Flights that challenged your piloting skills
06-30-2009 | 08:37 AM
#21
First Rule of Fight Club
Joined: Jan 2007
Posts: 1,536
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From: My seat smells like cat pee
Here is an example of an unfixable challenge.
On my night cross country with my instructor we encountered a severe downdraft. The VSI pegged down and nothing we could do. Totally unexpected and unforcast. What sucked the most was not being able to see the ground. We figured we were only a couple seconds away from certain death when it stopped. We lost 2500 feet in less than 30 seconds. We were only about 700 or 800 AGL when it finally stopped. Years later it is still a reminder to NEVER challenge mother nature. Funny thing is we talked to a 172 that was 2000 feet above us on the CTAF and they said they got nothing. Just a rogue wave I guess.
On my night cross country with my instructor we encountered a severe downdraft. The VSI pegged down and nothing we could do. Totally unexpected and unforcast. What sucked the most was not being able to see the ground. We figured we were only a couple seconds away from certain death when it stopped. We lost 2500 feet in less than 30 seconds. We were only about 700 or 800 AGL when it finally stopped. Years later it is still a reminder to NEVER challenge mother nature. Funny thing is we talked to a 172 that was 2000 feet above us on the CTAF and they said they got nothing. Just a rogue wave I guess.
I've got two, one similar to this. Many a year ago I was ferrying a single engine piper at 11,500 when crossing the border from New Mexico to Arizona, I encounter a down draft. After pitching up and having max power put in was still in a descent of about 300-400 feet per minute. About 10-11 minutes later, it stops and leaves me about 400 AGL. I had lined up with a major interstate and planned to land on it.
Second about 25 feet from touchdown in a great lakes Bi-Plane (Tail wheel) I had my rudder cable snap. That was more a mix of skill and luck that I didn't ground loop it.
06-30-2009 | 08:38 AM
#22
Gets Weekends Off
Joined: Jan 2008
Posts: 383
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From: EMB-170 FO
A few years ago in Orlando my student and I lost about 1200 feet in a downdraft in IMC conditions while getting vectored for an ILS in a Cessna 172. The altimeter just dropped from 3000 feet to 1800 in about a second. We slowly climbed back up and I requested a full stop.
A couple of months ago, one side of the engine cover on our Piper Seneca flew open in flight, I told the student to power it down to idle and we did a simulated single engine failure landing. After landing, we secured it and took off again for our training flight.
On my MEI checkride my examiner said, "I gave you your multi commercial last week, lets have some fun today". After the checkride, he gave me a critical engine failure in a Piper Aztec with me in the right seat on a partial panel ILS approach. Since the hydraulic pump is hooked up to the critical engine I had to pump the landing gear down and the flaps down using a handle while I was under the hood flying a single engine partial panel ILS. Nothing yet has tested my skills like he did that day. I passed my checkride and had a sense of accomplishment that I didn't bust the approach. Now I now what an examiner's idea of "fun" is.
A couple of months ago, one side of the engine cover on our Piper Seneca flew open in flight, I told the student to power it down to idle and we did a simulated single engine failure landing. After landing, we secured it and took off again for our training flight.
On my MEI checkride my examiner said, "I gave you your multi commercial last week, lets have some fun today". After the checkride, he gave me a critical engine failure in a Piper Aztec with me in the right seat on a partial panel ILS approach. Since the hydraulic pump is hooked up to the critical engine I had to pump the landing gear down and the flaps down using a handle while I was under the hood flying a single engine partial panel ILS. Nothing yet has tested my skills like he did that day. I passed my checkride and had a sense of accomplishment that I didn't bust the approach. Now I now what an examiner's idea of "fun" is.
06-30-2009 | 08:19 PM
#23
alchemist
Joined: Apr 2007
Posts: 1,089
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Flying grand canyon tours in vegas on a 100+ degree day on a fully loaded c207. Thank you for updrafts, sometimes I was unsure if it was going to clear the terrain. Especially at night on the way back! Lost some hair on top and grew some on my chest....
07-02-2009 | 12:54 PM
#27
Gets Weekends Off
Joined: May 2006
Posts: 797
Likes: 0
From: Jet Pilot
Early one morning on a return trip from KSUS to KMSP in the citation 550 , I had sucked down a grande white chocolate moccha. well needless to say , by the time we crossed KASPER I needed to pee quite bad! I was praying for 12R with a quick exit into the signature ramp but we got 17 instead with a loooong taxi back. I was able to hold it but it was as close as I ever wanted to come to disaster.
08-08-2009 | 11:36 AM
#29
Gets Weekends Off
Joined: Apr 2007
Posts: 148
Likes: 0
From: Looking out the window
1. Total electrical failure on night cross country in 172
2. Engine failure in 172
3. Sub-panel feeder bus failure in KingAir C-90 shooting approach to 100/.5
4. Loss of steering upon landing in CRJ
5. Numerous mx/wx diversions
6. Flap fail in a CRJ.... that doesn't count because it's fun
Bottom line is.... we've all got some. It's the nature of the business
2. Engine failure in 172
3. Sub-panel feeder bus failure in KingAir C-90 shooting approach to 100/.5
4. Loss of steering upon landing in CRJ
5. Numerous mx/wx diversions
6. Flap fail in a CRJ.... that doesn't count because it's fun
Bottom line is.... we've all got some. It's the nature of the business
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