When you almost became... "Another Statistic"
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When you almost became... "Another Statistic"
I thought i would share with everyone the times when i had a close call, I also invite anyone else who has a story to pipe up.
It was last August (2003), the second time i had ever solo'd outside the airport vacinity to the practice area 12 miles west. I was returning and flying in the direction of the airport, but five minutes over due and i was desperatly searching for it. Then, i saw it, out of nowhere it had appeared just off the right wing tip. The problem was, i had contacted the tower 10 minutes ago, and he had told me to report right downwind. Well, i was nowhere near that, i was about 5 miles to far out, and was almost set up to turn a long base. I freaked out, wrenching the yoke hard to the left, i made a split second 180 degree turn using about 65 degrees of bank, my heart pounding out of my chest, ive never been so scared in my life. In the mean time the tower thought i was going to report a right downwind, which i was overdue for by about 5 minutes already. At the moment i rolled out 180 degrees later, the tower contacted me and asked for my present location. I panicked and told them i was about five miles out still inbound. So now I was parallel to the runway going the wrong way in plain sight of the tower, not to mention i was ignoring my alititude indicator, drastically falling below TPA. At that point i applied full power, and cranked the yoke foward to hold fairly level flight. When i reached the wrong end of the runway, still going the wrong way a few minutes later, i then executed the same type of rash 180 turn to the left to finally set up for the correct right downwind. I landed uneventfully shortly thereafter, quite shookin up though.
The fifth or so time i had solo'ed in the traffic pattern, I was flying a right downwind to runway 32 (which is 7000 ft long). The tower requested that i alter my approach to land on runway 30 (which is 4500 ft and right beside 32). I accepted the tower's request, and landed long for the touch and go. Next, (I don't know what i was thinking,) but I rashly applied full power in hope of getting it off the ground before the end of the runway. I was successful, but barly cleared the trees at the end, (i actually shut my eyes for about 3 second really hard because i thought it was over). I don't really remmember talking to my flight instructor prior to that about landing on runways besides 32, but after the flight, i briefly asked him, and he said to stick to the longer runway untill we talk about runway legnths, takeoff distances, etc.
I never told him about either of these incidents, actually i have never told anyone. I just hope i'm not the only one with a story like this
I hope nobody is conceiving me as an unsafe pilot, or unfit, as i have been working on my license for almost three years off and on. I am learning to be patient, and to think before acting, and especially, to look before turning!
Thanks
T13x
It was last August (2003), the second time i had ever solo'd outside the airport vacinity to the practice area 12 miles west. I was returning and flying in the direction of the airport, but five minutes over due and i was desperatly searching for it. Then, i saw it, out of nowhere it had appeared just off the right wing tip. The problem was, i had contacted the tower 10 minutes ago, and he had told me to report right downwind. Well, i was nowhere near that, i was about 5 miles to far out, and was almost set up to turn a long base. I freaked out, wrenching the yoke hard to the left, i made a split second 180 degree turn using about 65 degrees of bank, my heart pounding out of my chest, ive never been so scared in my life. In the mean time the tower thought i was going to report a right downwind, which i was overdue for by about 5 minutes already. At the moment i rolled out 180 degrees later, the tower contacted me and asked for my present location. I panicked and told them i was about five miles out still inbound. So now I was parallel to the runway going the wrong way in plain sight of the tower, not to mention i was ignoring my alititude indicator, drastically falling below TPA. At that point i applied full power, and cranked the yoke foward to hold fairly level flight. When i reached the wrong end of the runway, still going the wrong way a few minutes later, i then executed the same type of rash 180 turn to the left to finally set up for the correct right downwind. I landed uneventfully shortly thereafter, quite shookin up though.
The fifth or so time i had solo'ed in the traffic pattern, I was flying a right downwind to runway 32 (which is 7000 ft long). The tower requested that i alter my approach to land on runway 30 (which is 4500 ft and right beside 32). I accepted the tower's request, and landed long for the touch and go. Next, (I don't know what i was thinking,) but I rashly applied full power in hope of getting it off the ground before the end of the runway. I was successful, but barly cleared the trees at the end, (i actually shut my eyes for about 3 second really hard because i thought it was over). I don't really remmember talking to my flight instructor prior to that about landing on runways besides 32, but after the flight, i briefly asked him, and he said to stick to the longer runway untill we talk about runway legnths, takeoff distances, etc.
I never told him about either of these incidents, actually i have never told anyone. I just hope i'm not the only one with a story like this
I hope nobody is conceiving me as an unsafe pilot, or unfit, as i have been working on my license for almost three years off and on. I am learning to be patient, and to think before acting, and especially, to look before turning!
Thanks
T13x
The Original Whirly
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Thief13x,
Thanks for being brave enough to post this. I don't think you're an unsafe pilot, just an inexperienced one. And honest, which is rare. And learning, which we all are.
Do the rest of us have stories like that? I certainly do. On my first flight after getting my PPL(A), I flew over the Welsh mountains from Welshpool to Caernarfon. When I set out to return, the cloud over the mountains had increased. I flew myself into what I thought was a tiny little cloud, which turned out to be a nasty big bumpy cloud. The story I've always told is that I quickly did a 180 and got out again. It's true, but I've omitted to mention the bumps, steep rate of descent, fear verging on panic, realisation that it's easy to talk about doing a 180 in cloud, but hard to do it. Eventually I got out, orbited over the coast to calm down, and flew back round the coastline, a much older and wiser pilot.
A friend who'd got his PPL around the same time, flew across those same hills, ran into cloud on the way back, and climbed above it. He ended up over an overcast, with no idea whether or not he was beyond the hills. He should have talked to someone on the radio and explained his predicament, but didn't; he decended when he thought it was safe...and luckily got away with it. He told me, but forbade me to tell anyone else!
I'm sure other pilots have similar stories to tell; whether they'll tell them or not is another matter. But we should all be able to be open, and learn from such experiences, our own and others. And one thing that your story and my friend's show is that you should never be afraid to talk on the radio. If you screw up, tell someone. You won't be the first. Being lost, in the wrong place, or not where you said you were, are not hanging offences. If you tell someone, they can help you.
Some years later, flying to Paris in a helicopter, we got lost on the Paris heli-routes. There we were, in the centre of Paris, approaching the Arc de Triomphe at 1500 ft, with no idea where we were. My radio call went like this:
"Molyneux, I'm sorry, but we're not where I just told you we were. In fact, I've no idea where we are".
"You can't say that on the radio", said my aghast co-pilot.
"I just did", I replied. "What else could I do?"
ATC gave us a sqwawk, found us, and directed us to the heliport. No problem. It happens. It's called being human.
Thanks for being brave enough to post this. I don't think you're an unsafe pilot, just an inexperienced one. And honest, which is rare. And learning, which we all are.
Do the rest of us have stories like that? I certainly do. On my first flight after getting my PPL(A), I flew over the Welsh mountains from Welshpool to Caernarfon. When I set out to return, the cloud over the mountains had increased. I flew myself into what I thought was a tiny little cloud, which turned out to be a nasty big bumpy cloud. The story I've always told is that I quickly did a 180 and got out again. It's true, but I've omitted to mention the bumps, steep rate of descent, fear verging on panic, realisation that it's easy to talk about doing a 180 in cloud, but hard to do it. Eventually I got out, orbited over the coast to calm down, and flew back round the coastline, a much older and wiser pilot.
A friend who'd got his PPL around the same time, flew across those same hills, ran into cloud on the way back, and climbed above it. He ended up over an overcast, with no idea whether or not he was beyond the hills. He should have talked to someone on the radio and explained his predicament, but didn't; he decended when he thought it was safe...and luckily got away with it. He told me, but forbade me to tell anyone else!
I'm sure other pilots have similar stories to tell; whether they'll tell them or not is another matter. But we should all be able to be open, and learn from such experiences, our own and others. And one thing that your story and my friend's show is that you should never be afraid to talk on the radio. If you screw up, tell someone. You won't be the first. Being lost, in the wrong place, or not where you said you were, are not hanging offences. If you tell someone, they can help you.
Some years later, flying to Paris in a helicopter, we got lost on the Paris heli-routes. There we were, in the centre of Paris, approaching the Arc de Triomphe at 1500 ft, with no idea where we were. My radio call went like this:
"Molyneux, I'm sorry, but we're not where I just told you we were. In fact, I've no idea where we are".
"You can't say that on the radio", said my aghast co-pilot.
"I just did", I replied. "What else could I do?"
ATC gave us a sqwawk, found us, and directed us to the heliport. No problem. It happens. It's called being human.
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I think its really good to write about these things as it helps you analyse the situations and prevent them from happening in future.
I was taken by surprise flying at high density altitude during my hour building in California. I was taking off from South Lake Tahoe (about 6500'AMSL) and it was about 27 Degrees c. the runway length is about 2500m which would seem like ample length for a little PA28. I decided to fill the tanks rather than refuel enroute (to Los Angeles). There were 3 of us on board with little baggage. I was quite confident that runway length would not be an issue and due to rising ground to the South, I decided to depart to the North, over the lake. Unfortunately assumption is the mother of all ***k ups as was later discovered. I did not really consider the terrible climb rate that we would experience at about 9000' density altitude and seemed to have been lured into a false sense of security by the length of the runway. This was made even worse by accepting a slight tail wind (about 4-5 kts) so that I could use the northerly runway.
The result was a take off run that seemed to take forever and a very wobbly lift off. The plane was very reluctant to climb above about 400fpm, and I had to concentrate on keeping the nose down to prevent stalling. We did clear the trees (obviously) but it was far too close for comfort and there was very little room for error. Had I flown into a downdraft or had engine trouble I probably wouldn't be here today, and neither would my passengers.
In retrospect there are a few things I didnt do which i feel i should have:
(1) Check the performance handbook. it only takes a couple of minutes. The fact that the runway was quite long resulted in my assumption that the rest of the takeoff would be ok.
(2) Keep the take off mass down. i could easily have chosen a field enroute for refuelling, and it would have also been a nice addition to my log book.
(3) I still think that using the northerly runway was the correct idea due to the rising ground to the South. I did underestimate the effect of the tailwind though even though it was only light.
These sorts of issues dont normally apply in the UK due to the low elevations but I think that my previous lack of exposure to density altitude increased my vulnerability and complacency.
I was taken by surprise flying at high density altitude during my hour building in California. I was taking off from South Lake Tahoe (about 6500'AMSL) and it was about 27 Degrees c. the runway length is about 2500m which would seem like ample length for a little PA28. I decided to fill the tanks rather than refuel enroute (to Los Angeles). There were 3 of us on board with little baggage. I was quite confident that runway length would not be an issue and due to rising ground to the South, I decided to depart to the North, over the lake. Unfortunately assumption is the mother of all ***k ups as was later discovered. I did not really consider the terrible climb rate that we would experience at about 9000' density altitude and seemed to have been lured into a false sense of security by the length of the runway. This was made even worse by accepting a slight tail wind (about 4-5 kts) so that I could use the northerly runway.
The result was a take off run that seemed to take forever and a very wobbly lift off. The plane was very reluctant to climb above about 400fpm, and I had to concentrate on keeping the nose down to prevent stalling. We did clear the trees (obviously) but it was far too close for comfort and there was very little room for error. Had I flown into a downdraft or had engine trouble I probably wouldn't be here today, and neither would my passengers.
In retrospect there are a few things I didnt do which i feel i should have:
(1) Check the performance handbook. it only takes a couple of minutes. The fact that the runway was quite long resulted in my assumption that the rest of the takeoff would be ok.
(2) Keep the take off mass down. i could easily have chosen a field enroute for refuelling, and it would have also been a nice addition to my log book.
(3) I still think that using the northerly runway was the correct idea due to the rising ground to the South. I did underestimate the effect of the tailwind though even though it was only light.
These sorts of issues dont normally apply in the UK due to the low elevations but I think that my previous lack of exposure to density altitude increased my vulnerability and complacency.
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The thing that scares me is a mid-air. Yea, I know the chances are very low, but I have come close several times in these bloody "practice areas". Several times remain vivid im my mind...
First time that made me realise how dangerous they are was after departure, our route took us into one of these areas before heading off en-route. We were two PPLs onboard, scanning the skies, called up for a radar service and got an immediate "traffic alert, traffic less than quater of a mile same altitude". Of course it was hidden by the wing in a Cessna (horrible things, high wings), we saw it, coming straight for us from the left. Theoretically it was our right of way, but as the other party hadn't seen us, our avoiding action was to dive. I'm not exagerating how dangerous these areas can be, two instructors from the same school, with two students onboard collided a couple of year earlier, killing all 4 of them.
Second time, we were IFR, though the weather had become Vmc as we neared our destination. We were issued a descent clearance (this time in a low wing), and started descending. Soon after, pop-up traffic appeared on the controllers screen and he issued a traffic alert. Apparently an aircraft was climbing below us (turned out to be a Cessna), and we were descending on top of him. He had been below the controllers coverage until we got fairly close, but sods law we were about to occupy the same area of sky.
And finally, on a different note, early in my ME days I almost crashed a Seneca at Sedona. The landing was so bad that I felt like I had lost it, I was literally out of control, and waiting for the UC to collapse, or us to cartwheel or something. Still, I got away with it and it was evening so there weren't many people around to see
EA
First time that made me realise how dangerous they are was after departure, our route took us into one of these areas before heading off en-route. We were two PPLs onboard, scanning the skies, called up for a radar service and got an immediate "traffic alert, traffic less than quater of a mile same altitude". Of course it was hidden by the wing in a Cessna (horrible things, high wings), we saw it, coming straight for us from the left. Theoretically it was our right of way, but as the other party hadn't seen us, our avoiding action was to dive. I'm not exagerating how dangerous these areas can be, two instructors from the same school, with two students onboard collided a couple of year earlier, killing all 4 of them.
Second time, we were IFR, though the weather had become Vmc as we neared our destination. We were issued a descent clearance (this time in a low wing), and started descending. Soon after, pop-up traffic appeared on the controllers screen and he issued a traffic alert. Apparently an aircraft was climbing below us (turned out to be a Cessna), and we were descending on top of him. He had been below the controllers coverage until we got fairly close, but sods law we were about to occupy the same area of sky.
And finally, on a different note, early in my ME days I almost crashed a Seneca at Sedona. The landing was so bad that I felt like I had lost it, I was literally out of control, and waiting for the UC to collapse, or us to cartwheel or something. Still, I got away with it and it was evening so there weren't many people around to see
EA
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20ft from a mid air. My fault, student pilot, head down in the cockpit on XC leg. Looked up to see a 172 go over my head on a direct 90 degree path coming in from the channel. I learnt to look out after that. 
Pulled lean cut rather than carb heat when switching from Warrior to Robin. Don't know who got a bigger shock - me or the instructor.
Inadvertant spiral dive, solo student. I learnt to do them deliberately after that.
Pulled lean cut rather than carb heat when switching from Warrior to Robin. Don't know who got a bigger shock - me or the instructor.
Inadvertant spiral dive, solo student. I learnt to do them deliberately after that.
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I thought I was the only one. My most dangerous cock-ups to date were all in the first few hours of solo consolidation. Here's a few:
Dead-cut instead of throttle back at top of a climb.
12 o'clock meeting with a tornado, having misunderstood "a not above 1500'" MATZ clearance.
A very scary recovery from a PFL onto a field that looked attractively uphill. Might have been great for an actual landing, but seemed to be almost impossibly steep to climb away from.
A perfect rejoin downwind for 27 LH. It was only when I was about to call downwind that I realised my mental picture was in fact reversed and I was downwind for 09 RH. Fortunately there was no other traffic in the circuit at the time.
Dead-cut instead of throttle back at top of a climb.
12 o'clock meeting with a tornado, having misunderstood "a not above 1500'" MATZ clearance.
A very scary recovery from a PFL onto a field that looked attractively uphill. Might have been great for an actual landing, but seemed to be almost impossibly steep to climb away from.
A perfect rejoin downwind for 27 LH. It was only when I was about to call downwind that I realised my mental picture was in fact reversed and I was downwind for 09 RH. Fortunately there was no other traffic in the circuit at the time.
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Me too. On first XC during TOC check - even made a PAN call.
I pulled the mixture instead of carb heat to hear buttock-clenching sputtering. Thing is, I still didn't realise what I had done wrong as was convinced I had carb ice and needed to let it clear. So I pulled the mixture until the donkey was on its last cough. Only then did the euro drop and I realised the error of my ways.
Never done that again
I pulled the mixture instead of carb heat to hear buttock-clenching sputtering. Thing is, I still didn't realise what I had done wrong as was convinced I had carb ice and needed to let it clear. So I pulled the mixture until the donkey was on its last cough. Only then did the euro drop and I realised the error of my ways.
Never done that again
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I thought I was the only one.
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Interesting to read of the Mixture / Carb Heat confusion among students. Before I started flying someone did this at Barton leading to a forced landing (must have been early '70s). At that time in C150s both controls were similar except in colour - they 'felt' the same.
Then Cessna changed the mixture control so that you needed to press in the knob on the end before the control would pull out, to prevent this very scenario. On the occasions where folk have done this, was it with the 'new' type of mixture control or the old?
Me? I was going to Welshpool years ago in the Chippy, back when Welshpool was a strip. Viz was bad, so we followed the railway from Crewe to Shrewesbury, then from Shrewsbury towards Welshpool. But Welshpool didn't come up on cue (the bloke in the back was supposed to be navigating, but I was P1). Eventually we found ourselves overhead a large town. I checked the map and identified Hereford! If you are going to follow a railway line, make sure it's the right one
SSD
Then Cessna changed the mixture control so that you needed to press in the knob on the end before the control would pull out, to prevent this very scenario. On the occasions where folk have done this, was it with the 'new' type of mixture control or the old?
Me? I was going to Welshpool years ago in the Chippy, back when Welshpool was a strip. Viz was bad, so we followed the railway from Crewe to Shrewesbury, then from Shrewsbury towards Welshpool. But Welshpool didn't come up on cue (the bloke in the back was supposed to be navigating, but I was P1). Eventually we found ourselves overhead a large town. I checked the map and identified Hereford! If you are going to follow a railway line, make sure it's the right one
SSD
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On the occasions where folk have done this, was it with the 'new' type of mixture control or the old?
Main reason I did it because I hit overload on my dual-QXC (thanks to a part-time instructor who flew for BA and thought it made him walk on water. Visiting Wycombe sent his ego into overdrive and he criticized everything I did the whole way round - "Stupid Boy!"). After a while I just about lost the ability to fly... nearly killing the engine made him shut up and me snap out of it a bit, so I guess there was some use to it
Ramasseur des pommes
Haze
On my second trip with a passenger, we were heading back home when I turned to head directly west. In the low winter afternoon sun, and with some unexpected haze, the visibility seemed next to zero. I was only ten miles from home, and could have got there using the local VOR, but not being IMC rated or even Night Rated decided that the right thing was to divert. I diverted to the nearest airport to the east, feeling very disorientated and had to leave the aircraft there overnight. My passenger said that he didn't know anything was wrong and enjoyed the diversion! 
The worst part was getting up at dawn to get a train and taxi to the airport the next morning in order to get the aircraft back home in time for the start of the busy Saturday flying. Beware haze!
AppleMacster
My passenger said that he didn't know anything was wrong and enjoyed the diversion! The worst part was getting up at dawn to get a train and taxi to the airport the next morning in order to get the aircraft back home in time for the start of the busy Saturday flying. Beware haze!
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Interesting to read of the Mixture / Carb Heat confusion among students.
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Theif, This happens to everyone (or will happen to everyone). The only difference is you were big enough to admit it.
I've had a few, including going head to head with someone on down wind. Immediately I thought I had misread the pattern so I kept quiet but he/she was just in the wrong place or unaware they were over an airfield. Any way , I avoided and the other one carried on. Lesson learned, just because you are in the pattern does not mean everyone else is.
As Viper put it 'A good pilot will evaluate what has happenned so he can apply what he has learned' (and pass it onto others).
I've had a few, including going head to head with someone on down wind. Immediately I thought I had misread the pattern so I kept quiet but he/she was just in the wrong place or unaware they were over an airfield. Any way , I avoided and the other one carried on. Lesson learned, just because you are in the pattern does not mean everyone else is.
As Viper put it 'A good pilot will evaluate what has happenned so he can apply what he has learned' (and pass it onto others).
Spoon PPRuNerist & Mad Inistrator
Again, as a low hours solo consolidation student I had completed some t+gs and landed when I was requested to expedite vacating for a twin coming in behind me.
So I kept the speed up to the end of the runway and tried to brake. Nothing.
I'd got my feet OVER the toe brakes!
I vacated on 2 wheels!
Lucky to get away with it, but I learned 2 things - not to get hassled in to making mistakes and to be certain that I know where and how the controls operate BEFORE I need them!
SD
So I kept the speed up to the end of the runway and tried to brake. Nothing.
I'd got my feet OVER the toe brakes!
I vacated on 2 wheels!
Lucky to get away with it, but I learned 2 things - not to get hassled in to making mistakes and to be certain that I know where and how the controls operate BEFORE I need them!
SD
Oh dear oh dear...
How much time do you have..all night?
#solo xc for ppl, decided to decend to 1000' to get a better view of the scenery, nearly flew into a 1240'AGL radio tower...
#time building for CPL, got lost 5 times in one 5hr flight..talk about preflight planning
#time building for CPL approach to a non tower airport, made all the calls for 18 and was looking for a Cessna twin departing 18,
looked up and saw him coming straight at me I was final 36!
#got caught stretching daylight and ended up flying 30min in the dark without having any night experience...
#at night on final for one airport and talking to the twr of the next one 5 miles north
#pushing things weather wise and ending up diverting in stuff that the briefer called..IFR not recommended
Anyway so far for the embarrasing
ups
The real scary stuff:
3 vacuum pump failures
2 attitude indicator failures
5 partial engine failures (one at night and one 300' after T/O)
6 near misses of which two were in the hands of higher powers 'cause there was nothing I could do to avoid, literally split second flashes of something going by..
Witness to two crashes..one fatal..
The scary stuff all happened in 3.5 years of flightinstruction, I'm still alive and kicking and a lot more careful than I used to be.
With instrument students I always get radar service and as soon as reasonable I file a Instr. flight plan to be sure of additional help in traffic avoidance.
Does not always help, a couple of weeks ago I was flying an airway at 6000' above a broken layer and almost ran into this clown doing aerobatics with his transponder turned to mode A only so Radar didn't bother giving me a traffic call
Anyway keep it coming...maybe we can make this thread a sticky..
no sense in making a mistake that lotsa people already made for you..
#solo xc for ppl, decided to decend to 1000' to get a better view of the scenery, nearly flew into a 1240'AGL radio tower...
#time building for CPL, got lost 5 times in one 5hr flight..talk about preflight planning
#time building for CPL approach to a non tower airport, made all the calls for 18 and was looking for a Cessna twin departing 18,
looked up and saw him coming straight at me I was final 36!
#got caught stretching daylight and ended up flying 30min in the dark without having any night experience...
#at night on final for one airport and talking to the twr of the next one 5 miles north
#pushing things weather wise and ending up diverting in stuff that the briefer called..IFR not recommended
Anyway so far for the embarrasing
upsThe real scary stuff:
3 vacuum pump failures
2 attitude indicator failures
5 partial engine failures (one at night
and one 300' after T/O)6 near misses of which two were in the hands of higher powers 'cause there was nothing I could do to avoid, literally split second flashes of something going by..
Witness to two crashes..one fatal..
The scary stuff all happened in 3.5 years of flightinstruction, I'm still alive and kicking and a lot more careful than I used to be.
With instrument students I always get radar service and as soon as reasonable I file a Instr. flight plan to be sure of additional help in traffic avoidance.
Does not always help, a couple of weeks ago I was flying an airway at 6000' above a broken layer and almost ran into this clown doing aerobatics with his transponder turned to mode A only so Radar didn't bother giving me a traffic call
Anyway keep it coming...maybe we can make this thread a sticky..
no sense in making a mistake that lotsa people already made for you..
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Thanks for the support people, i honestly thought i was the only one.
I also would be grateful if the moderators would turn this into a sticky thread, as i will defenatly be checking back for more stories. Probably the biggest fear of mine is all the small variables that could go wrong during a flight, and have the possibility of resulting so tragically, and how many of these variables we (at least I) take for granted, and never give much thought.
Of the little time i actually spend flying every week, i am starting to realize how dangerous it is compared to even driving a car. How on earth is there such a thing as "vetern pilots"!?
So much can go wrong during even the simplest of flights (as seen in previous posts) and i think it is imparative that like b2n2 said, we learn from others mistakes. One magazine i might recommend to my fellow pilots is entitled "Aviation Safety", and its a monthly collection of severe accidents, and accident related articals. I constantly find myself pouring over these in search for ways to survive flying. One thing that i think has increased my accident awareness, is actually being at a crash site. In my profile, i mention that i am in the Civil Air Patrol, and we routinly go out tracking elt signals.
Plus, some of this stuff is pretty exciting
, but isn't learning always exciting? at least when we're learning about somthing we're actually intrested in
Yes! please keep them flowing people! i could read these all night!
T13x
I also would be grateful if the moderators would turn this into a sticky thread, as i will defenatly be checking back for more stories. Probably the biggest fear of mine is all the small variables that could go wrong during a flight, and have the possibility of resulting so tragically, and how many of these variables we (at least I) take for granted, and never give much thought.
Of the little time i actually spend flying every week, i am starting to realize how dangerous it is compared to even driving a car. How on earth is there such a thing as "vetern pilots"!?
So much can go wrong during even the simplest of flights (as seen in previous posts) and i think it is imparative that like b2n2 said, we learn from others mistakes. One magazine i might recommend to my fellow pilots is entitled "Aviation Safety", and its a monthly collection of severe accidents, and accident related articals. I constantly find myself pouring over these in search for ways to survive flying. One thing that i think has increased my accident awareness, is actually being at a crash site. In my profile, i mention that i am in the Civil Air Patrol, and we routinly go out tracking elt signals. Plus, some of this stuff is pretty exciting
, but isn't learning always exciting? at least when we're learning about somthing we're actually intrested in Yes! please keep them flowing people! i could read these all night!
T13x
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On the subject of accidentally pulling the mixture to ICO, it's worth thinking about this on the ground and deciding what you would do to recover the situation.
In theory, it should be a non-event. Even if you've pulled it back all the way and really "killed" the engine, your prop will still be turning, and therefore the magnetos are still sparking. You're still getting air into the engine, so the only thing that's missing is the fuel. If you restore the fuel mixture, the engine absolutely MUST burst back into life - in theory at least
So just gently and smoothly pushing the mixture control all the way back to fully rich without touching any other control should do the trick.
I guess there may be engines where this might not work (I can't quite decide about injected engines, for example) - but I bet it would work in all bog-standard trainers.
In theory, it should be a non-event. Even if you've pulled it back all the way and really "killed" the engine, your prop will still be turning, and therefore the magnetos are still sparking. You're still getting air into the engine, so the only thing that's missing is the fuel. If you restore the fuel mixture, the engine absolutely MUST burst back into life - in theory at least
So just gently and smoothly pushing the mixture control all the way back to fully rich without touching any other control should do the trick.
I guess there may be engines where this might not work (I can't quite decide about injected engines, for example) - but I bet it would work in all bog-standard trainers.
The Original Whirly
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Thief13x,
Whoa there!
Don't go too much to the other extreme. From what I remember of the CAA figures, there's one fatality per 100,000 flying hours. That's really not a lot.
As for driving, although I don't know the figures, the carnage on our roads is such that even fatal accidents never make it beyond a quick report in a local paper. Flying is dangerous, but living is dangerous. Many of us are too complacent in the beginning, but that doesn't mean we should get too scared to fly.
It means we should be careful, that's all. Learn, practice, learn more. Push yourself, but only a little bit at a time. My rule of thumb is to only have one new thing per flight, not set off in marginal weather to an unfamiliar airfield on a longer flight than I've done before in a type I haven't flown much. Check and re-check, and do your checks out loud the military way; you're less likely to forget them if you do that. Never be afraid to tell someone you're in trouble, or that you screwed up; that's what radios are for. If you find yourself panicking, orbit if possible until you can calm down and make a sensible decision. Don't let passengers or get-home-itis or ATC or anyone/anything else push you into doing something you aren't comfortable with. I'm sure there's more....
And having said all that - yes, flying is dangerous. All we can do is minimise the risks.
Of the little time i actually spend flying every week, i am starting to realize how dangerous it is compared to even driving a car. How on earth is there such a thing as "vetern pilots"!? So much can go wrong during even the simplest of flights
Don't go too much to the other extreme. From what I remember of the CAA figures, there's one fatality per 100,000 flying hours. That's really not a lot.
As for driving, although I don't know the figures, the carnage on our roads is such that even fatal accidents never make it beyond a quick report in a local paper. Flying is dangerous, but living is dangerous. Many of us are too complacent in the beginning, but that doesn't mean we should get too scared to fly.
It means we should be careful, that's all. Learn, practice, learn more. Push yourself, but only a little bit at a time. My rule of thumb is to only have one new thing per flight, not set off in marginal weather to an unfamiliar airfield on a longer flight than I've done before in a type I haven't flown much.
Check and re-check, and do your checks out loud the military way; you're less likely to forget them if you do that. Never be afraid to tell someone you're in trouble, or that you screwed up; that's what radios are for. If you find yourself panicking, orbit if possible until you can calm down and make a sensible decision. Don't let passengers or get-home-itis or ATC or anyone/anything else push you into doing something you aren't comfortable with. I'm sure there's more....And having said all that - yes, flying is dangerous. All we can do is minimise the risks.