Yarns from the old or bold
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Yarns from the old or bold
Anyone got any good stories or "I learnt about...."?
I do the polite thing and start off but I'm not old or bold yet and i'm still deciding which I'd like to be.
(Old is winning at the minute)
anyone know how to do a smillie with grey hair and a beard??
I do the polite thing and start off but I'm not old or bold yet and i'm still deciding which I'd like to be.
(Old is winning at the minute)
anyone know how to do a smillie with grey hair and a beard??
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Well, I feel old as I am approaching forty... but I don't know about bold!
I am a student with around 16 hrs (about 3 solo) on Tomahawks... I have had two recent experiences which I feel taught me lessons which will stay with me for a long time... not very exciting really, but to get the ball rolling here goes:
1) Why it is important to do the magneto checks before take-off:
Previously, the mag checks seemed like a sort of ritual to me - something you should do before you go... OK, I knew why it mattered, but expected it to work according the checklist every time.
A couple of weeks ago, taxi's to the hold solo and did the run-ups and had one engine running very rough on one mag. The thing really shook when on the right mags only... but seemed real smooth on "both". Tried to "burn it off" as I had been shown, but didn't help, so taxi'd back to the apron and switched a/craft. Found out later that a cylinder is "glazed" (whatever that means) and this was the cause of the problem.
This "incident" really made appreciate the imprtance of the mag-checks - which I think will ensure I never fail to take them seriously or ruch them in future!
2) Why it is important to keep an eye on the t's & P's during the take-off ground run:
Again, I had bene taight and (mostly) always looked checked a) RPM up to speed on full throttle and b) T's & P's OK. But I must admit I never really expect to see anything wrong when I flick my eyes across to the guages as I quickly commit myself to the rest of the t/off run.
Last weekend, I was surprised to see the a/c ahead of me (also a Tomahawk) abort his t/off during the ground run... He explained to the Tower that his Oil Temp had max'd out.
So now I know that it can go wrong, I find myself looking more closely at those guages!
--
Apologies for these rather dull and anti-herioc contributions :-)
Andy
I am a student with around 16 hrs (about 3 solo) on Tomahawks... I have had two recent experiences which I feel taught me lessons which will stay with me for a long time... not very exciting really, but to get the ball rolling here goes:
1) Why it is important to do the magneto checks before take-off:
Previously, the mag checks seemed like a sort of ritual to me - something you should do before you go... OK, I knew why it mattered, but expected it to work according the checklist every time.
A couple of weeks ago, taxi's to the hold solo and did the run-ups and had one engine running very rough on one mag. The thing really shook when on the right mags only... but seemed real smooth on "both". Tried to "burn it off" as I had been shown, but didn't help, so taxi'd back to the apron and switched a/craft. Found out later that a cylinder is "glazed" (whatever that means) and this was the cause of the problem.
This "incident" really made appreciate the imprtance of the mag-checks - which I think will ensure I never fail to take them seriously or ruch them in future!
2) Why it is important to keep an eye on the t's & P's during the take-off ground run:
Again, I had bene taight and (mostly) always looked checked a) RPM up to speed on full throttle and b) T's & P's OK. But I must admit I never really expect to see anything wrong when I flick my eyes across to the guages as I quickly commit myself to the rest of the t/off run.
Last weekend, I was surprised to see the a/c ahead of me (also a Tomahawk) abort his t/off during the ground run... He explained to the Tower that his Oil Temp had max'd out.
So now I know that it can go wrong, I find myself looking more closely at those guages!
--
Apologies for these rather dull and anti-herioc contributions :-)
Andy
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The following may have allegedly happened to me during my first solo a few years ago. I will deny it vociferously if pressed on the matter. In fact, I deny it now:
****
After waiting week after week after week for a calm day, with clear visibility, it was finally MY BIG DAY.
The instructor hopped out of the C150. "Good luck, do about three circuits, then taxi back to the club". Gulp.
Deep breaths. VERY careful checks. Perfect radio calls. "Clear takeoff, runway 27". Here I go. Up, up and away. Wheee.
On final approach during the third circuit, I decide that I'm having an absolute blast, and 'about three circuits' actually means 'four'. Well it does, doesn't it? Yes, it clearly does. Oh, yes.
If only I'd known...
On the fourth climb out, the bl00dy, flipping, peeing, s0dding seat-runner catch slipped, and I found my finger-tips over a foot away from the yoke. At 200 feet. Watching the airspeed decay.
Panic? Moi? Mais, non. I have the heart of a lion. Yeah, right.
Swearing loudly at myself, the aeroplane, the seat, I pushed the yoke hard forward with my shin, (Ouch, but who cares), released the harness, then parked my bum on the metal bar at the front of the seat (Uncomfortable, but who cares).
I sorted the seat out during crosswind. Harness back on. Safe and sound. Phew, that was a close one.
(Below me is the Mersey. Around me is controlled Scouse airspace. Riddle-me-ree, where am I?).
Shaking like an epileptic leaf, I continued around the circuit, trying not to whimper too much during my downwind call.
"G-XXXX is d-d-downwind".
No answer from the controller. Had the sudden slam backwards of the seat damaged an aerial cable or something? What do I do if it has? Something about flying parallel to the runway flashing my lights on and off and on and off. Probably. Aarrgghhh!
"G-XXXX is late downwind".
Nothing. Oh lordy-lord. It's just not my day.
"G-XXXX is VERY LATE downwind".
Nothing.
"G-XXXX IS VERY, VERY LATE DOWNWIND".
Thankfully, the controller had only popped downstairs for a pee. Returning to the tower, her reassuring tones filled the airwaves. However, you can all understand that I'm very close to tears by now.
THIS. HAS. NOT. BEEN. A. GOOD. CIRCUIT. FOR. ME.
Top landing, though.
Lessons learned?
One. Always ensure that your seat is fully locked whenever you climb into a Cessna 150 or 152. I've found out subsequently that the seat-runner locks are notorious for this sort of thing. Rocking back and forth like Grandpa Moses works for me.
Two. Do as you're bl00dy well told by the instructor.
[This message has been edited by Tricky Woo (edited 20 September 2000).]
****
After waiting week after week after week for a calm day, with clear visibility, it was finally MY BIG DAY.
The instructor hopped out of the C150. "Good luck, do about three circuits, then taxi back to the club". Gulp.
Deep breaths. VERY careful checks. Perfect radio calls. "Clear takeoff, runway 27". Here I go. Up, up and away. Wheee.
On final approach during the third circuit, I decide that I'm having an absolute blast, and 'about three circuits' actually means 'four'. Well it does, doesn't it? Yes, it clearly does. Oh, yes.
If only I'd known...
On the fourth climb out, the bl00dy, flipping, peeing, s0dding seat-runner catch slipped, and I found my finger-tips over a foot away from the yoke. At 200 feet. Watching the airspeed decay.
Panic? Moi? Mais, non. I have the heart of a lion. Yeah, right.
Swearing loudly at myself, the aeroplane, the seat, I pushed the yoke hard forward with my shin, (Ouch, but who cares), released the harness, then parked my bum on the metal bar at the front of the seat (Uncomfortable, but who cares).
I sorted the seat out during crosswind. Harness back on. Safe and sound. Phew, that was a close one.
(Below me is the Mersey. Around me is controlled Scouse airspace. Riddle-me-ree, where am I?).
Shaking like an epileptic leaf, I continued around the circuit, trying not to whimper too much during my downwind call.
"G-XXXX is d-d-downwind".
No answer from the controller. Had the sudden slam backwards of the seat damaged an aerial cable or something? What do I do if it has? Something about flying parallel to the runway flashing my lights on and off and on and off. Probably. Aarrgghhh!
"G-XXXX is late downwind".
Nothing. Oh lordy-lord. It's just not my day.
"G-XXXX is VERY LATE downwind".
Nothing.
"G-XXXX IS VERY, VERY LATE DOWNWIND".
Thankfully, the controller had only popped downstairs for a pee. Returning to the tower, her reassuring tones filled the airwaves. However, you can all understand that I'm very close to tears by now.
THIS. HAS. NOT. BEEN. A. GOOD. CIRCUIT. FOR. ME.
Top landing, though.
Lessons learned?
One. Always ensure that your seat is fully locked whenever you climb into a Cessna 150 or 152. I've found out subsequently that the seat-runner locks are notorious for this sort of thing. Rocking back and forth like Grandpa Moses works for me.
Two. Do as you're bl00dy well told by the instructor.
[This message has been edited by Tricky Woo (edited 20 September 2000).]
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Very funny Tricky!!(only if reading it and not flying it though)... 
For me quite a tame first solo in comparison to Tricky...
On the downwind leg, ATC call was for me to be number 2 and follow the "Beech 45" - sorry can't remember whether this was actually the name of the a/c - as was in a bit of a blue funk as had NO IDEA want a "Beech 45" was...
Cool response to ATC "Number 2 follow the Beech 45 etc"
Panic - can't now see said a/c
See an a/c - start to follow - more blue language in the cockpit as have never been so far away from the runway in a circiut (having been taught a tight circuit pattern)... a/c seems to be on its way overseas to Russia ... with me following.
Finally after a lifetime (or so it seeemed) the a/c in front turns base. HUGE relief..
Rest of circuit - uneventful
Landing - pretty good under the circumstances (hands shaking etc..)
Moral - always ask if you don't understand !!!!
For me quite a tame first solo in comparison to Tricky...
On the downwind leg, ATC call was for me to be number 2 and follow the "Beech 45" - sorry can't remember whether this was actually the name of the a/c - as was in a bit of a blue funk as had NO IDEA want a "Beech 45" was...
Cool response to ATC "Number 2 follow the Beech 45 etc"
Panic - can't now see said a/c
See an a/c - start to follow - more blue language in the cockpit as have never been so far away from the runway in a circiut (having been taught a tight circuit pattern)... a/c seems to be on its way overseas to Russia ... with me following.
Finally after a lifetime (or so it seeemed) the a/c in front turns base. HUGE relief..
Rest of circuit - uneventful
Landing - pretty good under the circumstances (hands shaking etc..)
Moral - always ask if you don't understand !!!!
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OK I suppose I'd best chip in as everyones being so honest
I used to be in the UAS and at that time we were given a preliminary IF grade (after a suitable amount of training).
This entitled us to penetrate (ooh-er missus) 2000' of cloud in a straight line under a RAS. We WEREN'T allowed to turn and if we weren't VMC(ish) after 2000' of crud we had to descend and play underneath.
having got my new endorsement in my logbook I went off looking for a bit of cloud to fly through (as you do) and called up the local radar for a bit of a service and off I went.
All was going swimmingly, best instrument scan an aviator ever did etc., until i got the call "UA**** avoiding action turn left heading blah" "err **** radar I'm not permitted to turn, PIFG rating" "UA**** AVOIDING ACTION TURN LEFT HEADING BLAH"
oh well methinks it sounds kind of important to them so I'd better do what they say.
start the turn, OK bit nervous but I can cope, watch the scan AI, Airspeed, AI, Turn Needle, AI, Airspeed, A.. er Airspeed shouldnt that be 85knots whats it doing at 75 knots how did that happen err turn needle why is that going past 45degrees oh FU*K 70 knots ok stick right and forward. now what heading did he say oh fu*k now i'm descending.
You get the picture but this continued for about another minute until I sorted myself out and got above the clouds.
funny old thing but I scared the sh!t out of myself over something pretty minor and I panicked which is not the best thing to do so I suppose the moral of the story is know your own limits and just coz you've got a bit of paper that says you can do something it doesn't mean you have to.
I used to be in the UAS and at that time we were given a preliminary IF grade (after a suitable amount of training).
This entitled us to penetrate (ooh-er missus) 2000' of cloud in a straight line under a RAS. We WEREN'T allowed to turn and if we weren't VMC(ish) after 2000' of crud we had to descend and play underneath.
having got my new endorsement in my logbook I went off looking for a bit of cloud to fly through (as you do) and called up the local radar for a bit of a service and off I went.
All was going swimmingly, best instrument scan an aviator ever did etc., until i got the call "UA**** avoiding action turn left heading blah" "err **** radar I'm not permitted to turn, PIFG rating" "UA**** AVOIDING ACTION TURN LEFT HEADING BLAH"
oh well methinks it sounds kind of important to them so I'd better do what they say.
start the turn, OK bit nervous but I can cope, watch the scan AI, Airspeed, AI, Turn Needle, AI, Airspeed, A.. er Airspeed shouldnt that be 85knots whats it doing at 75 knots how did that happen err turn needle why is that going past 45degrees oh FU*K 70 knots ok stick right and forward. now what heading did he say oh fu*k now i'm descending.
You get the picture but this continued for about another minute until I sorted myself out and got above the clouds.
funny old thing but I scared the sh!t out of myself over something pretty minor and I panicked which is not the best thing to do so I suppose the moral of the story is know your own limits and just coz you've got a bit of paper that says you can do something it doesn't mean you have to.
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Seeing as we're being honest...
After reading all the "I learnt about flying from that" articles in Pilot and other mags I resolved that I was never going to be one of the numptys that suffered controlled fight into terrain.....
Qualifying x-country, second leg Exeter - Cardiff, everything going according to plan so far (much to my surprise). Oh look clouds! Oh look hills under clouds! Oh look, from my height above cloudbase ahead of me, I can see a gap all the way through. Let's decend below cloud base and follow the gap through to the Bristol Channel. Oh F**k, where's the gap gone!!!! Looks over shoulder, Oh F**k where's the clear sky behind me!!!!!!.
At that point the gods smiled, the clouds opened and I got to Cardiff. Strangely enough I have never, ever, ever put myself in such a stupid position again (cough splutter, I have come close once).
The moral of the story is that if it looks like s**t, smells like s**t, feels like s**t, then it probably is s**t.
The second moral is know your limitations, expolore your known limits carefully. When in doubt get your ass on the ground.
2 Commandments
1. There are old pilots and bold pilots but there are damn few old bold pilots.
2. I'd rather be down here wishing I was up there than up here wishing I was down there.
------------------
The 16 men of Tain are unsung heroes. CubTrek. To slowly go.....
After reading all the "I learnt about flying from that" articles in Pilot and other mags I resolved that I was never going to be one of the numptys that suffered controlled fight into terrain.....
Qualifying x-country, second leg Exeter - Cardiff, everything going according to plan so far (much to my surprise). Oh look clouds! Oh look hills under clouds! Oh look, from my height above cloudbase ahead of me, I can see a gap all the way through. Let's decend below cloud base and follow the gap through to the Bristol Channel. Oh F**k, where's the gap gone!!!! Looks over shoulder, Oh F**k where's the clear sky behind me!!!!!!.
At that point the gods smiled, the clouds opened and I got to Cardiff. Strangely enough I have never, ever, ever put myself in such a stupid position again (cough splutter, I have come close once).
The moral of the story is that if it looks like s**t, smells like s**t, feels like s**t, then it probably is s**t.
The second moral is know your limitations, expolore your known limits carefully. When in doubt get your ass on the ground.
2 Commandments
1. There are old pilots and bold pilots but there are damn few old bold pilots.
2. I'd rather be down here wishing I was up there than up here wishing I was down there.
------------------
The 16 men of Tain are unsung heroes. CubTrek. To slowly go.....
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OK, another breast-baring tale:
Just after I acquired my PPL, I was determined to show off my skills to a mate. I had joined a club in Yorkshire, that operated an L-shaped grass strip - near a certain RAF FTS.
Flying a Condor (OK so I'm no spring chicken). Condor and horsepower are like oil and water. Mate is a tubby chap. Hot day, short strip.
Rolling to the r/way end, I do my best impression of tons of confidence. Open the throttle, off we go. Gently. End of strip appearing, and Condor does not want to soar. Way past decision point. Strip ends with a cornfield. Finally heave the wretched machine into the air with nothing, but nothing to spare. I look down shaking, and notice the carb heat is out. Ram it in, and the Condor goes into a rocket-propelled zoom.
Mate says "are all take-offs as exciting as that?"
Postscript - find ears of wheat around the undercarriage when I return.
Moral: find a fuel-injected aircraft, or do your checks properly.
Just after I acquired my PPL, I was determined to show off my skills to a mate. I had joined a club in Yorkshire, that operated an L-shaped grass strip - near a certain RAF FTS.
Flying a Condor (OK so I'm no spring chicken). Condor and horsepower are like oil and water. Mate is a tubby chap. Hot day, short strip.
Rolling to the r/way end, I do my best impression of tons of confidence. Open the throttle, off we go. Gently. End of strip appearing, and Condor does not want to soar. Way past decision point. Strip ends with a cornfield. Finally heave the wretched machine into the air with nothing, but nothing to spare. I look down shaking, and notice the carb heat is out. Ram it in, and the Condor goes into a rocket-propelled zoom.
Mate says "are all take-offs as exciting as that?"
Postscript - find ears of wheat around the undercarriage when I return.
Moral: find a fuel-injected aircraft, or do your checks properly.
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That dangerous period somewhere between 100 and 500 hours.
I'm taking a Navajo down the coast of a third world country, 900 miles and I'm going to stop halfway down.
I have done this trip in both directions about 4 times now and it is a breeze. Like most days, CAVOK, the odd puffy cloud over the coast. Very little traffic and standard reporting points.
With 50 miles to run I called the halfway stop." xxx TWR, **- AUB at position DENGU, FL 90, descending at plus 7 ."
"*****/****descent to 2000' on 1015 approved."
Standard - exactly like before. There is a huge puffy cloud 10 miles ahead and slightly in land. I have 7 minutes before I need to do anything so after a good look around decide to pre-plan the next sector.
"****TWR, United Nations 312 at position DENGU, 3,000....."
I hear the call, think crikey he must be close, ah yes but he's at 3000, I'm 9,000 - 2mB, relax - quick scan inside and out,back to pre-plotting.
I finish just as the big cloud is filling the windshield, take the auto-pilot off and crank around (VMC)to the east to avoid.
As I reach the back of the cloud I come face to face with UN 312, who has gone around the other side of the cloud. UN312 is an Antonov 126 - the Russian crew operate in metres not feet. Tree tousand was really 9,000 feet
Antonov 126's are large not huge - but this one coming straight for me was £u*king gigantic!
I pushed fwd and managed to avoid him BUT I learned that complacency was not a good ingredient for longevity in aviation.
sNr
I'm taking a Navajo down the coast of a third world country, 900 miles and I'm going to stop halfway down.
I have done this trip in both directions about 4 times now and it is a breeze. Like most days, CAVOK, the odd puffy cloud over the coast. Very little traffic and standard reporting points.
With 50 miles to run I called the halfway stop." xxx TWR, **- AUB at position DENGU, FL 90, descending at plus 7 ."
"*****/****descent to 2000' on 1015 approved."
Standard - exactly like before. There is a huge puffy cloud 10 miles ahead and slightly in land. I have 7 minutes before I need to do anything so after a good look around decide to pre-plan the next sector.
"****TWR, United Nations 312 at position DENGU, 3,000....."
I hear the call, think crikey he must be close, ah yes but he's at 3000, I'm 9,000 - 2mB, relax - quick scan inside and out,back to pre-plotting.
I finish just as the big cloud is filling the windshield, take the auto-pilot off and crank around (VMC)to the east to avoid.
As I reach the back of the cloud I come face to face with UN 312, who has gone around the other side of the cloud. UN312 is an Antonov 126 - the Russian crew operate in metres not feet. Tree tousand was really 9,000 feet
Antonov 126's are large not huge - but this one coming straight for me was £u*king gigantic!
I pushed fwd and managed to avoid him BUT I learned that complacency was not a good ingredient for longevity in aviation.
sNr
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Where do I start? I could probably write a series of these!
A few weeks after getting my PPL(A) I decided to fly from Welshpool to Oxford to meet a friend for lunch. I planned it meticulously, intending to fly out directly over the hills, but come back via Telford to avoid the high ground just in case the weather got worse - it was early December after all, although the forecast looked good.
I got to Oxford with no problems, but when I came to leave things went wrong from the start. I couldn't find my way to the runway, it was crowded and I was holding everyone up, and by the time I took off I was quite frazzled. Which is probably why a few minutes later I realised I wasn't sure where I was. Never mind, I thought, just carry on, I'll recognise something soon. But I didn't, and was so busy looking at the ground I didn't realise that the vis was getting worse or that time was passing. Finally I realised over half an hour had passed and I could be near Birmingham, and despite a typical new pilot's phobia of the radio I called London Information and said I was "unsure of my position". But when they couldn't find me on their radar and told me to call D & D, I finally appreciated the situation and stopped farting about; I switched to 121.5, squawked 7700, and said I was lost!
D & D came back in about 20 seconds: "G-BNEK; you're three miles south of Birmingham Airport; can you call them on..." As I switched to Birmingham, I remember thinking, quite calmly: "Oh, **** , they'll kill me!"
They didn't. They were calm, professional, and very kind; especially once they realised how inexperienced I was and that the vis was now just about down to VMC limits. They suggested I land at Halfpenny Green, still within their radar cover, but when I refused they directed me to the M54 so I could follow it home. Further west was clearer; Welshpool was in bright sunshine and wondering why they'd had so few visitors.
What did I learn?
1) Check more than one weather forecast, including regional ones.
2) If you get upset by something, orbit or something till you calm down.
3) Tell someone you're lost sooner rather than later.
I also went out and bought a GPS the following week!
Oh, and you can make money from your mistakes; this one should be appearing in a longer form at some point in Pilot's "I learned about flying from that" series - and they've paid me already.
A few weeks after getting my PPL(A) I decided to fly from Welshpool to Oxford to meet a friend for lunch. I planned it meticulously, intending to fly out directly over the hills, but come back via Telford to avoid the high ground just in case the weather got worse - it was early December after all, although the forecast looked good.
I got to Oxford with no problems, but when I came to leave things went wrong from the start. I couldn't find my way to the runway, it was crowded and I was holding everyone up, and by the time I took off I was quite frazzled. Which is probably why a few minutes later I realised I wasn't sure where I was. Never mind, I thought, just carry on, I'll recognise something soon. But I didn't, and was so busy looking at the ground I didn't realise that the vis was getting worse or that time was passing. Finally I realised over half an hour had passed and I could be near Birmingham, and despite a typical new pilot's phobia of the radio I called London Information and said I was "unsure of my position". But when they couldn't find me on their radar and told me to call D & D, I finally appreciated the situation and stopped farting about; I switched to 121.5, squawked 7700, and said I was lost!
D & D came back in about 20 seconds: "G-BNEK; you're three miles south of Birmingham Airport; can you call them on..." As I switched to Birmingham, I remember thinking, quite calmly: "Oh, **** , they'll kill me!"
They didn't. They were calm, professional, and very kind; especially once they realised how inexperienced I was and that the vis was now just about down to VMC limits. They suggested I land at Halfpenny Green, still within their radar cover, but when I refused they directed me to the M54 so I could follow it home. Further west was clearer; Welshpool was in bright sunshine and wondering why they'd had so few visitors.
What did I learn?
1) Check more than one weather forecast, including regional ones.
2) If you get upset by something, orbit or something till you calm down.
3) Tell someone you're lost sooner rather than later.
I also went out and bought a GPS the following week!
Oh, and you can make money from your mistakes; this one should be appearing in a longer form at some point in Pilot's "I learned about flying from that" series - and they've paid me already.
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Not really a bareing of the soul, more a reminder to be careful what you say in front of passengers.
Two of us took a club 172 from Barton to Mona (on Anglesey) with a guy from work as a passenger. My mate flew there, we had a coffee and a gawp at a wrecked Hawk in the hangar (it had suffered a birdstrike during a circuit take-off in the week, both pilots banged out OK). I was to fly the return leg. We taxied out, lined up, and amid some quite heavy showers, and took off. As soon as the Cessna rotated into the climb, I realised that my mate (being taller than me) had wound the seat down and now I couldn't see over the instrument panel (I'm sure Mr Cessna never intended anyone to look at the view from one of his aeroplanes - in common with Mr Piper). I maintained attitude on the AH while groping under the seat for the handle to raise the seat. I wound it frantically but nothing appeared to be happening so I turned to my mate and said "it won't go up!". It was then that I noticed the horrified face of our passenger. Trapped, he thought, in a 'plane that 'won't go up' and about to meet his doom!
I handed over to my mate while I sorted out both the seat and our terrified passenger.
SSD
Two of us took a club 172 from Barton to Mona (on Anglesey) with a guy from work as a passenger. My mate flew there, we had a coffee and a gawp at a wrecked Hawk in the hangar (it had suffered a birdstrike during a circuit take-off in the week, both pilots banged out OK). I was to fly the return leg. We taxied out, lined up, and amid some quite heavy showers, and took off. As soon as the Cessna rotated into the climb, I realised that my mate (being taller than me) had wound the seat down and now I couldn't see over the instrument panel (I'm sure Mr Cessna never intended anyone to look at the view from one of his aeroplanes - in common with Mr Piper). I maintained attitude on the AH while groping under the seat for the handle to raise the seat. I wound it frantically but nothing appeared to be happening so I turned to my mate and said "it won't go up!". It was then that I noticed the horrified face of our passenger. Trapped, he thought, in a 'plane that 'won't go up' and about to meet his doom!
I handed over to my mate while I sorted out both the seat and our terrified passenger.
SSD
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Didn't someone once say that you start out with a full bag of luck and an empty bag of experience and the trick is to fill the experience bag before the bag of luck empties?
Someone else also asked me if I am ever frightened... after some thought I realised that flying is like motorbiking... too busy at the time saving your skin but afterwards you think "how did I manage to get away with that?" and vow never to do it again.
Lots of minor escapes but here is a rcent one...
Visited Shoreham for a Sunday trip out.
Filled my tanks on arrival.
Then spent several hours looking around the museum in full knowledge of a warm front aproaching from the south west.
Decided to leave in a hurry on seeing the skies beginning to turn grey.
Wind had veered and grass runway was in use.
Although having an aversion to grass runways in tin trikes particularly when fully loaded I followed the tribe and accepted the grass runway (crosswind on the concrete was no sweat at all).
Did not apply full power for the first quarter of the runway as I was unhappy with the surface (nosewheel airplane).
Aicraft did not pick up speed and with a rapidly diminishing take off distance cursing grass runways I dropped an extra stage of flap in desperation.
Wheels unstuck and we clawed our way over the sussex Downs.
"I do NOT want another take off like that again" I said to my grinning passenger... superbike racer... feeds on danger.
2 hours later on downwind checks I released the park brake!
Didn't tell my passenger.
Lessons...
1. Do not hurry your checks prior to take off.
2. Avoid "get-home-itis".
3. If unhappy with an instruction/request from the ground (like a runway selection) insist on your preference.
I suppose I dipped my lucky bag that day!
Someone else also asked me if I am ever frightened... after some thought I realised that flying is like motorbiking... too busy at the time saving your skin but afterwards you think "how did I manage to get away with that?" and vow never to do it again.
Lots of minor escapes but here is a rcent one...
Visited Shoreham for a Sunday trip out.
Filled my tanks on arrival.
Then spent several hours looking around the museum in full knowledge of a warm front aproaching from the south west.
Decided to leave in a hurry on seeing the skies beginning to turn grey.
Wind had veered and grass runway was in use.
Although having an aversion to grass runways in tin trikes particularly when fully loaded I followed the tribe and accepted the grass runway (crosswind on the concrete was no sweat at all).
Did not apply full power for the first quarter of the runway as I was unhappy with the surface (nosewheel airplane).
Aicraft did not pick up speed and with a rapidly diminishing take off distance cursing grass runways I dropped an extra stage of flap in desperation.
Wheels unstuck and we clawed our way over the sussex Downs.
"I do NOT want another take off like that again" I said to my grinning passenger... superbike racer... feeds on danger.
2 hours later on downwind checks I released the park brake!
Didn't tell my passenger.
Lessons...
1. Do not hurry your checks prior to take off.
2. Avoid "get-home-itis".
3. If unhappy with an instruction/request from the ground (like a runway selection) insist on your preference.
I suppose I dipped my lucky bag that day!
Guest
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Hi Beagler,
Why on earth wouldn't you apply full throttle at the start of the take-off run?
Ground run on grass is going to be bumpy regardless - surely failing to apply maximum power as early as possible will only marginally improve the ride, yet will definitely increase the take-off distance as far as I understand - which is surely less safe than otherwise?
OK, what do I know - still a student PPL - so maybe you can set me straight? Anyway I'm sure I will continue to always apply full throttle when I am ready to go!
Andy :-)
Why on earth wouldn't you apply full throttle at the start of the take-off run?
Ground run on grass is going to be bumpy regardless - surely failing to apply maximum power as early as possible will only marginally improve the ride, yet will definitely increase the take-off distance as far as I understand - which is surely less safe than otherwise?
OK, what do I know - still a student PPL - so maybe you can set me straight? Anyway I'm sure I will continue to always apply full throttle when I am ready to go!
Andy :-)
Guest
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Hi AA
The grass runway crossed the concrete runway early on, having an interest in the aircraft (rather than hiring)and fearing for the nosewheel I decided not to power up until after reching the concrete figuring that I had adequate distance after.
Next time I'll take the concrete and check the brake... and take my time... these things can bite!
The grass runway crossed the concrete runway early on, having an interest in the aircraft (rather than hiring)and fearing for the nosewheel I decided not to power up until after reching the concrete figuring that I had adequate distance after.
Next time I'll take the concrete and check the brake... and take my time... these things can bite!
Guest
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Heres one for you, I always taught do not lower flap in the turn.a. because its not necessary shows poor planning.b, It could have serious results,hear`s how. Late night long trip tired home at last, pitch black, the short runway no wind.NO PROBS. Ha a/c PA23 bit old but just off CofA. half flap on base as norm 500 turning onto final, all ok roll out 400 ft. lower rest of flap, could of done it in turn to save time but no, 50 deg of flap just hits the stop and bang instant flap retraction on port side.Opps PAPIS look a bit funny from this angle.Like 60 deg of bank and alti looking at 250 ft. Try full pwr on port engine then automaticaly somehow undo last thing I did that was to raise flap. luck was with me cos hydraulic flaps instantaly retractid to 10 deg. on stbd.making things easier.What if in my left turn to final port flap gave out. No chance, What happened? torque tube failure not cracked tested on CofA OOPS Oh well lower flap in turn if you wish just have lots of height bye bye
Guest
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Nice one...
that was well put.
I sometimes lower flap in the final turn, it's only a switch on my right and I can save time.
What if things go wrong?
I would rather be in level flight.
You never stop learning... I now appreciate the possible danger.
that was well put.
I sometimes lower flap in the final turn, it's only a switch on my right and I can save time.
What if things go wrong?
I would rather be in level flight.
You never stop learning... I now appreciate the possible danger.
Guest
Posts: n/a
OK. This my third attempt to post this must be me! Late night long trip v/tired pitch black. At last home in sight short runway no wind. I always teach do not lower flaps during the turn why? well its not necessary shows poor planning,and what if the flap on the down wing were to fail.So there I am half flap on base turn on to final wings level 450 ft. lets select full flap 50% PA 23 then bang and the PAPIS look at a strange angle! 
TRY FULL PWR ON PORT ENGINE no good now 60 deg bank lets undo last thing I did raise flap .As they are hydraulic the stbd flap goes to 10 deg with a bang then all the way in. wow! now about 50ft lets go round and try again. PROBLEM WAS BROKEN TORQUE TUBE NOT UN COMMON. BUT WHAT IF I WAS AT 30 ANGLE OF BANK WHEN IT WENT GUESS I WOULD NOT BE TELLING YOU THIS. Moral why do something that is totaly unnecessary?
TRY FULL PWR ON PORT ENGINE no good now 60 deg bank lets undo last thing I did raise flap .As they are hydraulic the stbd flap goes to 10 deg with a bang then all the way in. wow! now about 50ft lets go round and try again. PROBLEM WAS BROKEN TORQUE TUBE NOT UN COMMON. BUT WHAT IF I WAS AT 30 ANGLE OF BANK WHEN IT WENT GUESS I WOULD NOT BE TELLING YOU THIS. Moral why do something that is totaly unnecessary?
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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.
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.
Guest
Posts: n/a
Beagler, I did the latter part of my PPL on Grumman AA5's which don't have the most robust noselegs in the world. My instructor, who owned the plane, insisted on full throttle and full elevator to take the weight off the noseleg (these were AA5A's I don't know if it would work on an AA% with it's much smaller tailplane). Once we were rolling at a reasonable speed, the elevator was eased off to reduce drag. Worked well getting over the silos and trees at Popham on warm summer days.