we decide just to fly the first figure, a reverse half cuban. I read the wrong way on the figure chart. And the wrong way in a reverse takes the reverse bit out. Which is dodgy because that's the half cuban where excess speed is a bit of a threat.
So... 120 kts or so, cruise in the Robin. Pull 30 degrees, roll inverted, just about to pull through into what would have been VNE-see-you-later-maybe and the instructor rolls level and reminds me that it's best not to rip the wings off.
Back then I think I felt I had to try and prove myself to instructor. Inferiority / ego thing.
These days, if I'm with an instructor and if in doubt about what they want, I ask for a demo first, and then do a read back on the figure before flying it myself. Also now quite happy to say I'm not very good at something - never used to think that was 'acceptable'.
Definitely don't get into a "pride" thing about flying! That's a big, on going, lesson for me.
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Talking about fuel, reminds me of three occasions.
1) When doing a check ride during PPL training, at the holding point and AFTER completing the pre take-off checks, the instructor asked what would I do if there was a fire. I mutter about switching off the fuel, which he then DID, to demonstrate that it didn't achieve much. We talked through the correct actions, and then took off. At about 500ft, I saw him slip his hand down and turn ON the fuel cock.
2) Having completed some revision training, I was given the aircraft at the end of a busy day and told to get myself another half hours time. The fuel guages showed 1/4 full, so off I went just a little way out of the circuit for some turns and stalls. Climbing away, I glanced at the fuel guages, which are on their stops, showing completely empty. PANIC, and that writhing snake in the bowels! I shove the nose down and wheel it back to the airfield. The guages are now showing 1/4 full again. On a climb the fuel slops to the back of the tanks, away from the fuel guage, especially with only little fuel on board. Not intrinsically dangerous but it scared the
out of me.
3) Check out on a local club C150, but I only had C172 checklist. I came to the bit about selecting both tanks, but since the C150 doesn't have a tank selector, I SKIPPED over this check. Later, musing over the flight, I realised I hadn't checked the fuel turned ON (instead of both tanks selected). Fortunately, the club always leaves the fuel selector ON.
So easy to screw up ....
GB
1) When doing a check ride during PPL training, at the holding point and AFTER completing the pre take-off checks, the instructor asked what would I do if there was a fire. I mutter about switching off the fuel, which he then DID, to demonstrate that it didn't achieve much. We talked through the correct actions, and then took off. At about 500ft, I saw him slip his hand down and turn ON the fuel cock.
2) Having completed some revision training, I was given the aircraft at the end of a busy day and told to get myself another half hours time. The fuel guages showed 1/4 full, so off I went just a little way out of the circuit for some turns and stalls. Climbing away, I glanced at the fuel guages, which are on their stops, showing completely empty. PANIC, and that writhing snake in the bowels! I shove the nose down and wheel it back to the airfield. The guages are now showing 1/4 full again. On a climb the fuel slops to the back of the tanks, away from the fuel guage, especially with only little fuel on board. Not intrinsically dangerous but it scared the
out of me.3) Check out on a local club C150, but I only had C172 checklist. I came to the bit about selecting both tanks, but since the C150 doesn't have a tank selector, I SKIPPED over this check. Later, musing over the flight, I realised I hadn't checked the fuel turned ON (instead of both tanks selected). Fortunately, the club always leaves the fuel selector ON.
So easy to screw up ....
GB
Spicy Meatball
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Bloody hell this is the best post I have read so far! I spent hours reading it yesterday and today and have learned loads! As a pre PPL I havent got much of a story but will try my best.
I used to a lot of flying at RAF woodvale with the Air Cadets and had a couple of near misfortunes.
We were setting up for some aerobatics in the good old Bulldog and just before the pre-loop dive I noticed that two of my harness straps weren't connected - good job I noticed them otherwise I may have eaten canopy.
Another one was when I was handed the controls to perform a stall turn - started climbing and left the rudder a bit too late and starting sinking backwards, got into a spin but managed to recover ok.
I havent actually started any flying for the PPL yet as I am still in the study phase but my 2 biggest fears so far are:
1) Xwind landings - pointing the nose one way and landing another. I'm sure practice makes perfect.
2) Getting in a situation where you simply cannot find out where you are and are totally lost. I know you can use a RIS for this though.
Its great to have read all your situations and how you got out of them. It has helped me lot and made me realise a few things that I will need to pay extra special attention to!
Thanks everyone
Maz
I used to a lot of flying at RAF woodvale with the Air Cadets and had a couple of near misfortunes.
We were setting up for some aerobatics in the good old Bulldog and just before the pre-loop dive I noticed that two of my harness straps weren't connected - good job I noticed them otherwise I may have eaten canopy.
Another one was when I was handed the controls to perform a stall turn - started climbing and left the rudder a bit too late and starting sinking backwards, got into a spin but managed to recover ok.
I havent actually started any flying for the PPL yet as I am still in the study phase but my 2 biggest fears so far are:
1) Xwind landings - pointing the nose one way and landing another. I'm sure practice makes perfect.
2) Getting in a situation where you simply cannot find out where you are and are totally lost. I know you can use a RIS for this though.
Its great to have read all your situations and how you got out of them. It has helped me lot and made me realise a few things that I will need to pay extra special attention to!
Thanks everyone
Maz
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Skylark4
All i saw was an aircraft in front of me. I did a standard overtaking manuver (how do you spell that word
?) to the right. That was when the aircraft decided to do a steep right turn (at least 60 Deg bank) right at me. It was then i saw it was a glider. All i could do was to tighten my turn and wait for the big bang
.
capt m
All i saw was an aircraft in front of me. I did a standard overtaking manuver (how do you spell that word
?) to the right. That was when the aircraft decided to do a steep right turn (at least 60 Deg bank) right at me. It was then i saw it was a glider. All i could do was to tighten my turn and wait for the big bang .capt m
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I have experienced the sliding seat on rotation scare. Luckily I was with an instructor and was able to ask him to take control while I readjusted the seat forward.
Now, whenever I adjust the seat, I grab hold of the combing and jiggle backwards and forwards to make sure that it is locked into position.
I have also been in a situation where I thought I was lost, panicked, messed about with the map, calmed down, found out I was only a couple of NMs off course, and corrected, however, I looked at the altimeter, and a I had lost 1500'. Good job I started at 3000'
Now, whenever I adjust the seat, I grab hold of the combing and jiggle backwards and forwards to make sure that it is locked into position.
I have also been in a situation where I thought I was lost, panicked, messed about with the map, calmed down, found out I was only a couple of NMs off course, and corrected, however, I looked at the altimeter, and a I had lost 1500'. Good job I started at 3000'
Having read this excellent thread has made me realise that we are all human, so don't feel so bad about making a few errant moments public!
- worst moment for me so far was in a 172 at home base. Took a workmate flying on a day when the crosswind was close to/at aircraft limit. Flight was fine and enjoyable, but lack of concentration and too much chatting on short finals resulted in the aircraft ending up on the grass on the downwind side of the runway, with a punctured nosewheel (no other damage, other than to my confidence and pride
)
- took an Archer (4 POB) from homebase to Bembridge. Called them 10 to run to find runway shut due to an accident. Decided to divert to Sandown. Passing through the Bembridge overhead, we looked down to see an aircraft wedged into the hedge at the Eastern end. All 4 on board are PPL's, so lots of discussion ensues re. possible causes etc, whilst I'm descending into Sandown. Feeling slightly thrown by having to divert, not concentrating enough, I come in too fast onto a damp grass runway, float, and then use all of what's left to stop (slightly nervous "brakes, brakes" from the more experienced guy in the right seat!)
Flying with friends and other pilots is great fun, but don't forget to aviate and concentrate!
Oh, ICO instead of Carb Heat - I've done it once (whilst talking to a relative sitting in the back!). It won't happen again as the aircraft I now fly are fuel injected
- worst moment for me so far was in a 172 at home base. Took a workmate flying on a day when the crosswind was close to/at aircraft limit. Flight was fine and enjoyable, but lack of concentration and too much chatting on short finals resulted in the aircraft ending up on the grass on the downwind side of the runway, with a punctured nosewheel (no other damage, other than to my confidence and pride
)- took an Archer (4 POB) from homebase to Bembridge. Called them 10 to run to find runway shut due to an accident. Decided to divert to Sandown. Passing through the Bembridge overhead, we looked down to see an aircraft wedged into the hedge at the Eastern end. All 4 on board are PPL's, so lots of discussion ensues re. possible causes etc, whilst I'm descending into Sandown. Feeling slightly thrown by having to divert, not concentrating enough, I come in too fast onto a damp grass runway, float, and then use all of what's left to stop (slightly nervous "brakes, brakes" from the more experienced guy in the right seat!)
Flying with friends and other pilots is great fun, but don't forget to aviate and concentrate!
Oh, ICO instead of Carb Heat - I've done it once (whilst talking to a relative sitting in the back!). It won't happen again as the aircraft I now fly are fuel injected
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Five hours post PPL I rented the local flying club's asthmatic PA28-140 for a local solo jolly around Ipswich area (anyone remember G-KATS?)
All well till post takeoff turn onto crosswind when door latch came undone with a bang and loads of sudden extraneous airflow noise.
Scared the sh*t out of me as I was still climbing and it took a second or two till I realised what was going on.
Then, No sweat, thought I , I'll just release the roof catch and give the door a good slam.
Un did the catch , bl**dy door swung out into the airstream and a/c yawed violently.
Could I close it? No chance.There then followed a bum tweaking circuit with me trying to hold the door closed, do my downwind checks and fly the aeroplane.
I managed to land safely but the roasting I got from the CFI I can still remember.
Never fiddled with the door in flight since.
Safe Flying
Cusco.
All well till post takeoff turn onto crosswind when door latch came undone with a bang and loads of sudden extraneous airflow noise.
Scared the sh*t out of me as I was still climbing and it took a second or two till I realised what was going on.
Then, No sweat, thought I , I'll just release the roof catch and give the door a good slam.
Un did the catch , bl**dy door swung out into the airstream and a/c yawed violently.
Could I close it? No chance.There then followed a bum tweaking circuit with me trying to hold the door closed, do my downwind checks and fly the aeroplane.
I managed to land safely but the roasting I got from the CFI I can still remember.
Never fiddled with the door in flight since.
Safe Flying
Cusco.
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What a great thread, here's some more bloopers for you all..
In a PA28 doing a short field take off, Flap 2 (at a short grass field), as I go to line up on the runway my brain thinks its driving a car and the reflex action is to release the handbrake (in a pa28 the flap lever) thus selecting zero flap. Didn't realise till just clearing the hedge why the climb was so poor..
On a summer cross country to Bembridge the PA28 engine was running rough, couldn't figure out why, on landing selecting idle cut-off did not kill the engine, so cut it with the ignition switch. had a cup of tea and then headed back, engine running rough again.. reported to instructor on landing who took 2 minutes to discover that the fuel primer was not locked into position, it was pushed closed but not locked..
Taking off in marginal VMC but with an IMC rating thinking no problem.. on return to the field the cloud ceiling was getting worse so decide to tune the NDB for the instrument approach.. problem.. the ADF controller had been removed for repair and I hadn't noticed during my VFR pre-flight ..
All valuable lessons learnt !
In a PA28 doing a short field take off, Flap 2 (at a short grass field), as I go to line up on the runway my brain thinks its driving a car and the reflex action is to release the handbrake (in a pa28 the flap lever) thus selecting zero flap. Didn't realise till just clearing the hedge why the climb was so poor..
On a summer cross country to Bembridge the PA28 engine was running rough, couldn't figure out why, on landing selecting idle cut-off did not kill the engine, so cut it with the ignition switch. had a cup of tea and then headed back, engine running rough again.. reported to instructor on landing who took 2 minutes to discover that the fuel primer was not locked into position, it was pushed closed but not locked..
Taking off in marginal VMC but with an IMC rating thinking no problem.. on return to the field the cloud ceiling was getting worse so decide to tune the NDB for the instrument approach.. problem.. the ADF controller had been removed for repair and I hadn't noticed during my VFR pre-flight ..
All valuable lessons learnt !
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Not serious but embarrassing nevertheless... and it happened last week!
All checks completed and start takeoff run when something claters up off the cowling, hits the windscreen and disappears over the cockpit. We power down, taxi back to apron, perform walkaround check, find nothing and taxi back to hold. Must have been a cig packet or similar chucked up by prop wash.
As we get to the hold we watch a Seneca that has just turned onto the RW for takeoff, edge forward, stop, edge forward again. What the hell are they doing? Then they come on over the radio, "Tower, there's a fuel strainer lying right on the threshold. Please send the fire truck to come and pick it up. Thanks."
I had popped it in the windscreen gutter while I was struggling with a stuck oil cap earlier
. My instructor turns to me and says, "Well, I'm sure as hell not going to tell them it's ours!"
All checks completed and start takeoff run when something claters up off the cowling, hits the windscreen and disappears over the cockpit. We power down, taxi back to apron, perform walkaround check, find nothing and taxi back to hold. Must have been a cig packet or similar chucked up by prop wash.
As we get to the hold we watch a Seneca that has just turned onto the RW for takeoff, edge forward, stop, edge forward again. What the hell are they doing? Then they come on over the radio, "Tower, there's a fuel strainer lying right on the threshold. Please send the fire truck to come and pick it up. Thanks."
I had popped it in the windscreen gutter while I was struggling with a stuck oil cap earlier
. My instructor turns to me and says, "Well, I'm sure as hell not going to tell them it's ours!"
Many years ago when I first trained for my PPL not only did I get close to being a statistic, I also nearly became a weather-vane.
I did the first 30 hours of my PPL on the Tomahawk and then changed to a different airfield, different school and a different aircraft: the Cherokee.
On the day of my Solo QXC the CFI realised that I'd never actually got round to soloing on the Cherokee (although I was about to). "Tell you what," says he, "one quick circuit and if you live through it just touch and go and head off on the cross-country."
This is made even more interesting by the fact that I've only got a handful of hours on the Cherokee and I've always departed and arrived on the same runway which points towards the beach and the sea. Today some idiot's moved the wind and I'm taking off towards the housing estate. No big deal, wouldn't even be worth mentioning if I was going to later prove to be an idiot myself.
So, off I go. One quick circuit, all seems okay. Wheels touch, quick look round to make sure everything's in the green, apply power.
Is the airspeed increasing? Not really.
Can I make rotate speed? Just about.
Thinks to myself, "That's odd, I thought it'd move quicker than this when solo."
Crawl into the air, towards the housing estate, and I do mean towards the housing estate. One particular red tiled roof with a big TV aerial is getting very, very close; but, luckily, not at any great speed.
Now I'm just about defying gravity and crawling towards a house which I really don't think I'll clear. Have a quick look around for a way out. Wait a minute, what's this big handbrake thing, I remember using it on finals, that's right, it's the flaps, and the last time I used it was on finals. I've crawled off the ground with a kitchen door hanging from each of my wings, that might explain the somewhat tardy performance.
Move said lever and, lo and behold, performance improves quite dramatically and I clear the house and the aerial.
Well, the CFI only stipulated that I had to live through the circuit, off we go on the cross-country. However, I was very, very careful the rest of the way.
I did the first 30 hours of my PPL on the Tomahawk and then changed to a different airfield, different school and a different aircraft: the Cherokee.
On the day of my Solo QXC the CFI realised that I'd never actually got round to soloing on the Cherokee (although I was about to). "Tell you what," says he, "one quick circuit and if you live through it just touch and go and head off on the cross-country."
This is made even more interesting by the fact that I've only got a handful of hours on the Cherokee and I've always departed and arrived on the same runway which points towards the beach and the sea. Today some idiot's moved the wind and I'm taking off towards the housing estate. No big deal, wouldn't even be worth mentioning if I was going to later prove to be an idiot myself.
So, off I go. One quick circuit, all seems okay. Wheels touch, quick look round to make sure everything's in the green, apply power.
Is the airspeed increasing? Not really.
Can I make rotate speed? Just about.
Thinks to myself, "That's odd, I thought it'd move quicker than this when solo."
Crawl into the air, towards the housing estate, and I do mean towards the housing estate. One particular red tiled roof with a big TV aerial is getting very, very close; but, luckily, not at any great speed.
Now I'm just about defying gravity and crawling towards a house which I really don't think I'll clear. Have a quick look around for a way out. Wait a minute, what's this big handbrake thing, I remember using it on finals, that's right, it's the flaps, and the last time I used it was on finals. I've crawled off the ground with a kitchen door hanging from each of my wings, that might explain the somewhat tardy performance.
Move said lever and, lo and behold, performance improves quite dramatically and I clear the house and the aerial.
Well, the CFI only stipulated that I had to live through the circuit, off we go on the cross-country. However, I was very, very careful the rest of the way.
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Oh, the old 'handbrake' in the Piper. Been there, done that, but only ever whilst taxying and mistaking it for the parking brake. Always found that quite amusing. Always been of the opinion that most a/c designers shouldn't be left witha crayon unsupervised (except for the Bulldog of course).
On the subject of brakes, I did once come rather too close for comfort to turning an instructor and his a/c into sliced ham and toast by failing to carry out my cockpit transit checks properly.
I was out in Phoenix in Arizona doing the VFR segment of my training leading up to the CPL skills test, and the ramp was fairly well packed with the school aircraft, each row facing the other across the yellow taxi line, with a further series of a/c parked tail-to-tail behind each row, facing their own taxi lines.
I had just taken the aircraft (PA28) from another student who had taxied in a few minutes earlier and carried out the brief pre-flight transit checks. The cockpit check was little more than a quick scan inside to make sure everything was off before I stuck my head in the cowling to check the oil. No need to be too thorough I reckoned, he was a good mate and I hadn't yet found any of the lads had left me with a problem to sort out. All seemed OK, exterior check was fine too, so jumped in and ran through the pre-starts.
Another a/c had just taxied in to my section of the apron, and shut down with it's nose just a few yards away so that it could be pushed back onto it's parking spot. So I waited until it had been pushed back a safe distance, called "Clear" and started the prop.
As soon as the engine caught, the aircraft shot forward!!!
In my haste to carry out the checks and go flying, I hadn't actually physically checked the parking brake was set - it wasn't. My mate had obviously missed it on his shut down checks too. Very fortunately I had the toe brakes covered from force of habit, so I rolled no more than 2-3 feet before I jammed them on.
The FI pushing the other a/c back looked only mildly interested at seeing me a few feet closer than when he had last seen me, but his stude in the a/c had eyes on stalks. For myself, I was in a bit of a cold sweat, even though it was pushing 100F outside.
Nothing said, but ever since then the toe brakes have not just been covered, but depressed during start, just in case I'm ever dumb enough to do that again. Just glad I didn't revert to car mode and pull on the 'handbrake'.
On the subject of brakes, I did once come rather too close for comfort to turning an instructor and his a/c into sliced ham and toast by failing to carry out my cockpit transit checks properly.
I was out in Phoenix in Arizona doing the VFR segment of my training leading up to the CPL skills test, and the ramp was fairly well packed with the school aircraft, each row facing the other across the yellow taxi line, with a further series of a/c parked tail-to-tail behind each row, facing their own taxi lines.
I had just taken the aircraft (PA28) from another student who had taxied in a few minutes earlier and carried out the brief pre-flight transit checks. The cockpit check was little more than a quick scan inside to make sure everything was off before I stuck my head in the cowling to check the oil. No need to be too thorough I reckoned, he was a good mate and I hadn't yet found any of the lads had left me with a problem to sort out. All seemed OK, exterior check was fine too, so jumped in and ran through the pre-starts.
Another a/c had just taxied in to my section of the apron, and shut down with it's nose just a few yards away so that it could be pushed back onto it's parking spot. So I waited until it had been pushed back a safe distance, called "Clear" and started the prop.
As soon as the engine caught, the aircraft shot forward!!!
In my haste to carry out the checks and go flying, I hadn't actually physically checked the parking brake was set - it wasn't. My mate had obviously missed it on his shut down checks too. Very fortunately I had the toe brakes covered from force of habit, so I rolled no more than 2-3 feet before I jammed them on. The FI pushing the other a/c back looked only mildly interested at seeing me a few feet closer than when he had last seen me, but his stude in the a/c had eyes on stalks. For myself, I was in a bit of a cold sweat, even though it was pushing 100F outside.
Nothing said, but ever since then the toe brakes have not just been covered, but depressed during start, just in case I'm ever dumb enough to do that again. Just glad I didn't revert to car mode and pull on the 'handbrake'.
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Well, I solo'ed in an airplane before i solo'ed in a car so ive always been worried about the handbrake/flaps mixup (as i fly a cherokee too), but never have actually had a confrontation on either side.
Its very intresting to be reading all of this. If i had time i would make a list of all the things us pilot's have forgotten or missed, that just isn't written down anywhere. Carry it around as a checklist maybe
T13x
Its very intresting to be reading all of this. If i had time i would make a list of all the things us pilot's have forgotten or missed, that just isn't written down anywhere. Carry it around as a checklist maybe
T13x
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Another one who has made the PA28 mixture/throttle error. I was taking a friend from uni for a look around Warwickshire & reduced power to descend. It seemed to be taking a long time so I reached down & pulled the throttle out more... only to find the mixture out... Fortunately, nothing went wrong & my passenger didn't notice!
Not so N, but still FG
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Personal bętises too numerous to mention, but a particularly memorable one involved repeatedly attempting to land downwind and downhill on a short farmstrip on account of a crass failure to notice that the windsock had done a one-eighty in the few minutes since I had departed the strip (a storm cell having passed on one side of the strip whilst I was twirly-whirling a little way to the other side) . Very big “durrr” moment when I finally figured out what the problem was.
Last edited by FNG; 26th Mar 2004 at 11:22.
Reading all of these excellent anecdotes has reminded me of another occasion when things could have turned out very differently.
I was being aerotowed in a glider from Dunstable to Cranfield in heavy rain showers with thunder. When I arrived within safe gliding distance from Cranfield I released from the tow and, knowing I would have to wait for the crew to drive up, I decided to play with the lift close to the showers. Eventually things got a bit hairy and I decided to quit while I could still see the airfield through heavy rain. At 3000' I planned to fly to the north of the field, ATC had closed for the night. My plan was to land as close to the hangars as I could as there would only be two of us to put it away.
As I crossed the southern boundary I flew into the most incredible sink I had ever experienced. I lost nearly all the 3000' just crossing the airfield. It felt as if a giant had grabbed the tail and was lifting it up. As I crossed the main runway, at about 200', a RN Heron (four engined not feathered) passed underneath me - he had just landed.
If he had been taking off, as he then did after dropping someone off, I am sure he would have been even closer. I've just thought that, if he had taken off into that sink in a Heron, he would have probably become another statistic too.
I was being aerotowed in a glider from Dunstable to Cranfield in heavy rain showers with thunder. When I arrived within safe gliding distance from Cranfield I released from the tow and, knowing I would have to wait for the crew to drive up, I decided to play with the lift close to the showers. Eventually things got a bit hairy and I decided to quit while I could still see the airfield through heavy rain. At 3000' I planned to fly to the north of the field, ATC had closed for the night. My plan was to land as close to the hangars as I could as there would only be two of us to put it away.
As I crossed the southern boundary I flew into the most incredible sink I had ever experienced. I lost nearly all the 3000' just crossing the airfield. It felt as if a giant had grabbed the tail and was lifting it up. As I crossed the main runway, at about 200', a RN Heron (four engined not feathered) passed underneath me - he had just landed.
If he had been taking off, as he then did after dropping someone off, I am sure he would have been even closer. I've just thought that, if he had taken off into that sink in a Heron, he would have probably become another statistic too.
Join Date: Oct 2002
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A couple from my training at Gillespie.
Firstly getting lost on one of my cross countrys and spending a lot of time circling what I think is the right lake but am not sure, before reversing course to find my last checkpoint (a big tarmac runway with the name on it so easy to find thank god) and then heading back in across the moutains.
Having spent almost an hour trying to fix my location, by this time it was getting very late and and I was flying into the setting sun, the marine layer had come in and the valleys were filled with fog so I couldn't really see any ground features. Got to about 5 miles out and really started to worry that I was going to fly into a hill as I was decending into the fog/mist to keep under the Socal airspace and wasn't 50% sure of my position let alone 100%. Thankfully I swallowed my pride and called up the tower who gave my a vector and after a minute I managed to see the lights of 27R off my right wing and was able to carry out a normal 3 mile approach all be it in a very murky twilight.
It was only when I was on the ground again that I realised I still had my sunglasses on which obviously hadn't helped
The second was getting my procedures wrong during a go around and forgetting to take of the drag flap, wondering why I wasn't gaining speed or climbing despite having full power. My instructor had noticed but was waiting for me to solve it myself when we hit a bit of turbulence at about 100ft agl and the left wing dropped. He reached for the flap lever to take the drag off, I think he is reaching for the controls so let go of the yoke and shout "you have control", so for the time it takes him to change the direction of his arm from flap to yoke we are flying at just above stall speed, 100ft above the ground, in slight turbulence, with no one on the controls. I'm not quite sure who was more scared me or him, but I still managed to go solo later that day and I never forget the flap now.
Firstly getting lost on one of my cross countrys and spending a lot of time circling what I think is the right lake but am not sure, before reversing course to find my last checkpoint (a big tarmac runway with the name on it so easy to find thank god) and then heading back in across the moutains.
Having spent almost an hour trying to fix my location, by this time it was getting very late and and I was flying into the setting sun, the marine layer had come in and the valleys were filled with fog so I couldn't really see any ground features. Got to about 5 miles out and really started to worry that I was going to fly into a hill as I was decending into the fog/mist to keep under the Socal airspace and wasn't 50% sure of my position let alone 100%. Thankfully I swallowed my pride and called up the tower who gave my a vector and after a minute I managed to see the lights of 27R off my right wing and was able to carry out a normal 3 mile approach all be it in a very murky twilight.
It was only when I was on the ground again that I realised I still had my sunglasses on which obviously hadn't helped
The second was getting my procedures wrong during a go around and forgetting to take of the drag flap, wondering why I wasn't gaining speed or climbing despite having full power. My instructor had noticed but was waiting for me to solve it myself when we hit a bit of turbulence at about 100ft agl and the left wing dropped. He reached for the flap lever to take the drag off, I think he is reaching for the controls so let go of the yoke and shout "you have control", so for the time it takes him to change the direction of his arm from flap to yoke we are flying at just above stall speed, 100ft above the ground, in slight turbulence, with no one on the controls. I'm not quite sure who was more scared me or him, but I still managed to go solo later that day and I never forget the flap now.
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caught in wake turbulence...
Few years ago whilst PPL training at EGLM...
Flying the circuit in a PA28, with instructor (think it was 29 RH). The circuit pattern was very busy that afternoon. I Turned finals at 500ft and had a YAK infront. but figured he's way faster + powerful and he'll land and be off before I touch down.
For some strange reason I decided to drop height, so picture the scene. He's ahead, decending to land I'm further behind him but lower... All of a sudden right wing drops at approx 300ft and were rolling sharply right towards 90 degrees. I shout "What the?? ...". Instructor grabs controls and rescues situation (full power,opp. rudder and ailerons neutral).
Taught me a lesson, a valuable one at that.
Yep I've also pulled the mixture instead of throttle. Thankfully it was on the ground whilst doing power checks.
Regards.
Has.
Flying the circuit in a PA28, with instructor (think it was 29 RH). The circuit pattern was very busy that afternoon. I Turned finals at 500ft and had a YAK infront. but figured he's way faster + powerful and he'll land and be off before I touch down.
For some strange reason I decided to drop height, so picture the scene. He's ahead, decending to land I'm further behind him but lower... All of a sudden right wing drops at approx 300ft and were rolling sharply right towards 90 degrees. I shout "What the?? ...". Instructor grabs controls and rescues situation (full power,opp. rudder and ailerons neutral).
Taught me a lesson, a valuable one at that.
Yep I've also pulled the mixture instead of throttle. Thankfully it was on the ground whilst doing power checks.
Regards.
Has.
Join Date: Nov 2003
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I've had a few mishaps in my short time too.
The one which most shook me up was a particularly heavy landing as a result of flaring too high on a PFL to the airfield in a 14kt crosswind. Just as I thought it's time to go around the plane dropped the 2 feet I was above the runway, leaving my stomach up there.
One incident which just plain made me jump out of my skin was when the canopy very rapidly shot backwards into the fully open position just as the wheels left the ground. Good job there was a second pair of hands to close it because all I could do was swear. It turns out that the canopy was secured but the latch had become worn and was prone to releasing, as the next pilot found out. However, checking the canopy is closed is a high priority for me now.
Had an F15 pass very close under me when I was on top in a loop. (very loud engines) He'd seen me thankfully!
I find that I natter to myself when I am solo and as I do checks from memory I feel that saying them aloud (which is how I learned them) helps me remember them. However, we have ground crew at my airfield and one day I felt a bit stupid talking to myself in front of him so I did all the checks silently. I looked alot more stupid doing the after-start checks (lowering flap, asking groundcrew to check pitot heat etc.) before starting the engine!
SR
The one which most shook me up was a particularly heavy landing as a result of flaring too high on a PFL to the airfield in a 14kt crosswind. Just as I thought it's time to go around the plane dropped the 2 feet I was above the runway, leaving my stomach up there.
One incident which just plain made me jump out of my skin was when the canopy very rapidly shot backwards into the fully open position just as the wheels left the ground. Good job there was a second pair of hands to close it because all I could do was swear. It turns out that the canopy was secured but the latch had become worn and was prone to releasing, as the next pilot found out. However, checking the canopy is closed is a high priority for me now.
Had an F15 pass very close under me when I was on top in a loop. (very loud engines) He'd seen me thankfully!
I find that I natter to myself when I am solo and as I do checks from memory I feel that saying them aloud (which is how I learned them) helps me remember them. However, we have ground crew at my airfield and one day I felt a bit stupid talking to myself in front of him so I did all the checks silently. I looked alot more stupid doing the after-start checks (lowering flap, asking groundcrew to check pitot heat etc.) before starting the engine!
SR