My first (and I hope last) aircraft incident in 45 years of piloting took place a few years ago on the first really nice spring day, with clear skies and glistening water beckoning for the first seaplane flight of the season. I was a very new seaplane pilot at the time, though my IACRA paperwork showed 29,000 hours total time when I applied for the rating.
Things began to get interesting. I was about to learn a valuable lesson about checkpoints—namely, don’t use railroads or high tension lines. From the air they look exactly alike and as luck would have it I chose the wrong one and begin to get off course.
To illustrate the advantages of learning risk management over the time-honored method of letting fate take its course, I offer the following episode. It happened on a soggy, overcast, and misty day in 1967 in southern Louisiana. I was in my dangerous phase.
Another low-pressure system was making its way through the Carolinas and into the Northeast corridor with enough attendant weather to bring low IMC to most of the Northeast itself. I had a flight in the morning to Salisbury, MD, then to Richmond, VA, and then back home to Chester County, PA—all forecast to be at or near minimums, or possibly even below. This posed a real problem.
Sometimes when we look back to our earliest periods in aviation, we are rightly hounded by some of the infamously stupid things we did—or tried to do. But if you’re like me, you can honestly say you just didn’t know any better at the time, and that there was no one around to warn you of the dangers. We all have to learn. And every once in a while, the learning unveils itself ex post facto.
This is not a story about fast jets, elaborate cockpits or major life and death mid-air drama… it is the true story of a humble student pilot trying so hard to overcome a mid-air incident that he took leave of his common sense.
I’ve waited almost a lifetime to fess up to behaving badly. The statute of limitations has hopefully expired in sixty-six years. Specifically, in 1954 at age twenty, 165 hours total time, no IFR training and growing up on a rural Pennsylvania farm, I was living a teenage fantasy for adventure in a far-off land.
About an hour into that leg, I noticed something disconcerting. It was getting dark, and it was only 7:30. All my questions about why this was happening didn’t stop it from happening, and by 8:00 PM, it was totally dark. It had never dawned on me that I lived on the western side of the central time zone, and that on the eastern side of that time zone, things were quite a bit different.
I observed a huge gray mass of clouds directly in front of me. As a relatively new instrument rated pilot with minimal actual IMC time, it looked pretty intimidating to me. So I called ATC and asked if they were painting any weather along my route back to PDK. ATC advised that there was no significant weather between me and PDK. That gave me considerable comfort.
In the late 1970s and early 1980s I was a traffic watch pilot in Phoenix, Arizona. Radio station KTAR provided the on-air reporter and the FBO at Deer Valley provided the Grumman AA-1C aircraft and pilots. The AA-1C certainly wasn’t the ideal aircraft for the task. It didn’t perform well in high density altitude operations. On a hot day with full fuel it would barely make it to 5500 feet.
My wife, undoubtedly, would choose our honeymoon encounter with ice; my mother the complete electrical failure we experienced while on an IFR flight in very IFR conditions; but for me, my scariest time in an airplane was the time I was late to the party in figuring out what the airplane was doing.
We were happily, and smoothly, cruising along in the clouds at 7,000 ft. when ATC issued me a climb to 9,000. I remember reading the instruction back and initiating the climb while thinking to myself this is a bad idea. I had it in my head that I’d filed for 7, so we were going to stay at 7, but I climbed anyway.
We usually climbed up to 400 or 500 feet and followed the Parkway toward home but I had a different plan. I was so damn tired I crossed the beach at Wildwood and dropped down to ten feet. The sun was low off my left. With the doors and windows open, a cool breeze and the near water would keep me awake.
The one accident that I smugly assumed could never happen to me was fuel exhaustion—after all, is there any pilot error that is more avoidable? I always plan in excess of FAA minimums. So how did I find myself surrounded by widespread IFR conditions as night was falling in the White Mountains, watching my fuel gauge fall below an hour when I was still 15 minutes from the nearest airport?
I’m not proud of this event, and I hesitate to tell the story. But, it may trigger some preflight thoughts in another VFR pilot. I received some IFR training, both classroom and simulator, but decided to not pursue the rating because the airplane I acquired was not equipped. That worked very well until December 29, 2010.
We cruised on down to the Long Island Sound shoreline to shoot the VOR-A approach into Griswold Airport (now closed). Griswold was private, but nothing said we couldn’t shoot a low approach. Local scuttlebutt alleged that a Griswold family owned the airport and that they were “crazy.”
About three years ago, I had an unfortunate incident with my airplane. I flew to a nearby airport to pick up my instructor for a couple of days of training. We typically did intensive IFR training but this year, I wanted to refresh some basic flying skills so we planned a combination of some VFR basics and some IFR.
It was four-plus decades ago, on my solo cross-country as a student pilot flying from Salem to John Day and back, that I almost ran the tanks dry. So in the spirit of learning from others’ mistakes, I offer this true-life-student-pilot experience.
My plane had no instruments for flying in the clouds, and no radio for communication. Visual Flight Rules were the only option, and that didn’t look too promising. The time of go or no-go was approaching rapidly. The low ceiling would not be a problem if it held. Young and foolish? Yes, but the decision was made.
I was distracted by early arrival of a passenger while adding a quart of oil, and closed the cowl without replacing the oil filler cap. That meant that a short while later, at 5000 ft on a thank-God CAVU day, I saw a trickle of oil on the cowl, and the oil pressure needle at the bottom of the green and headed down.