mikeypat15
Well-Known Member
Were we in the same flight? Had the same thing happen at ESN last week, just mine wasn't water. MX still can't figure out what happened. Take it you were at MTN?
Who has declared?
- Thread starter BravoHotel
- Start date
TopGunn
Well-Known Member
yup at KMTN. Shot like 8 approaches today at ESN. They have a hangar with P-51's and Ferraris parked in it.. so much for recession
P.s. I dont think your last name is Mcnally, is it? That is who i was flying with.
Avalon781ML
Well-Known Member
Yep... five different lights in 20 seconds... good times.
I think its important to realize that everyone freaks out when a situation presents itself that necessitates a declaration.... the key is to minimize one's "freak out" time and to force yourself to deal with the situation... kind of like a "fight or flight" situation.
JOEFRIDAY2
Well-Known Member
I have declared an emergency 4 times. I can tell you that all of that training does kick in when you need it.
Joe
Joe
bretthullrampage
Well-Known Member
Engine failure in a Seminole...Im seeing a trend here.
z987k
Well-Known Member
It really does. Absolutely crazy how fast you do everything before even worrying about the checklist.
Patrick
Well-Known Member
Engine failure in a Twin Comanche during initial climbout. Circled back and landed with the failed engine feathered. Thankfully was light on fuel, just me on the aircraft, and it was a cold winter day, so about as uneventful as the situation could be.
Engine failure in a Mojave just after rotation and gear up. Circled back and landed with the failed engine feathered. This was a pretty poor situation, as we were near max gross, it was 110 degrees and the field was about 3000 MSL. Blue line with the aircraft cleaned up and the dead engine feathered got me about 30fpm. Thankfully, everything around the field was flat.
Engine failure in a Mojave just after rotation and gear up. Circled back and landed with the failed engine feathered. This was a pretty poor situation, as we were near max gross, it was 110 degrees and the field was about 3000 MSL. Blue line with the aircraft cleaned up and the dead engine feathered got me about 30fpm. Thankfully, everything around the field was flat.
Douglas
Old School KSUX
Ditto. Insert a Saratoga though.
IMC, Broke out at 1,000 ft in a valley and zig-zagged around unfamiliar ground until we came upon an airport which happened to be towered.
Alternator light never illuminated because it was working.
WacoFan
Bigly
Had an engine failure in my Grandpa's Chief as I was practicing touch and goes. I had just turned x-wind after takeoff so I easily made it back to the runway and landed (very little wind). Didn't declare because the airplane had no electrical system. I could have yelled really loud for my grandpa to hear me as he was in the hanger but I decided against. He said he hadn't moved that fast in a long time as when he heard the engine go from full-power to nothing right after I flew by on take-off - so that's kind of like declaring - I made someone run.
Second incident I still have scars from and it occured when I was five. In my Grandpa's cabin Waco we had a small blacksnake crawl out from under the backseat. I screamed like a girl and made poop in my pants while my grandmother (sitting right seat) simply looked at it, grabbed it, rolled down the window (huge roll down windows up front - like a car) and flung the snake a couple thousand feet to its death. From that time on, for a long time, I had to hear "Hey! Did you ever hear about the time Jimmy pooped in the Waco!???" Again, no communication devices in a 1939 Waco, but it remains the worst thing to ever happen to me in an airplane.
Second incident I still have scars from and it occured when I was five. In my Grandpa's cabin Waco we had a small blacksnake crawl out from under the backseat. I screamed like a girl and made poop in my pants while my grandmother (sitting right seat) simply looked at it, grabbed it, rolled down the window (huge roll down windows up front - like a car) and flung the snake a couple thousand feet to its death. From that time on, for a long time, I had to hear "Hey! Did you ever hear about the time Jimmy pooped in the Waco!???" Again, no communication devices in a 1939 Waco, but it remains the worst thing to ever happen to me in an airplane.
Screaming_Emu
Well-Known Member
Twice. Both within the last year in the CRJ-200
The first was when hydraulic system 2 decided to empty it's entire contents into the aft equipment bay during takeoff roll in JFK
The other the nose gear refused to come out of it's hole in JFK because just like me, its afraid of my landings. Had to use the manual extension to get it down. When we touched down we got a message that nosewheel steering was inop. So we sat on the long runway for about 30 minutes waiting for company to finally bring us a tug.
The best part was when we got to the gate I checked my Facebook and DT's status said that his commuting flight in left early but now will arrive late because of an airplane disabled on the runway.
The first was when hydraulic system 2 decided to empty it's entire contents into the aft equipment bay during takeoff roll in JFK
The other the nose gear refused to come out of it's hole in JFK because just like me, its afraid of my landings. Had to use the manual extension to get it down. When we touched down we got a message that nosewheel steering was inop. So we sat on the long runway for about 30 minutes waiting for company to finally bring us a tug.
The best part was when we got to the gate I checked my Facebook and DT's status said that his commuting flight in left early but now will arrive late because of an airplane disabled on the runway.
Cptnchia
Dissatisfied Customer
Engine failure in E-120.
Flap failure in E-120.
Severe icing in E-120, couldn't maintain altitude.
Flap failure in CRJ.
Pressurization failure in 757.
Flap failure in 767ER.
Bird strike X 3.
Medical emergency X 2.
Declaring an emergency is free. CYA is priceless.
Edit: Never trust the flaps to go where you want.
Flap failure in E-120.
Severe icing in E-120, couldn't maintain altitude.
Flap failure in CRJ.
Pressurization failure in 757.
Flap failure in 767ER.
Bird strike X 3.
Medical emergency X 2.
Declaring an emergency is free. CYA is priceless.
Edit: Never trust the flaps to go where you want.
C-182 flyer
Well-Known Member
First big one was an engine failure on my first load of skydivers I ever flew. 182 ate an intake valve and it sounded like like someone was inside the motor with a ball peen hammer, it happened at about 2.5k' so the camera guy got out and the tandem student and tandem master stayed with me. The tandem student screamed like a little girl the whole way down, and without a motor running to drown him out, it was a little annoying.
The second engine failure was in a T-2 during a night fam while I was an intermediate student in Meridian Mississippi. We had a "bird" strike at night that took out one of the little GE motors, so we figured it must have been a bat since there was actually blood down the intakes. The T-2 does not fly too well with full flaps and only one engine, but it got me back home. That was a fun airplane, too bad they are gone now.
The third engine failure was in the Red Sea one night, and the skipper of the boat would not let me divert anywhere since it would have been a huge pain in the butt to send a rescue det out to fix the jet in Saudi. I stayed overhead the boat until the next recovery, and thankfully they actually took me first, which was nice since I lost the engine about 5 minutes after launch on a 1+30 cycle, so I just flew around single engine for over an hour and a half. A Hornet can only recover back aboard the boat at a certain weight, 34K lbs, or else you will damage the jet and it will have to be inspected before the next flight which does not make the maintenance guys too happy. Single engine, you can only recover with just enough gas for one look at the ball, and if you don't get aboard, you will have to tank before your next try. Well, even after being up there for on hour and a half, the boat still did not make enough wind across the deck at my first look to recover a single engine Hornet, so right after the ball call, I hear "wave off wave off winds, your signal is tank". No big deal right? I join up on the S-3, who was surprisingly in position as the hawk so that part happened pretty quickly. Now I try to get into the basket to get gas, but it was pretty turbulent, and the basket was all over the place which makes it a little harder. The S-3 crew is trying to get me to switch to their TAC freq so that we can talk, but I have my hands full trying to stay in position and get into the basket, so it was just straight trucker comm over the common freq for everyone to hear. I finally get plugged in, and the last fuel state I reported to the boat before I was receiving was a 1.7K, which is right at barricade state, so all I am thinking is that they won't barricade me but rather have me pull up alongside and eject, luckily I had gas now so that option went away. After a little more drama, I am all safe and sound after a nasty pass, but at least mid rats was going on so I just went to get a bacon and egg sandwich since I could not sleep for a few hours until the adrenaline went a way.
A couple others including losing the INS a few times, which the non-INS guys won't have any sympathy for, but it is a pretty big deal when you are used to flying that way. One of those was over Baghdad, so by the time I checked in with the boat and told the rep I was standby, it had been over three hours and i was pretty used to flying that way. Somehow I got the OK, but that is not worth chewing the seat cushion up your butt.
The second engine failure was in a T-2 during a night fam while I was an intermediate student in Meridian Mississippi. We had a "bird" strike at night that took out one of the little GE motors, so we figured it must have been a bat since there was actually blood down the intakes. The T-2 does not fly too well with full flaps and only one engine, but it got me back home. That was a fun airplane, too bad they are gone now.
The third engine failure was in the Red Sea one night, and the skipper of the boat would not let me divert anywhere since it would have been a huge pain in the butt to send a rescue det out to fix the jet in Saudi. I stayed overhead the boat until the next recovery, and thankfully they actually took me first, which was nice since I lost the engine about 5 minutes after launch on a 1+30 cycle, so I just flew around single engine for over an hour and a half. A Hornet can only recover back aboard the boat at a certain weight, 34K lbs, or else you will damage the jet and it will have to be inspected before the next flight which does not make the maintenance guys too happy. Single engine, you can only recover with just enough gas for one look at the ball, and if you don't get aboard, you will have to tank before your next try. Well, even after being up there for on hour and a half, the boat still did not make enough wind across the deck at my first look to recover a single engine Hornet, so right after the ball call, I hear "wave off wave off winds, your signal is tank". No big deal right? I join up on the S-3, who was surprisingly in position as the hawk so that part happened pretty quickly. Now I try to get into the basket to get gas, but it was pretty turbulent, and the basket was all over the place which makes it a little harder. The S-3 crew is trying to get me to switch to their TAC freq so that we can talk, but I have my hands full trying to stay in position and get into the basket, so it was just straight trucker comm over the common freq for everyone to hear. I finally get plugged in, and the last fuel state I reported to the boat before I was receiving was a 1.7K, which is right at barricade state, so all I am thinking is that they won't barricade me but rather have me pull up alongside and eject, luckily I had gas now so that option went away. After a little more drama, I am all safe and sound after a nasty pass, but at least mid rats was going on so I just went to get a bacon and egg sandwich since I could not sleep for a few hours until the adrenaline went a way.
A couple others including losing the INS a few times, which the non-INS guys won't have any sympathy for, but it is a pretty big deal when you are used to flying that way. One of those was over Baghdad, so by the time I checked in with the boat and told the rep I was standby, it had been over three hours and i was pretty used to flying that way. Somehow I got the OK, but that is not worth chewing the seat cushion up your butt.
An emergency for that? I was going to make a crack at how weak Naval aviators are for that......but I remembered back to some of the current crop of A-10 newbies, one of which didn't want to continue a mission due to his "green crap" in the HUD being out. At one time, that was only F-15/16 standard ops.
Then again, with the above you wrote, there are A-4 guys rolling in their graves.
C-182 flyer
Well-Known Member
An emergency for that? I was going to make a crack at how weak Naval aviators are for that......but I remembered back to some of the current crop of A-10 newbies, one of which didn't want to continue a mission due to his "green crap" in the HUD being out. At one time, that was only F-15/16 standard ops.
Then again, with the above you wrote, there are A-4 guys rolling in their graves.
Oh, I know, the sim instructors will let you know how they feel about that really quick. Everyone is a HUD cripple now days.
Stand-by at the field is no big deal, only at the boat does it get any attention.
ComplexHiAv8r
Well-Known Member
Ok I guess I will declare it. It happened a few years ago. I didn't see it coming, didn't even realize it until it was too late.
I'm now a tree hugging democrat. What has happened to me?????
I'm now a tree hugging democrat. What has happened to me?????
Bandit_Driver
Gold Member
May I ask which one?
jeflies
Well-Known Member
Almost the same thing happened to me this past week in ADS. The fire dept was all smiles because I think they were bored and I gave them something to do.
BEEF SUPREME
Well-Known Member
Passenger medical emergency. Captain got mad at me because he thought there would be paperwork. I confirmed with him that there was no paperwork to fill out.
Windshield outer and inner layers cracking on the KA200. Cracking doesn't do it justice. There was the sound similar to a 12 gauge shotgun going off little pieces of glass all over the glaresheild and me. I didn't know that the glass was 3 layers thick. Declared an emergency and ATC helped a lot. I just wished that someone could have helped pull the seat cover out of my butt.
Lesson learned: declare an emergency. So far no paperwork.
Windshield outer and inner layers cracking on the KA200. Cracking doesn't do it justice. There was the sound similar to a 12 gauge shotgun going off little pieces of glass all over the glaresheild and me. I didn't know that the glass was 3 layers thick. Declared an emergency and ATC helped a lot. I just wished that someone could have helped pull the seat cover out of my butt.
Lesson learned: declare an emergency. So far no paperwork.