This little story is mainly for the new guys just getting started,but maybe even for some of the old hands. Back in 1980 or so,i was just embarking on my ag-flying career.I was flying a Piper PA-25 PAWNEE.I had been very busy this particular morning spraying grass killer on rice.Every time i came in, one of the loader guys would load me,clean the windshield,and gas me up if i needed gas. On this load,i determined that i would get gas next time in.I landed and all of the other planes were in at the same time,so i get out and loaded my plane and clean the windshield.Totally forgot about the gas:yup: Yup,totally forgot! I start my takeoff and about the time i break ground,i remember the gas.After a quick glance at the gas guage,i decide that i had enough to make this load and get back to the flying service.About the time i get the load out,i am starting to get nervous as the guages are sitting on empty.OH CRAP,,I make a beeline for the house and about a mile and a half,Yep,she quit me.Not much time to think about it,i put it down in a bean field. Yep,the ol t-cart just ran out of gas!Called the guys over at the strip and they brought me 10 gallons,poured it in ,and went home with my pride nonexistant at this point.My point is THIS COULD HAVE BEEN MUCH WORSE!!!Please do a proper pre-flight and dont get in too much of a hurry cause what you forget to do could cost you your life. I debated with myself whether or not to tell this here,but thought it might be useful to someone. FLY SAFE T.C.
Do you really do a thorough pre-flight?
- Thread starter t-cart
- Start date
ctab5060X
Well-Known Member
Good story. I agree you should always do a proper preflight, no matter how many days you have flown the same airplane. Same goes for a proper post flight. Thourough pre-flight, each and every time.
t-cart...nice to know there is someone else here with ag experience. I know you have waaaay more than me, but it is nice to know there is someone else who "understands" that kind of flying.
t-cart...nice to know there is someone else here with ag experience. I know you have waaaay more than me, but it is nice to know there is someone else who "understands" that kind of flying.
:rawk: FLY SAFE T.C.ComplexHiAv8r
Well-Known Member
I have the opportunity to fly the same plane, for that reason I do two types of pre-flights. Once a month I schedule time to go out and do a very detailed review of the aircraft with no intentions of flying. Take my time, look over everything, noting any problems or concerns.
When I fly I do a basic walk around, following the checklist provided in the POH. I also check the floor for leaks and the such, and have color chalk to mark and date anything I see. Once a year I wash and clean the floor.
After each flight I do another looking at the aircraft for any changes since the pre-flight.
When I fly I do a basic walk around, following the checklist provided in the POH. I also check the floor for leaks and the such, and have color chalk to mark and date anything I see. Once a year I wash and clean the floor.
After each flight I do another looking at the aircraft for any changes since the pre-flight.
jrh
Well-Known Member
Great story, and not just for the new guys. Experienced pilots can get complacent and make mistakes, too.
I've found fuel management to be a serious issue in the jump pilot world too, at least in the 182 I fly. Since we never fly with more than half tanks, and still have to keep the 30 minute VFR reserves, we can only fly a few loads between refueling stops.
There can be a lot of pressure for "just one more" load to fly. Usually it's at the end of the day, right at sunset, when some jumpers want one more jump, but refueling would burn up just enough time that the sun would set before the last load can get up. It's tempting to push in to the 30 minute reserves, but I've resisted the urge so far. I've found the best solution is to try to sequence the fuel stops so that my last stop is an hour or two before sunset, then I can fly right up until sunset with no worries.
I guess this scenario is sort of "get there-itis" in a vertical way! At least if the tanks ran dry in a jump plane it would probably happen at 10,000 feet AGL directly over the airport, but it's still inexcusable.
I've found fuel management to be a serious issue in the jump pilot world too, at least in the 182 I fly. Since we never fly with more than half tanks, and still have to keep the 30 minute VFR reserves, we can only fly a few loads between refueling stops.
There can be a lot of pressure for "just one more" load to fly. Usually it's at the end of the day, right at sunset, when some jumpers want one more jump, but refueling would burn up just enough time that the sun would set before the last load can get up. It's tempting to push in to the 30 minute reserves, but I've resisted the urge so far. I've found the best solution is to try to sequence the fuel stops so that my last stop is an hour or two before sunset, then I can fly right up until sunset with no worries.
I guess this scenario is sort of "get there-itis" in a vertical way! At least if the tanks ran dry in a jump plane it would probably happen at 10,000 feet AGL directly over the airport, but it's still inexcusable.
Fly4Pay
New Member
mastermags
Well-Known Member *giggity*
Not to mention, the TSA will hand out a $25000 fine to the 121 types for not checking all the exterior compartments.
Fins Up
Well-Known Member
A guy here was telling me about a conversation he had on the ramp with a TSA person. They were asking him if he opened up all the compartments and inspected them for...whatever. The pilot had to explain that that wasn't part of the inspection he was doing. The pilots do their inspection for safety and airworthiness, not necessarily security/explosives. I guess the company could still get fined if they don't do the proper inspection, but it's not the pilot's job to open everything up.
NuevaLuna
New Member
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Until the TSA provides me with a latter, I cannot comply. Oh darn.