Your most scary flight

Ed Haywood

Ed Haywood

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Tampa FL
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Big Ed
I know we have some old bold pilots in here, and probably some young and dumb ones too. So let's hear your most hair raising aviation tale.
 
I'll start.

25 years ago, when I had under 100 hours, I fell in love with taildraggers and aerobatics. I got my TW endorsement, then found the rarest creature: a Decathlon for solo rent. So I got my 5 hour intro to acro course, then started working on contest acro. This was my 3rd or 4th solo aerobatic flight.

One of the figures in the known sequence that year was a loop with a vertical down line. You fly 3/4 of a loop, pop the stick to center when pointed straight down at the ground, hold the line for a second, then pull 4G to level flight.

So I tried the maneuver. When I popped the stick forward to set the down line, I heard a noise behind me. Then I pulled out of the vertical dive. When I tried to push the stick forward to set level flight, it would not budge. The stick was locked full aft. I was going 160 mph with full power.

What happened next is a bit hazy. For many years I told the story that I did an involuntary second loop. But that seems wildly improbable, so lately I have begun doubting myself. TBH the next few seconds are a blank spot in my memory.

All I know for sure is that at some point I got the idea to close the throttle to stop the nose from rising so I would not go over the top, then give it full power again. I was able to stabilize the aircraft in a very nose high attitude, just a few knots above stall speed.

At that point I decided to bail out. I was wearing a chute, so I reached for the lever to jettison the door. Then I wiggled the stick, heard a rattling noise behind me, and deduced the problem.

The hinged rear seat back had flopped forward and hooked over the top of the rear control stick. The seat back was missing a restraining wire which prevents it from folding forward too far. Worse, the seat back cushion was not installed, and the seat back was covered with cotton fabric. The 4G pull had punched the stick through the fabric.

I unfastened the 5 point and 3 point harnesses, then reached back and freed the rear stick, all while flying at MCA with the nose pitched up 45 degrees and the stall horn blaring. That took about 5 minutes. The damn thing kept flopping forward again, so finally I tied it back with the rear shoulder harness.

I landed at the nearest airfield, stopped in the middle of the runway, got out and hyperventilated for about 30 minutes. Then I went back up and tried the maneuver again. Pretty sure if I had gone straight home instead of getting back on the horse, I would never have flown acro again.
 
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Flying to Canada in a family friends Comanche. He has recently gone west. Cancer is a *****. Dad was a low hour ppl at the time. Memory says summer of '01 as my grandma passed earlier that summer and we were meeting my grandpa up there. I had planned to drive back with him. Even before this flight.

Somewhere in Minnesota we hit convective. Hail. Lightning. Hanging on to the seat to keep from hitting the headliner from wicked turbulence. Even though I was 12, I was still fixated on the attitude indicator from the back seat. Pilots son asked for a barf bag. We were getting a pirep from what turned out to be a king air. "Been at better rides at great America". Dad said later he was contemplating how he was going to explain this to mom. But quickly realized it wouldn't matter cuz he'd be dead too.

Finally did a 180 and went around it. The last time I spoke to the pilot before he passed, we reminisced about that flight and even he said that was the dumbest thing he ever did in a plane.

Blue skies and tailwinds Jim. That lesson was invaluable
 
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I don't remember if I told this story on here. About a year ago we were going to New Orleans. They were forecast to have strong storms, so I had planned to overnight in Vicksburg, MS. About the MS border, we had a 70 knot headwind, but we were so close, and I had reservations...

Then the storms cells starting popping up. What hadn't occured to me was that they were moving north at the same speed we were moving south. About 15m out, the turbulence got BAD. Then once we started our descent and though we were going to make it, we saw lightning in the clouds that had just moved over the airport. I asked to divert to Jackson and got vectors onto the ILS. By now the turbulence was so bad I was really worried about parts coming off. I was locked in to landing, but the Jackson tracon controller almost certainly saved our lives by talking me into taking vectors to avoid a storm cell he could see on his radar growing in the approach path. He also probably saved us again when I was so absorbed in keeping the plane upright I failed to notice we were still losing altitude. He vectored is around Jackson and there was enough of a clearing in the storms to get to Vicksburg. That was easily the most challenging landing I ever performed. I don't remember what the crosswind was, but I do remember looking at the runway out the passenger side window. Honestly at that point I wanted to be on the ground so bad that I was going to force the plane down one way or the other. If I lost control and ran off the runway, I felt that was safer than being in the air. The landing actually turned out okay, but I did a VERY thorough preflight the next morning. Gettheritis is REAL.

And yes, that flight was significantly scarier than the one that ended with a windshield full of oil...
 
Jim K said:
I don't remember if I told this story on here. About a year ago we were going to New Orleans. They were forecast to have strong storms, so I had planned to overnight in Vicksburg, MS. About the MS border, we had a 70 knot headwind, but we were so close, and I had reservations...

Then the storms cells starting popping up. What hadn't occured to me was that they were moving north at the same speed we were moving south. About 15m out, the turbulence got BAD. Then once we started our descent and though we were going to make it, we saw lightning in the clouds that had just moved over the airport. I asked to divert to Jackson and got vectors onto the ILS. By now the turbulence was so bad I was really worried about parts coming off. I was locked in to landing, but the Jackson tracon controller almost certainly saved our lives by talking me into taking vectors to avoid a storm cell he could see on his radar growing in the approach path. He also probably saved us again when I was so absorbed in keeping the plane upright I failed to notice we were still losing altitude. He vectored is around Jackson and there was enough of a clearing in the storms to get to Vicksburg. That was easily the most challenging landing I ever performed. I don't remember what the crosswind was, but I do remember looking at the runway out the passenger side window. Honestly at that point I wanted to be on the ground so bad that I was going to force the plane down one way or the other. If I lost control and ran off the runway, I felt that was safer than being in the air. The landing actually turned out okay, but I did a VERY thorough preflight the next morning. Gettheritis is REAL.

And yes, that flight was significantly scarier than the one that ended with a windshield full of oil...
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I do remember you sharing that one.
 
Ed Haywood said:
I'll start.

25 years ago, when I had under 100 hours, I fell in love with taildraggers and aerobatics. I got my TW endorsement in a Champ, then found the rarest creature: a Decathlon for solo rent. So I got my 5 hour intro to acro course, then started working on contest acro. This was my 3rd or 4th solo aerobatic flight.

One of the figures in the known sequence that year was a loop with a vertical down line. You fly 3/4 of a loop, pop the stick to center when pointed straight down at the ground, hold the down line for a second, then pull 4G to level flight.

So I tried the maneuver. When I popped the stick forward to set the down line, I heard a noise behind me. Then I pulled out of the vertical dive. When I tried to push the stick forward to set level flight, it would not budge. The stick was locked full aft and I was going 160 mph with full power.

What happened next is a bit hazy. For many years I told the story that I did an involuntary second loop. But that seems wildly improbable, so lately I have begun doubting myself. TBH the next few seconds are a blank spot in my memory.

All I know for sure is that at some point I got the idea to close the throttle to stop the nose from rising so I would not go over the top, then give it full power again. I was able to stabilize the aircraft in a very nose high attitude, just a few knots above stall speed. It took a LOT of rudder to keep it coordinated.

At that point I decided to bail out. I was wearing a chute, so I reached for the lever to jettison the door. Then I wiggled the stock, heard a rattling noise behind me, and deduced the problem.

The hinged rear seat back had flopped forward and hooked over the top of the rear control stick. The seat back was missing the restraining wire which prevents it from folding forward more than 45 degrees. Worse, the seat back cushion was not installed, and the seat back was covered with cotton fabric. The 4G pull had pressed the seat back down so that the stick punched through the fabric, which then held the seat back in place on the stick.

I unfastened the 5 point acro harness and the 3 point backup harness, then managed to reach back and free the rear stick, all while flying at MCA with the nose pitched up 45 degrees. That took about 5 minutes. The damn thing kept flopping forward again, so finally I tied it back with the rear shoulder harness.

I landed at the nearest airfield, stopped in the middle of the runway, got out and hyperventilated for about 30 minutes. Then I went back up and tried the maneuver again. Pretty sure if I had gone straight home instead of getting back on the horse, I would never have flown acro again.
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That's wild.
It probably would have been 3 hours of hyperventilating if you hadn't had a chute on! Must have made for a hell of an entry in the squawk list for the aircraft.


Mine is weather: complete with an ASRS filing for CYA.
This was almost a year after getting my PPL license in 2020 -- importantly: with no IFR training. I was on the fence about doing a 1h30 min flight from central Michigan back home to Chicago because there were some small embedded storm cells popping up around Chicago and forecast to stay that way for the whole day. Encouragingly they were dissipating pretty fast too, not lingering for long, and there was a decent gap between them -- so I decided I could make the trip. It helped that I'd made that trip maybe 2 dozen times by that point, I knew it wasn't lengthy (less time for things to change), and I had a false sense of confidence being close to home turf.

Somewhere over Indiana I started to have some doubts because the cells looked bigger on my Sentry ADS-B iPad feed than they had on the ground, and the gap between them was maybe half as big -- maybe 3-5 miles. It still showed no lightning which agreed with my own observations, and there was no convective SIGMET so I figured "it couldn't be that bad". I reasoned that I had come this far and safely dodged several of the smaller ones with a wide berth so I'd continue. I hadn't had any turbulence or anything - so it "felt" safe to continue. TBH I was maybe feeling a bit emboldened that I was flying so easily around them, while there was no other small plane traffic. Everyone else was a wimp sitting on the ground -- but this was easy!

Then, when I was about 40 miles south east of my airport I had a choice: cut between two cells that looked to have adequate spacing on ADS-B and which I could identify visually as heavy rain, or fly south and take the long route around them (green path). The gap looked a lot smaller with my mark 1 eye balls than the ADS-B suggested, but I chocked that up to just being my position and seeing their overlap. And I made a choice that I have never made since: use ADS-B to shoot the gap (red path).

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But here's a relevant quote: It isn't what you don't know that'll get ya, it's what you know that just ain't so.

I didn't know ADS-B wx can have a significant delay (thought it had 0). I didn't know that my paltry 100hrs I'd added since getting a license is hardly anything (I thought I was pretty experienced). I didn't know that visibility can drop incredibly quickly in rain, because I'd never flown in anything more than a gentle drizzle. All my flying had been, for the most part, on bluebird days in CAVU conditions. Frankly, I didn't know that I didn't know shi* about weather. I didn't know how unprepared I was in case viz dropped.

So I got closer and closer to the heavy rain, and my heart rate increased at the proximity on my left wing to the cell, but forward viz stayed OK until suddenly it wasn't. In about 15 seconds I went from having (what I thought) was OK forward visibility cutting around the edge of a cell to barely being able to see my wingtips from heavy rain. There was no transition where I get a little rain, then a little more, and have a chance to back out. And importantly: there was no gap between the cells, they'd merged -- and I was in them flying in heavy or severe rain.

I honestly can't tell you what I did in that first 30 seconds except try to fly level -- and failed. About 30 seconds after that I noticed I was in a leftward bank at maybe 15 degrees. I had no instrument "scan" proficiency so it was more by chance that I took notice that my directional gyro was spinning at a perceptible rate. I felt good when I caught it and corrected it -- except only a few seconds later I saw I was in a rightward bank. I made the stupid move to try and check my iPad to see the wx and how to get out of it. Checking iPad while flying IFR with no experience was a poor choice. Flip-flopped on bank 1-2 more times.

At this point I was sweating pretty hard. And I saw something that really scared me -- I was losing altitude from 3000 -> ~2200' even though my pitch looked fine. I noticed my MP" gauge was reading lower than I expected. I put in a lot of power but I was still descending at maybe 500fpm. I did not want to get hung up on MP gauge so I kept power high, and turned back to instruments and worked to just hold a steady altitude and pitch. I ended up making a super, super gentle left turn to the southwest. And I used more focus over the next 3-5 minutes than I'd ever collectively used as a pilot in my life just keeping wings level and a steady altitude. I felt like I didn't freakin' breathe until minutes later I exited out the southwest side of the cell and saw sunshine.

I'll freely admit it was a dumbass move by a dumbass unprepared pilot. My only defense is that since that flight I have never had anything similar. I've cancelled more flights than I can count from poor weather, and I've put the plane down probably a dozen times for weather related inconveniences.
 
I was departing from an unfamiliar grass strip and hit a bump before flying speed. Ballooned into the air AND cocked left because of a crosswind. The airplane headed directly towards a hangar right at the side of the strip. I had neither airspeed nor altitude. Nor stopping distance.

I lowered the nose and put it back on the ground, kept the power on, then lifted off/turned after a short additional ground run. I figure the left wing missed the hangar by 5 feet. My partner said it was more like 3 feet.

It all happened in about 5 seconds, but with the adrenaline rush, it was like slow motion. I remember contemplating all of the options, selecting the one I did, and intentionally applying very light control movements to thread the needle between stalling and hitting the building.

I had the shakes for the rest of the day.
 
I’ve had a few adrenaline rushes, but by the time I flew through the problem i was calmed down. The only one that lingered was my first engine failure at 75 feet and Vx on a go-around…training kicked in, and I was on the ground before I could even give any thought to the failure. Made a few extra trips to the outhouse between flights that day.
 
Velocity173 said:
I’m sure you’ll appreciate this @Ed Haywood. My rotor blades impacted with a parked HUMVEE doing 100 + kts and 53 degrees angle of bank. Almost 1 million in damages. Most violent thing I’ve experienced and we all lived to tell the tale.
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I trust there were numerous near misses of which I remained blissfully unaware and probably asleep in the back. The two times I accepted an invite to sit in the cockpit, I both regretted. One was a night low level refuel in an MH-53. The other was an MH-47E in the Colorado mountains at night in winter. Military helo pilots play for keeps.
 
1. Lost oil pressure in a single engine jet, which compounded into a flight control problem. I looked down from 15,000 feet and realized I’d see death coming for about a minute if my chute didn’t open. Fought it to the ground… saved the jet, got a ball cap for being the safety pro of the week! Ha!

2. 36 foot deck cycle behind the boat in a S-3. Legs shaking so bad taxing out of the wires I almost asked my NFO to taxi from the right seat.

3. Impossible turn from a couple hundred feet in a C-152….
 
What SHOULD have been the scariest for me (so far) was a lightly oil covered windscreen that acted like frosted glass. I had shop towels in the plane and had my wife grab a couple. I opened the window of the 172, stuck my hand with a towel out the window and wiped as much of the screen as I could (which wasn't much). It was just enough to see the runway by using a forward slip almost to the ground and then kicked it straight at the end.

What WAS the scariest was my first XC solo. Winds were below my personal minima at the time, but not by much. I did a lap around the pattern and determined that I felt confident enough to go for it. 10 minutes or less into the flight I got a gust of crosswind that made it feel like the plane was going to flip. Having experienced the same since, it's not as bad as my brain made it out to be, but I very seriously contemplated calling my wife on my cell phone to tell her that I love her in case I didn't survive the flight. My final determination was that I am already up here and at some point, I'm going to have to land this thing, so I might as well keep going with the plan and land at my destination and figure the rest out later. So on short final at airport #1, another gust pushed me not just off centerline, but off the 60' wide runway. Go around and try again. Second time, no problem. At airport #2, I didn't retract the flaps before applying brakes and felt the plane start to tip forward. Idk what the tower saw, but he asked if I'd like to pull off on the ramp to see if everything was ok. I didn't know what he might have seen, so I took him up on the offer. (During this time, my instructor, who was monitoring the freq, started frantically texting and calling me, which I didn't notice because I put my phone on silent for the flight.) Looked the plane over and didn't see any issues, so I continued back to the home drone. Winds had actually died down a bit and I made a relatively uneventful landing, but I had an instructor with a few more grey hairs waiting for me when I parked back on the ramp!
 
Bill said:
Translation?
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Rough seas, the aircraft carrier deck moved plus and minus 18 feet while I was on the ball….

That translates to nearly 3 degrees of pitch, almost matching the glide path, which gives the illusion of being level with the end of the ship!!

I saw the ball three times. Each time it whizzed from off the scale one way to off the scale the other way! Totally useless, gyro stabilization wasn’t THAT good.

We DO NOT take our own wave offs. No matter how bad it seems, how convinced you are you’re gonna crash, you keep going. Thought I was a gonner! Somehow it (mostly) worked out. Got a taxi one wire, which they didn’t hold against me, yay!
 
Back when I was twentysomething (i.e. young and stupid), I kept my my '41 T-Craft (no radio or electrical, and of course no electronic devices back then) at Lakewood, NJ, 7 miles from the shore. After work one day, I figured I'd fly out to Trenton-Robbinsville (about 25 miles farther inland) and back, taking the airport kid who pumped gas along for the ride.Since there were scattered clouds not too high I decided to go up on top, about 6000' IIRC.

Robbinsville was clear. I landed, we wandered around for a little while looking into the hangars, then headed back to Lakewood. About halfway back we ran into the edge of the clouds, now a solid low overcast of sea fog rolling in. I don't remember how high it was exactly, maybe 1000-1500' ceiling. I ducked down under it, couldn't see much in the poor visibility, but I figured I'd follow I-195 east until I hit the Garden State Parkway,then make a right turn and follow the Parkway south to the airport,which it passed fairly close to. The ceiling and visibility were deteriorating fast, and by the time I made the turn I was at 500'. A minute or so later I was descending through 400' and passed a tower extended up into the clouds. This frightened me.

Turned around and it was still getting worse, so as the plane had a single venturi powered gyro turn and bank I figured I could climb up through the clouds and get on top.Needle, ball, and airspeed, right? What are those few hours of instrument training for if not for an emergency? The poor kid with me was terrified and crossing himself. Fortunately my primary instructor had emphasized partial panel. I set up the climb, somehow managed to keep the plane right side up, and after a scary few minutes and a serious case of the leans we emerged on top in clear blue skies.Headed west back to Robbinsville where the weather was still good, landed, and called a friend for a (car) ride home.

The next day in better weather, I got a ride back to Robbinsville and flew the plane back home to Lakewood. When I stopped in the FBO office on the way out, the owner just said to me, "You haven't lived on the shore very long, have you?"
 
In 1978 I was hired to fly a brand new Aztec from Tamiami Airport near Miami to Santa Cruz Bolivia as one of a flight of five.

A fuel stop on the Amazon in Leticia took longer than expected, so that we ended flying over dense Amazon jungle as the sun was setting. We were flying dead reckoning, and waiting for the Trinidad NDB to come in. And waiting. And waiting.

The ADF was just static and the needle was just hunting around. A slow burn panic was setting in - if we never got the NDB and it got completely dark, then what? Head east for the coast and hopefully see some lights?

Long story short, after an agonizingly long time we finally started to make out an identifier through the static and found our destination airport. Whew!

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No s—t there I was, all pax’d out in the back of a blackhawk. We were screaming along at treetop level and all of the sudden the pilot hauled it over on it’s side and I’m looking down thru where the doors would be and I see this HMMWV down there and I’m like ‘We’re gonna hit that thing’ but we weren’t up on the ICS so it was pretty much a wasted thought at that point; should’ve said a prayer instead.

Anyways, next thing I know there’s this really violent shudder as the rotor blades strike the HMMWV.

Thought we were goners at that point. Pilot ended up putting it on the ground and I swore I’d never talk to, much less fly with that guy again.

Heard he did a million plus in damages and didn’t have to pay a dime. Lucky. Me, they wouldn’t even replace the pants I crapped in.
 
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The one I mentioned in the electrical failure thread.
Pasting…

… losing power in the clouds over the Rockies. Right about here.

1736479935046.png

It was a partial power loss. 11” MP is not gonna keep a Comanche in level flight, but it did help with the descent rate going down, greatly increasing our range at best glide. We ended up landing at an airport about 25 NM from - and downhill from - the point of failure.
 
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Late 70's when hang gliding was dangerous. I was flying my homebuilt hang glider on a ski hill in VT. Got the nads to fly from the top of the hill. The rule back then was "don't fly higher than you are willing to fall". Any rate, had a good launch and got a few hundred feet agl. Set up to land at the bottom and on my final, discovered there was a power line that ran perpendicular to my LZ. I stuffed the bar (full down elevator equivalent) to dive under the line. Then realized I was headed straight into the ground. Pushed full out (equivalent to full up elevator) and got grass stains on my knuckles. Survived the whole thing, but took a 5 year break from flying.

The gliders got much safer in the intervening years and a popular tee shirt was "remember when sex was safe and hang gliding was dangerous?". (before AIDS)
 
While doing ultralight training I had a heavy student in the front seat of a Challenger II long wing. While peforming take-offs & landings the engine quit on take-off number six somewhere about 100' in the air and no more useable rumnway. Got the nose down and a hard slip into the muddy field before the treeline ...
 
Flying from southern Oregon into northern California into smoke "hoping" it would improve (really effin stupid) with wife on board. Got pushed down into a valley and for the first time used the synthetic vision on my IFly GPS. Got me thru a narrow pass and managed to get down safely at a nearby airport. Really stupid.

Early in my flying process took off from a small airport with my son in town in an unfamiliar aircraft someone was stupid enough to rent me. Learned a hard lesson about density altitude even at a 2500 ft elevation airport. Didn't check DA, didn't lean, took off fully loaded in a narrow valley on 96 degrees day and she would not climb. There was a river next to the airport with tall trees on either side. All I could do was fly down the river below the tree height. I had no idea if the river would turn to sharply for me to make it. Afterwards I learned I had flown 2 miles like this before it ended up into a lake where I was able to climb for altitude to get out of the valley. Almost killed me and my son that day. Not an excuse but this was before the internet and your knowledge only went as far as your instructor had told you. At the time I thought DA was only an issue if you were in the mountains.....
 
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Thirty-five years ago taking my ME check ride on a warm day at an airport with an elevation of 4700’ in a tired, old Apache. The DE thought it was a good idea to pull an engine on me at a couple hundred feet with very little runway remaining. Maybe he didn’t know it, but no way was this plane going to climb out; I don’t know what he was expecting. Luckily the gear was still down, I pulled the other throttle, slammed it back on the runway, stopped near the end, brakes and tires smoking. Not my finest moment, nor his.

I learned a valuable lesson for future years as a CFI.

This may not have been the scariest, but I need to check the statute of limitations before I post anymore.
 
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I was on my way to Michigan one fine summer day in the pre-datalink weather days, bumping around at 9,000 feet in a broken layer a ways south of Green Bay. Thunderstorms weren't forecast, but I was looking up and ahead when I hit the breaks in the layer just to be sure.

And then, right when I flew into it, a cloud got excited. With nary a bump, all of a sudden my VSI did a backflip and the altimeter was winding up like crazy. I pulled power back to idle and pushed the yoke forward until I was up against Vne, but the VSI was still pegged at >2000fpm. I called Green Bay Approach and told them I was in an uncontrolled climb, just in case they had anyone above me. Eventually the cell spit me out, and I descended down to 13,000 and continued on my way.

I may have also had some words for them about not warning me about that storm cell when the frequency was very quiet, but they said they weren't painting anything. That's when I realized the plane was still dry too. The lesson there is that there was likely nothing that could have shown me that cell was going to do what it did, other than possibly a stormscope. Since there was no precip yet, nobody on the ground had it on radar. Of course, even onboard radar wouldn't have painted it, and that's with no delay like we have to deal with when using NEXRAD datalink today.

A few minutes later, Green Bay told me "okay, NOW we're painting that cell."

TL;DR: Brand new building thunderstorms hide themselves very well, but they're still scary.
 
Ed Haywood said:
I trust there were numerous near misses of which I remained blissfully unaware and probably asleep in the back. The two times I accepted an invite to sit in the cockpit, I both regretted. One was a night low level refuel in an MH-53. The other was an MH-47E in the Colorado mountains at night in winter. Military helo pilots play for keeps.
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Yeah, I should’ve gotten a General LOR out of it but the assist Div General was a Black Hawk guy and elected not to. Because of my record I got out with a slap on the wrist. Didn’t even withhold my Air Medal. I guess what happens in combat…
 
There I was... I had to pee real bad. I tried to use a Gatorade bottle like some smart fellers on PoA said, but that proved easier said than done in a plane with fixed seats and no autopilot. After much mind-over-matter, I was able to break the seal, but it became clear that there would be no relief without a giant mess. So I had to hold it for the rest of the flight.

Fin
 
GeorgeC said:
There I was... I had to pee real bad. I tried to use a Gatorade bottle like some fart smellers on PoA said, but that proved easier said than done in a plane with fixed seats and no autopilot. After much matter all over myself, I was able to break the seal, but it became clear (good, you’re hydrated) that there would be no relief without a giant mess. So I peed all over myself. (C’mon, we know. There’s no shame)

Fin
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FIFY!!

Anyone else get a 1/2” snow and the day off with nothing better to do?
 
GeorgeC said:
There I was... I had to pee real bad. I tried to use a Gatorade bottle like some smart fellers on PoA said, but that proved easier said than done in a plane with fixed seats and no autopilot. After much mind-over-matter, I was able to break the seal, but it became clear that there would be no relief without a giant mess. So I had to hold it for the rest of the flight.

Fin
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sounded like you're in a bind............................................................






you're in..............
 
Tools said:
2. 36 foot deck cycle behind the boat in a S-3. Legs shaking so bad taxing out of the wires I almost asked my NFO to taxi from the right seat.
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During one of my CVN cruises, I advocated (not entirely tongue-in-cheek) for the return of medicinal whiskey for aircrews following night traps and bad-weather traps. Saw more than a few shaky legs after landings back then.
 
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