The scariest part of flying
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Trying to get back to my home airport in the wet season in in Africa in a 206, fighting my way around lines of huge thunder storms amongst lightening, heavy rain and turbulannce. Then getting struck by lightening behind the rear window which made a entry hole and blew all the recently replaced static wicks off.
Very grateful to be on the ground and hour later.
Very grateful to be on the ground and hour later.
Join Date: Jan 2009
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Avoiding action whilst towing up a glider....
Three times, over my career.
During a gliding competition, flown at Weston on the Green (the parachutists had gone away for the 9 days), towing up a ASW19 flown by a young naval pilot, - and the comp had been notammed - observed heading directly toward us, a twin out of Oxford Kidlington. So I turned right.
And the twin turned left. Thanks a bunch! All I could do now was dive, with the glider on tow. YOU DO NOT LET GO, because then there would be three separate aircraft dodging each other. The Navy pilot hung on boldly, he said later while making his witness statement, that he wanted full value of his 2,000 tow! In this case, the separation may have been 200 feet vertical, and if anybody had been watching on radar, we would definitely have blended on the screen. My main reaction was anger.
Another time, I saw the other aircraft at our altitude, heading directly for us, he saw us when I turned right, and did the correct action....nevertheless the following week I was able to locate and talk to the PIC, who had been occupied supervising a learner under the hood.
And can you beat it, on the third occasion, the opposition once again was supervising a learner under the hood, never saw us at all, and after we discovered who it was, lied about it. Of course, my witness was again the glider on tow, in fact this time the glider saved our bacon, because he saw the other guy and told me about it on the radio. I still couldn't see the other aircraft, so the glider pilot said, very very firmly, Turn RIGHT, NOW!!!!
Which I did. That time my knees did turn to jelly afterward. The glider pilot told me later that he had been planning what to do after the collision.
During a gliding competition, flown at Weston on the Green (the parachutists had gone away for the 9 days), towing up a ASW19 flown by a young naval pilot, - and the comp had been notammed - observed heading directly toward us, a twin out of Oxford Kidlington. So I turned right.
And the twin turned left. Thanks a bunch! All I could do now was dive, with the glider on tow. YOU DO NOT LET GO, because then there would be three separate aircraft dodging each other. The Navy pilot hung on boldly, he said later while making his witness statement, that he wanted full value of his 2,000 tow! In this case, the separation may have been 200 feet vertical, and if anybody had been watching on radar, we would definitely have blended on the screen. My main reaction was anger.
Another time, I saw the other aircraft at our altitude, heading directly for us, he saw us when I turned right, and did the correct action....nevertheless the following week I was able to locate and talk to the PIC, who had been occupied supervising a learner under the hood.
And can you beat it, on the third occasion, the opposition once again was supervising a learner under the hood, never saw us at all, and after we discovered who it was, lied about it. Of course, my witness was again the glider on tow, in fact this time the glider saved our bacon, because he saw the other guy and told me about it on the radio. I still couldn't see the other aircraft, so the glider pilot said, very very firmly, Turn RIGHT, NOW!!!!
Which I did. That time my knees did turn to jelly afterward. The glider pilot told me later that he had been planning what to do after the collision.
Avoid imitations
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Many years ago I was flying as a student in an RAF Whirlwind helicopter. Towards the end of the sortie we were unexpectedly asked by ATC to go to search a particular area for an fixed wing aircraft whose pilot had called a Mayday (didn't find it, turned out they were actually many miles away in Snowdonia and had already crashed).
The SAR Wessex was on its way from RAF Valley to take over from us; we were almost out of fuel. To assist the crew to find us quickly, so they could resume from where we left off, I switched on our searchlight. Immediately I did so, a Jaguar appeared right in front of us, head on but entering a hard right turn, same level. Not only did we see it but we immediately heard it over our own aircraft noise and we smelt his exhaust fumes as there was no time to avoid his jet wake; we were bounced around by it as it passed just off to our left. It was a very close shave and it was investigated by the RAF. The Jaguar was not allowed to fly in our helicopter LFA; he shouldn't actually have been there. The pilot said he didn't see us, only the searchlight. He immediately pulled hard to avoid us and thought he had probably hit us anyway. We were both hidden from each other by a thin layer of haze on the inversion.
Another time I was invited to fly some aerobatics with a new aquaintance in a Steen Skybolt. I sat in the front seat. Our flight consisted almost entirely of aeros and went without incident. The next time that aircraft flew it never came back. It crashed and burned in the same spot we had flown over, killing my new aquaintance, who had been in the front seat where I had previously been. The AAIB report put the accident down to a loose article (torch battery) jamming the rudder during a botched stall turn / spin recovery. The loose article must already have been in the aircraft during my flight. Too close for comfort.
The SAR Wessex was on its way from RAF Valley to take over from us; we were almost out of fuel. To assist the crew to find us quickly, so they could resume from where we left off, I switched on our searchlight. Immediately I did so, a Jaguar appeared right in front of us, head on but entering a hard right turn, same level. Not only did we see it but we immediately heard it over our own aircraft noise and we smelt his exhaust fumes as there was no time to avoid his jet wake; we were bounced around by it as it passed just off to our left. It was a very close shave and it was investigated by the RAF. The Jaguar was not allowed to fly in our helicopter LFA; he shouldn't actually have been there. The pilot said he didn't see us, only the searchlight. He immediately pulled hard to avoid us and thought he had probably hit us anyway. We were both hidden from each other by a thin layer of haze on the inversion.
Another time I was invited to fly some aerobatics with a new aquaintance in a Steen Skybolt. I sat in the front seat. Our flight consisted almost entirely of aeros and went without incident. The next time that aircraft flew it never came back. It crashed and burned in the same spot we had flown over, killing my new aquaintance, who had been in the front seat where I had previously been. The AAIB report put the accident down to a loose article (torch battery) jamming the rudder during a botched stall turn / spin recovery. The loose article must already have been in the aircraft during my flight. Too close for comfort.
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My normal "fly to work" route, which is 20 minutes of flying, I fly about three times a week. It is across a quiet piece of Ontario, where one might not see or hear another plane in a week's flying. So, one can get complacent about traffic.
Months back, while flying home, I was trying to ward off complacency by looking around effectively. Suddenly from behind the doorpost blind spot passed a 185 floatplane. Not really close, but attention getting... It reminded me of the need for vigilence, even in this very quiet airspace. Not 5 minutes later, a 182 emerged from behind the doorpost! Again, no real risk, but a firm reminder!
Months back, while flying home, I was trying to ward off complacency by looking around effectively. Suddenly from behind the doorpost blind spot passed a 185 floatplane. Not really close, but attention getting... It reminded me of the need for vigilence, even in this very quiet airspace. Not 5 minutes later, a 182 emerged from behind the doorpost! Again, no real risk, but a firm reminder!
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Pilot DAR, I wonder if you had been flying at an altitude that was NOT eccentric? I prefer to fly at peculiar altitudes when in open airspace, eg. 1,700' instead of 2,000'.
And the opposition does tend to hide behind the doorpost, especially in a Warrior.....
And the opposition does tend to hide behind the doorpost, especially in a Warrior.....
Scariest part of flying?
waiting for the next EASA directive coming out which might, at the scratch of a pencil do one or more of the following:
waiting for the next EASA directive coming out which might, at the scratch of a pencil do one or more of the following:
- Wipe out your medical
- Define new minimum requirements for your airplane class/rating which are impossible to finance/meet
- Wipe out N-reg in Europe confirmed
- All of the above.
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Going anywhere near EGTB at 'going home time' after a nice sunny day can be rather interesting sometimes. I don't really feel comfortable flying in close proximity to other aircraft!
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For me its when there is microlights and GA all mixing at an uncontrolled field.
Perth is a prime example.
All fixed wing no probs, all microlight no probs.
Mix them together with loads of students about and my arse starts twitching.
Add in a red Pitts and pull up a chair and watch the show.
Perth is a prime example.
All fixed wing no probs, all microlight no probs.
Mix them together with loads of students about and my arse starts twitching.
Add in a red Pitts and pull up a chair and watch the show.
Join Date: Jun 2008
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Realising - a split second before it happened - that the helicopter I was student (not flying) in was about to undertake topiary on an oak tree.
And yes, that was expensive.
Sitting in my machine at the hover awaiting take-off clearance, watching an EC120 student / instructer combo fluff then save an auto from about 50m distance only for that other machine then to "dig-in" and nose-over. I couldn't figure out where to hide from the shrapnell that would result from the blade impact. It didn't happen - blades came within a foot of the ground, though.
And yes, that was expensive.
Sitting in my machine at the hover awaiting take-off clearance, watching an EC120 student / instructer combo fluff then save an auto from about 50m distance only for that other machine then to "dig-in" and nose-over. I couldn't figure out where to hide from the shrapnell that would result from the blade impact. It didn't happen - blades came within a foot of the ground, though.
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Perth Shambles
Well put MJ - I reckon Perth is one of the most dangerous airfields - anywhere, to enter the circuit. Everyone who has experienced it agrees. You forgot the bloke that flies with the wee dug as co-pilot. He is a beautiful law unto himself. Add him
Then the procedural twins - add themYou mentioned the Pitts - he's inThen the rotary boys - add themthe the aerobatic f****** gyro copter - add him, then the ultralights, microlights, and oh, the balloon, dont forget that
All on positional calls - those that actually care - when Gerry is off for a cuppa.
Yep, watch the show. A bummer when your in it
Then the procedural twins - add themYou mentioned the Pitts - he's inThen the rotary boys - add themthe the aerobatic f****** gyro copter - add him, then the ultralights, microlights, and oh, the balloon, dont forget thatAll on positional calls - those that actually care - when Gerry is off for a cuppa.
Yep, watch the show. A bummer when your in it
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Sounds like Lelystad. And yes, Lelystad scares me too.
They've been talking about giving Lelystad full ATC (it's the Dutch equivalent of A/G now) for years now but the locals recon that it'll cut down capacity by half.
They've been talking about giving Lelystad full ATC (it's the Dutch equivalent of A/G now) for years now but the locals recon that it'll cut down capacity by half.
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Mate when I saw a cunning plan for me to take a jetstream in there on a Sat for painting my arse dropped.
135 knts on approach with double figures of useless fuds in the sky. 130 knts and the DV window open with a shotgun out both sides was a consideration.
135 knts on approach with double figures of useless fuds in the sky. 130 knts and the DV window open with a shotgun out both sides was a consideration.
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One normal, one 400m for microlights (parallel to the main one, with opposite circuits, fortunately) and helicopters practicing autorotations in between the main runway and parallel taxiway.
So I guess Perth wins.
So I guess Perth wins.
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There is a jetstream stuck in Perth?
Go and find out the airframe number ( it should be on a plate just inside the door) if its been sitting around for a couple of years i can use the parts.
No I didnt take it in. It would have been private flight only. I think one got painted there 7 year ago though (G-UIST).
Perth is a f
ing nightmare and the boys on Ag are utter stars dealing with the utter arseholes on freq
Go and find out the airframe number ( it should be on a plate just inside the door) if its been sitting around for a couple of years i can use the parts.
No I didnt take it in. It would have been private flight only. I think one got painted there 7 year ago though (G-UIST).
Perth is a f
ing nightmare and the boys on Ag are utter stars dealing with the utter arseholes on freq
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I find check rides scary.... tomorrows fun.
My scariest moments so far:
EFATO PA-28 with restart in the glide, no nice field to land in
Seneca engine fire on landing
Large Vne bust whilst sat on back seat PA-28, I was sure the wings would come off in the recovery.
Cessna172 control column mounting come loose in flight
Full avionics / radio failure PA-28 way out over the bay of Biscaye
Tailpipe fire A321, APU turned off (fuel saving) with 210 pax still onboard.
Proper windshear A320
Flying into a non-radar painting CB A321 at night
Severe turbulence A321
Captain loosing the plot on a go around A320
I am always amazed how quickly things can go from fine to life threatening in such a short period of time.
My scariest moments so far:
EFATO PA-28 with restart in the glide, no nice field to land in
Seneca engine fire on landing
Large Vne bust whilst sat on back seat PA-28, I was sure the wings would come off in the recovery.
Cessna172 control column mounting come loose in flight
Full avionics / radio failure PA-28 way out over the bay of Biscaye
Tailpipe fire A321, APU turned off (fuel saving) with 210 pax still onboard.
Proper windshear A320
Flying into a non-radar painting CB A321 at night
Severe turbulence A321
Captain loosing the plot on a go around A320
I am always amazed how quickly things can go from fine to life threatening in such a short period of time.