My wife getting scared

On Tue, 2 Oct 2007 16:29:22 -0500, "Paul Riley"
wrote:


"Dudley Henriques" wrote in message
news
Each pilot in other words, is being encouraged and REMINDED, to be in a
constant state of self evaluation as to the ability to perform at any
given time and place.
It ain't much......but it helps!

--
Dudley Henriques

Dudley,

You are exactly right.

I flew a zero-zero GCA, at night, in a UHIB, at the An Khe airfield in late
1965. No other place to go. We were on mortar patrol, had just been relieved
on station by our replacement aircraft. Ground fog had moved in, even the
replacement aircraft was not aware of it. No one expected it. I had an
instrument rating, my copilot did not. Our other option was to go crash in
the jungle someplace (with the bad guys, but where it was clear). Since we
did not have enough fuel to divert to a safe landing area--more than 45
minutes away (hey, this was Nam) we decided it was our only option.
Obviously, we made it, believe it or not, no damage to aircraft or crew. The
GCA Controller got three quarts of Johnny Walker Red the next morning. G

Goes to show, you CAN handle a bad situation, IF you remember your training.

Regards,
Paul
PS Sorry about the misplaced thanks!!

Paul

Welcome to the crowd. There are only a few of us.

I too made ONE zero zero at Hamilton AFB in F-94C.

Finished mission and went RTB and as we approached the field watched
the San Francisco Bay fog roll in before we could land. No fuel for
alternate so continued with a GCA. Hit GCA minimums and no runway.
Told GCA to keep talking and rotated to a landing attitude and
continued decent. Next thing I knew was rolling down runway.

Like you, when you gotta do you gotta do.

Big John

Hi Big John,

Nice thing about doing it in a helicopter, you can slow down, WAY down, when
you get near the ground. Rate of descent about 1 foot per minute, pretty
much a landing from a hover on instruments, just ease it down until you
find a runway light for reference or can see the pavement through the chin
bubble. :-)))))))

I would not like to try it in a fighter jet, they do not hover well. Or do
they??? :-)))))

Anyway, that was the one and only time, and I am happy it never happened
again. :-))))

Regards,
Paul





"Big John" wrote in message
...
On Tue, 2 Oct 2007 16:29:22 -0500, "Paul Riley"
wrote:


"Dudley Henriques" wrote in message
news
Each pilot in other words, is being encouraged and REMINDED, to be in a
constant state of self evaluation as to the ability to perform at any
given time and place.
It ain't much......but it helps!

--
Dudley Henriques

Dudley,

You are exactly right.

I flew a zero-zero GCA, at night, in a UHIB, at the An Khe airfield in
late
1965. No other place to go. We were on mortar patrol, had just been
relieved
on station by our replacement aircraft. Ground fog had moved in, even the
replacement aircraft was not aware of it. No one expected it. I had an
instrument rating, my copilot did not. Our other option was to go crash in
the jungle someplace (with the bad guys, but where it was clear). Since we
did not have enough fuel to divert to a safe landing area--more than 45
minutes away (hey, this was Nam) we decided it was our only option.
Obviously, we made it, believe it or not, no damage to aircraft or crew.
The
GCA Controller got three quarts of Johnny Walker Red the next morning. G

Goes to show, you CAN handle a bad situation, IF you remember your
training.

Regards,
Paul
PS Sorry about the misplaced thanks!!

Paul

Welcome to the crowd. There are only a few of us.

I too made ONE zero zero at Hamilton AFB in F-94C.

Finished mission and went RTB and as we approached the field watched
the San Francisco Bay fog roll in before we could land. No fuel for
alternate so continued with a GCA. Hit GCA minimums and no runway.
Told GCA to keep talking and rotated to a landing attitude and
continued decent. Next thing I knew was rolling down runway.

Like you, when you gotta do you gotta do.

Big John

Dudley Henriques wrote:

Gen Des Barker of the South African Air Force (and ex demonstration and
test pilot) has done an in-depth work on these issues in his book "Zero
Error Margin" where all that has been learned on this subject has been
accumulated in print.
The subject itself is so hefty I wouldn't even try getting into it with
a Usenet post.
Basically what we have discovered in our situation is that although most
display pilots fare well in following set procedures, regulations, and
rules, the breakdown comes at the local level and in many accidents can
be coupled with the psychological circumstances prevailing during an
incident as those circumstances are affecting the individual display pilot.
This is just a pedantic way of saying that what's going on in a pilot's
mental and emotional processes as a display is being flown can under
specific conditions, be a killer.
The fact that we accept these conditions as being present and a danger
doesn't really help us much in solving the issue. The reason for this is
that each pilot will have a specific tolerance for situational
awareness, cockpit over task, and distraction.
In other words, you can take a highly trained professional pilot, fully
checked out on a specific type of aircraft, and with a proven over time
ability to fly a specific demonstration, and that pilot can on a
specific day at a specific instant, make a fatal error.
Again, we realize this can occur, but the actual solution alludes us.
Where we are right now is in making sure we educate the community so
they are collectively aware that this danger lurks out there waiting.
By educating the community to the problem rather than trying to find a
specific "fix" that we believe doesn't exist, we hope to better the
safety record.
Each pilot in other words, is being encouraged and REMINDED, to be in a
constant state of self evaluation as to the ability to perform at any
given time and place.
It ain't much......but it helps!

Every little bit helps in the grander scheme of things.

Matt

In a previous article, said:
Can you tell us what happened?

A Piper Navajo has a very complex fuel system, and you're not supposed to
take off or land on the outer tanks, nor are you supposed to use them in
maneuvering flight if they're less than half full. His plane was at a
nearby airport for service on one of the engines. The mechanic who worked
on the plane noted that the fuel selector on the plane was set to the
outer tanks, and the fuel gauges were reading empty.

After the service, both the mechanic and the line guy offered to call the
fuel truck, but the pilot said he was in a hurry because he wanted to get
out on his boat.

On the flight back to his home base, he reported that an engine had failed
(the one that had just been worked on) and he was returning to the airport
he'd just departed. A few minutes later he reported that the other engine
had failed as well, and he was going to try to land at a near-by airport,
then he reported he wasn't going to make that airport and he was going to
try for a field.

The plane crashed, he died, and one side burned. The other side had
nearly full inner and middle tanks. The fuel selectors in the plane were
still set to the outer tanks.

As far as anybody can speculate, he must have thought the first engine
failure was due to problems with the new engine, not a fuel problem, but
nobody can explain why he didn't switch tanks when the second one failed.


--
Paul Tomblin http://blog.xcski.com/
Ahhh, the permie offer. The "Please sign up with us clueless fsckwits
so you can spend all your time digging us out at a pittance" offer.
-- Dan Holdsworth

"Paul Tomblin" wrote in message
...
As far as anybody can speculate, he must have thought the first engine
failure was due to problems with the new engine, not a fuel problem, but
nobody can explain why he didn't switch tanks when the second one failed.

A very sad story.
I'm only a new pilot, but I reakon that the first thing my eye would go to
if I had an engine failure would be the fuel gauges. It just seems like
common sense or instinct to me. Maybe when you're faced with an engine
failure, common sense can sometimes go out the window in the panic.
Crash Lander
--
Straight and Level Down Under.
http://www.straightandleveldownunder.net/

In a previous article, "Crash Lander" said:
common sense or instinct to me. Maybe when you're faced with an engine
failure, common sense can sometimes go out the window in the panic.

That's why as a student pilot you're drilled on the emergency checklist
until you know it without thinking. I don't know about the plane you fly,
but on mine it's
1. FLY THE PLANE
2. Pick a landing spot
3. FLY THE PLANE
4. Everything forward (throttle, prop, mixture)
5. FLY THE PLANE
6. Everything up (flaps, gear)
7. FLY THE PLANE
8. Fuel pump on. Switch tanks.
9. FLY THE PLANE
10. Carb heat or alternate air
11. FLY THE PLANE
12. Make emergency radio calls
13. FLY THE PLANE
14. Prepare to land.

--
Paul Tomblin http://blog.xcski.com/
God is real, unless declared as an integer.

On Tue, 2 Oct 2007 01:03:37 +0000 (UTC), Paul Tomblin wrote:

9. FLY THE PLANE
10. Carb heat or alternate air

I see some logic to moving carb heat to number one on engine outs with the
thought that if it was carb ice, you don't want to give the exhaust
manifolds a chance to cool down and you want to give carb heat all the time
you can to melt any accumulations.

Make any sense?

--
Dallas

In a previous article, said:
On Tue, 2 Oct 2007 01:03:37 +0000 (UTC), Paul Tomblin wrote:

9. FLY THE PLANE
10. Carb heat or alternate air

I see some logic to moving carb heat to number one on engine outs with the
thought that if it was carb ice, you don't want to give the exhaust
manifolds a chance to cool down and you want to give carb heat all the time
you can to melt any accumulations.

Make any sense?

Yes, I think you're right. The checklist was taught to me as a left to
right flow across the panel, but the one time I lost power on take-off in
the winter, I actually did the carb heat immediately and it worked.


--
Paul Tomblin http://blog.xcski.com/
Three of your friends throw up after eating chicken salad. Do you think
"I should find more robust friends" or "we should check that refrigerator"?
-- Donald Becker, on vortex-bug, suspecting a network-wide problem