That grain of wisdom....
Joined: Sep 2006
Posts: 1,434
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From: Scotland
Complacency
Last spring I discovered that a small exhaust leak had worsened, removed the exhaust and got it repaired by a very good welding shop, (permit aircraft) replaced it and continued to fly through the summer. Two weeks ago the battery wouldn't start the thing so to get flying I swung the prop. An hour later it started no bother. Three days later had to swing it again, I put this down to cold weather, so, removed the battery to recharge it. Discovered a hole two inches dia melted through the underside of the battery casing exposing the plates, no acid left, bone dry. The battery tray is about half inch above the exhaust, I'm surprised it held a charge all summer. Next in the line of fire, literally , is the fuel filter/gas collator/fuel pipe work.
I am not inclined to dwell on "what if" scenarios so I'm not about to lose any sleep over it. However I certainly learned a lesson, don't be complacent just because it's a lovely day to fly and we don't get many at this time of year.
I am not inclined to dwell on "what if" scenarios so I'm not about to lose any sleep over it. However I certainly learned a lesson, don't be complacent just because it's a lovely day to fly and we don't get many at this time of year.
Joined: May 2010
Posts: 246
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From: Hampshire
I reckon 150 Driver's tip is a good one. A little self examination is always worthwhile in this game and a little note-to-self in your log book seems like a good idea. It makes me think I really should get more organised and fill out my log book more than once every 10 flights or so.
Joined: Sep 2006
Posts: 271
Likes: 0
From: Munich, Germany
Fleetflyer said:
A very practical and good advise that makes sense to me.
Control and performance are two major factors that, if consistently maintained through currency and frequent flying, will significantly improve the chances of securing positive outcomes in aircraft failure circumstances.
I was in Florida flying during the first two weeks of December 2014 and the aircraft available was Cessna Skyhawk 172 or 182 with G1000 cockpit. The last time I flew a Cessna with G1000 was in November 2011. Since then I've been flying only Cirrus SR20 and SR22.
Even though I successfully completed the checkout in C182 without problems, I noticed some deficiencies in my handling of the aircraft. Clearly, I wasn't current in the C182 to secure the level of control and performance that I'm used to in the Cirrus aircraft. I fly about 50-70 hours in the Cirrus yearly.
Maintaining currency and frequently practicing flight operations in the cockpit is the best way to sustain flight envelope in both normal and abnormal circumstances.
WP
Stay Current & fly frequently.
Control and performance are two major factors that, if consistently maintained through currency and frequent flying, will significantly improve the chances of securing positive outcomes in aircraft failure circumstances.
I was in Florida flying during the first two weeks of December 2014 and the aircraft available was Cessna Skyhawk 172 or 182 with G1000 cockpit. The last time I flew a Cessna with G1000 was in November 2011. Since then I've been flying only Cirrus SR20 and SR22.
Even though I successfully completed the checkout in C182 without problems, I noticed some deficiencies in my handling of the aircraft. Clearly, I wasn't current in the C182 to secure the level of control and performance that I'm used to in the Cirrus aircraft. I fly about 50-70 hours in the Cirrus yearly.
Maintaining currency and frequently practicing flight operations in the cockpit is the best way to sustain flight envelope in both normal and abnormal circumstances.
WP
Joined: Feb 2007
Posts: 1,291
Likes: 2
From: GLASGOW
A couple I quite like.......
Pre-Flight - Physically Touch/push-pull Anything that Can or Shouldn't Move
Anytime you have to touch the prop, assume it wants to kill you!!!
Also pay particular attention to fuel pre take off. I have fuel, I have enough fuel, it is in the correct tank, and it is switched on...Oh, and I have put the cap back on
Pre-Flight - Physically Touch/push-pull Anything that Can or Shouldn't Move
Anytime you have to touch the prop, assume it wants to kill you!!!
Also pay particular attention to fuel pre take off. I have fuel, I have enough fuel, it is in the correct tank, and it is switched on...Oh, and I have put the cap back on
Joined: Jun 2002
Aviation Qualifications: PPL
Posts: 7,177
Likes: 297
From: Nanaimo (CAC8)
Oh, and I have put the cap back on
Not too serious in a fixed wing, although there is a risk of a prop strike, but potentially fatal in a helicopter, as a friend of mine found out.
He was lucky that he figured out what was happening before he had lifted too far!
Joined: Feb 2003
Posts: 2,042
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From: Oxford
Originally Posted by maxred
Also pay particular attention to fuel pre take off. I have fuel, I have enough fuel, it is in the correct tank, and it is switched on...Oh, and I have put the cap back on
ATC recovered it from the threshold - it had been sitting on the wing next to the tank during taxy.
Last edited by tmmorris; 3rd January 2015 at 08:46.
Joined: Oct 2003
Posts: 107
Likes: 0
From: Shropshire UK
All women lie about their weight!
I took a young woman from my office flying on a warm day, and tactfully asked her just to discreetly write her weight down so I could do a 'weight and balance' the night before. With hindsight we were well over max weight on take off;initially I had trouble taxiing in a straight line (I thought I had a flat tyre!)and the stall horn squeaked on climb out. Fortunately I had located to a long hard runway and optimized the fuel load.
With hindsight, if the engine had just run sick for a moment, we would have been in deep trouble, with a stall/spin accident looming large. As it happens, we had a very sociable flight, but I emerged with a few more gray hairs and a lot more cynical.
I took a young woman from my office flying on a warm day, and tactfully asked her just to discreetly write her weight down so I could do a 'weight and balance' the night before. With hindsight we were well over max weight on take off;initially I had trouble taxiing in a straight line (I thought I had a flat tyre!)and the stall horn squeaked on climb out. Fortunately I had located to a long hard runway and optimized the fuel load.
With hindsight, if the engine had just run sick for a moment, we would have been in deep trouble, with a stall/spin accident looming large. As it happens, we had a very sociable flight, but I emerged with a few more gray hairs and a lot more cynical.
Joined: Sep 2006
Posts: 3,113
Likes: 2
From: 23, Railway Cuttings, East Cheam
All women lie about their weight
As a rule of thumb I add 28 pounds onto any weight a women gives me.
Joined: Jan 2005
Posts: 1,490
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From: Hotel this week, hotel next week, home whenever...
Always ask yourself "What's the wind going to do to me?"
Learn to "Guestimate" before you Calculate....
And just because no one else has said it yet...
"It's never good to run out our airspeed, altitude and ideas all at the same time!"
DD
Learn to "Guestimate" before you Calculate....
And just because no one else has said it yet...
"It's never good to run out our airspeed, altitude and ideas all at the same time!"
DD
Joined: Jul 2001
Posts: 805
Likes: 0
From: U.K.
Through out my entire flying career I have always remembered "There old pilots and there are bold pilots, but no old, bold pilots". I can name at least two old friends who forgot that one and are no longer with us due to aviation incidents. Also "there is always plenty of gravity - how much fuel have you got?" This thread is full of other similar excellent "aide memoirs".
P.P.
P.P.
Joined: Sep 2006
Posts: 3,113
Likes: 2
From: 23, Railway Cuttings, East Cheam
Do they lie so much?