https://airfactsjournal.com/wp-content/uploads/2021/01/04M-210-2.jpg 286 400 James Hicks /wp-content/uploads/2021/03/logo2.jpg James Hicks2021-01-21 09:38:332021-01-12 17:25:24Flirting with real (and financial) disaster
Departure was without problem, and soon we were ascending at 1000 FPM over the frozen landscape. It was then than I happened to notice that the amber gear-up light had not illuminated. I cycled the gear down and back up to see if it was a temporary glitch. No change. I then assumed that the light was simply burned out, and not being the green light I needed before landing, made a note to change it at the first opportunity.
https://airfactsjournal.com/wp-content/uploads/2021/01/Owens-Valley-Elk.jpg 768 1024 Pete Alexander /wp-content/uploads/2021/03/logo2.jpg Pete Alexander2021-01-12 09:59:082021-01-19 16:34:37VFR to IFR in a flash on a solo cross-country
I can no longer recall if I was aware of an incoming system and thought I could beat it, or it developed quicker than forecast and “caught me” or what. But in a flash, I went from VFR to IFR as if someone had flicked a switch. My first reaction was to see if I would “pop-out” the back, like all of us did/would/still do. But after about 15-20 seconds, my thoughts turned to bugging out.
https://airfactsjournal.com/wp-content/uploads/2020/12/Turbulence-AIRMET.jpg 950 1200 Frank Ladonne /wp-content/uploads/2021/03/logo2.jpg Frank Ladonne2020-12-16 09:04:122020-12-10 15:29:08Bratburger-itis: a memorable trip
All week long, the weather was looking good. When I called for my flight weather briefing Friday morning (note this is before the common use of internet weather), the briefer mentioned the potential for moderate turbulence and potential for gusty winds. The velocity of the winds he forecast was less than what I had comfortably handled before so I wasn’t concerned. And, after all, I had a whole two years of flying under my belt!
https://airfactsjournal.com/wp-content/uploads/2020/11/seaplane-out-of-water-rotated.jpeg 1280 956 Kevin Malone /wp-content/uploads/2021/03/logo2.jpg Kevin Malone2020-11-18 09:48:212020-11-10 17:05:07My cold water splash: an airline pilot learns a painful lesson
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.
https://airfactsjournal.com/wp-content/uploads/2020/09/Wing-view-of-ground.jpg 788 1200 Tom Matowitz /wp-content/uploads/2021/03/logo2.jpg Tom Matowitz2020-09-22 09:18:312020-09-15 17:36:24A student pilot learns an important lesson
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.
https://airfactsjournal.com/wp-content/uploads/2012/04/clouds-gray.jpg 686 1024 Ken Howell /wp-content/uploads/2021/03/logo2.jpg Ken Howell2020-08-27 09:44:432020-08-19 18:13:20Adding to the judgment bucket—a flight that never should have happened
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.
https://airfactsjournal.com/wp-content/uploads/2015/06/fog-on-runway.jpg 427 640 Brett Swailes /wp-content/uploads/2021/03/logo2.jpg Brett Swailes2020-08-04 09:25:442020-07-29 16:27:17Approach to oblivion
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.
https://airfactsjournal.com/wp-content/uploads/2020/06/valley-sunrise-morning-mist-misty-trees-hills-sky-grass.jpg 586 880 Dave Sandidge /wp-content/uploads/2021/03/logo2.jpg Dave Sandidge2020-07-08 08:55:012020-07-08 08:59:45Night, mist, haze, and all that jazz
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.
https://airfactsjournal.com/wp-content/uploads/2020/06/Piper_PA-38-112_Tomahawk_F-GOFC_in_flight.jpg 683 1024 Rob McCallum /wp-content/uploads/2021/03/logo2.jpg Rob McCallum2020-06-30 09:41:252020-06-23 15:08:13Goal fixation: when ingenuity overrides common sense
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.
https://airfactsjournal.com/wp-content/uploads/2020/06/Seaplane-on-river.jpg 415 608 Phil Roth /wp-content/uploads/2021/03/logo2.jpg Phil Roth2020-06-16 09:45:372020-06-12 12:07:42Implausible, providential, or dumb luck?
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.
https://airfactsjournal.com/wp-content/uploads/2019/01/chicago-sunset.jpg 450 600 Jay Wischkaemper /wp-content/uploads/2021/03/logo2.jpg Jay Wischkaemper2020-06-03 09:25:422020-05-28 14:45:56Why is it so dark? An important lesson learned
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.
https://airfactsjournal.com/wp-content/uploads/2020/04/thunderstorm-567678_960_720.jpg 540 960 Barry Benator /wp-content/uploads/2021/03/logo2.jpg Barry Benator2020-04-23 09:01:492020-04-23 10:11:27Your eyes have the deciding vote—my thunderstorm encounter
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.
https://airfactsjournal.com/wp-content/uploads/2020/03/airpark.jpg 900 1500 Bob Teter /wp-content/uploads/2021/03/logo2.jpg Bob Teter2020-04-08 09:02:452020-04-08 09:49:49Don’t take things for granted
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.
https://airfactsjournal.com/wp-content/uploads/2020/02/73A-on-dirt.jpg 484 649 Gary Kerr /wp-content/uploads/2021/03/logo2.jpg Gary Kerr2020-03-04 08:52:412020-03-04 10:15:10I seem to have misplaced planet Earth
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.
https://airfactsjournal.com/wp-content/uploads/2020/02/Between-layers.jpg 351 468 Elliott Cox /wp-content/uploads/2021/03/logo2.jpg Elliott Cox2020-02-26 08:45:462020-02-26 11:25:47Hot chicken, icy wings
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.
https://airfactsjournal.com/wp-content/uploads/2020/01/cub-over-water.jpg 516 849 Dan Blore /wp-content/uploads/2021/03/logo2.jpg Dan Blore2020-02-05 08:49:312020-02-05 09:11:56Nodding off at 10 feet above the waves
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.
https://airfactsjournal.com/wp-content/uploads/2020/01/PHL-route-on-FA.jpg 1230 1000 Charlie Tillett /wp-content/uploads/2021/03/logo2.jpg Charlie Tillett2020-01-29 08:32:412020-01-29 10:39:56Low on fuel: how I almost become that guy (or gal)!
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?
https://airfactsjournal.com/wp-content/uploads/2019/11/winter-mood-434730_1280-1.jpg 1280 960 Maurice Caudill /wp-content/uploads/2021/03/logo2.jpg Maurice Caudill2019-11-21 08:41:522019-11-21 17:27:20Escape from the jaws of IMC
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.
https://airfactsjournal.com/wp-content/uploads/2019/10/Airfields_CT_C_html_m4bc0647e.jpg 847 973 Fred Simonds /wp-content/uploads/2021/03/logo2.jpg Fred Simonds2019-10-16 10:38:072019-10-16 10:44:04Read those NOTAMs!
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.”
https://airfactsjournal.com/wp-content/uploads/2019/09/2.jpg 956 1280 Larry Noe /wp-content/uploads/2021/03/logo2.jpg Larry Noe2019-09-26 09:14:372019-09-26 09:47:22I damaged my airplane. Now what?
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.
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