For you 121 pilots that have had an emergency.
- Thread starter thehobbit
- Start date
1. I did an ASAP report but that's about it.
2. "Accidents" and "Incidents" have a very particular definition by the FAA. Did your emergency result in an FAA-defined accident or incident?
Skåning
Well-Known Member
I think they mean bending metal or hurting someone. What DERG said, feds have a specific definition
thehobbit
Well-Known Member
It didn’t result in an accident or what is listed as a serious incident. The faa 830 definition looks like it would mean every emergency sounds like an incident to me. Nothing on my prd so I've chosen to say no on the applications going forward. I said yes on some of them, it ended in a tbnt.
"Incident means an occurrence other than an accident, associated with the operation of an aircraft, which affects or could affect the safety of operations."
bLizZuE
Calling for engine starts en français
Not every emergency I declare requires a report. Even if the report is titled "incident report" that doesn't mean it's an incident as defined by the NTSB.
Autothrust Blue
Welcome aboard the Washington State Ferries
The worst part was the paperwork, and not the events themselves.
///AMG
Well-Known Member
Haha....classic airlines making things harder than they need to be. My last real emergency (0ther than fuel) was a couple summers ago when I shat an engine. No paperwork at all, just took a trap and got out. They did want me to tell the story at the next all instructor meeting, where I promptly forgot which engine failed (I said the easy one, it was actually the worse one where you lose normal brakes, anti-skid, normal gear extension, etc). My EWO tightened me up though. It was after a long weekend on a no-fly day though, maybe I was hungover. The noob/students eyes got wide. I told them it was about the 30th time id lost an engine in an F/A-18. Granted 29 of those were in a legacy hornet, and were mostly precautionary in nature. This one actually just shut itself down #thanksFADEC. Turns out the thing flies almost the same on one engine, if you have any awareness of the existence of rudder pedals 
Autothrust Blue
Welcome aboard the Washington State Ferries
The last one I had, the debriefing (a process in which a telephonic cross-divisional cluster is assembled and questions are asked in rapid fire) was more annoying than the event itself, which merely involved an emergency descent in an empty airplane.
CFIT99
I'm probably commenting ironically...
hold on to that...might be a good "tell me a time" story.
I’m guessing that @Richman is beyond the TMAAT phase of his career.
Bar stories, now, that’s a different thing altogether.
Autothrust Blue
Welcome aboard the Washington State Ferries
I had some Legal Seafood clam chowder “hit wrong” on approach into DTW years ago.
That was the closest I’ve been to sh—ing myself since the diaper years.
Thank goodness the rampers were in position because, if they weren’t, welp, we’re going to set the parking brake right here on U9 and go see a man about buying a horse.
Richman
JC’s Resident Curmudgeon
Funniest all time thread on the internet, and I will die on that hill, was the “I s4at in my flight bag” thread on the old Flight Info forum.
That’s where I learned what “I had to punch a grumpy” meant.
Almost 25 years later, still makes me chuckle. We have some real commodeians in our midst.
+2 bonus points for “commodeians”.
CFI A&P
Exploring the world one toilet at a time.
There's a distinction between the definitions that will give you clarity and understand the spirit of the request. A company, NTSB 830 and in the vernacular sense are three different definitions.
Say you're flying 121/135 and declare an emergency because of bingo fuel after holding. That'll probably require paperwork within the company but not NTSB 830 worthy of reporting.
However, a passenger slips and falls suffering some form of fracture during boarding -> fracture is a serious injury by NTSB 830 and thus requires reporting, but didn't require the crew to declare an emergency.
The reason the potential employer asks this question is often three fold: They have an acceptable timeline of what is considered too recent of an event (inside of 6 months, a year from date of application, etc). The second reason is any certificate action related to the event. "During my solo cross country as a student I declared an emergency, landed off airport due to fuel exhaustion and received a 709 ride as a result." Which will bring you to the third reason: "What did you learn from that?" It is a chance to have a TMAAT discussion.
Clear as mud?
Roger Roger
Bottom of the list
1: the coffee I drank on the ~30 minute hop from JNU to SIT to pick up a patient hit wrong about 15 mins after landing. FBO locked up. Thought I had struck gold when I spotted a porta john by the DOT office. After waddling over I discovered it was padlocked. Airplane has a lav, but we’ve never used it and don’t really have a way to service it. I head into a secluded stand of alder and my FO, god bless him, after a very well deserved laugh at my situation, rifles the unused lav of the airplane and finds most of a roll of toilet paper, thus saving my socks. The long and short of it is, you know the old saying about “does a bear • in the woods?” Well, I dunno about bears (IME they mostly • on the runway in Kake Alaska) but medevac pilots definitely • in the woods.
#2 (heh). I’m up in Anchorage for my medical (no local dude in juneau). I chow down on a pizza at silver gulch in the airport prior to hopping on the milk run home. Well, approximately the time we start engines in Cordova, my gut sounds a red alert that something in that pizza did not agree with it. I hold on with superhuman effort until the 10k chime, and then VFR direct to the aft lav. I’m back one more time on the what…40 minute flight? And again on the hop from Yakutat to Juneau.