Matthew
Touchdown! Greaser!
Don't forget to tell yourself, "I will do this."
Off-airport (or off runway) emergency landing experiences - please share
- Thread starter jbrinker
- Start date
Zeldman
Touchdown! Greaser!
Here in S.E. Alaska I fly within gliding distance to the shore line. Only problem is there is no beach between the water and the trees. So, do I pick 45F water or 50 foot trees?
Fortunately, I usually fly the twin, But sometimes I do have to fly a single engine. And yes, I occasionally think about where to put it if I lose power. Early in the season I was at 3500 AGL in the 207 when it had a major power loss. I headed toward the largest piece of shore line as I went through the flow. I found that the key switch for the mags was the problem. I had to hold it in a certain position for the engine to run. I held it in place all through approach and landing, essentially using my right hand to operate the throttle, prop and mixture as well as the yoke, trim and flaps. As soon as I parked, I let go of the key and the engine died.
Fortunately, I usually fly the twin, But sometimes I do have to fly a single engine. And yes, I occasionally think about where to put it if I lose power. Early in the season I was at 3500 AGL in the 207 when it had a major power loss. I headed toward the largest piece of shore line as I went through the flow. I found that the key switch for the mags was the problem. I had to hold it in a certain position for the engine to run. I held it in place all through approach and landing, essentially using my right hand to operate the throttle, prop and mixture as well as the yoke, trim and flaps. As soon as I parked, I let go of the key and the engine died.
Barely one for me - I pulled carb heat on final and it quit. Made the runway, mostly, sort of, a bit short of the official threshold, but rolled onto it, no damage.
I actually don't keep an eye out for a forced landing spot - I mostly fly a 172 now, and 50 feet or so of some place flat will let me walk away. I imagine in a higher performance aircraft, or one with less than stellar low speed handling, I'd care more.
I actually don't keep an eye out for a forced landing spot - I mostly fly a 172 now, and 50 feet or so of some place flat will let me walk away. I imagine in a higher performance aircraft, or one with less than stellar low speed handling, I'd care more.
Matthew
Touchdown! Greaser!
I'm so used to flying over rural KS and MO, where every place is a rwy, that I get nervous over cities. Yeah, my brain knows the engine doesn't care, but stil.
denverpilot
Tied Down
I've got a bunch of friends who've got stories...
One had a mid-air. Landed at an airport, the other aircraft landed on a automotive race track below the accident location.
Another has had two engine outs, one at night over a city, managed to land on a street and hit a light pole, second one was rural, landed on a dirt road, third was almost today... massive oil leak, made it to an airport.
Another has had two engine outs in singles, one was at night turning base to final on an XC, offset runways, slid over to the closer one and landed. The other, the engine ate itself while he was giving instrument training to a student at night, managed to make a 180 and land on the airport they'd just gone missed from.
And then there's my 40,000+ hour CFI who hasn't ever had one. A few precautionary shutdowns in multis, but not a one of those turned out to be a real mechanical problem ( stuff like false fire warnings, etc. ).
I just fly like it's going to happen. Not if, when.
One had a mid-air. Landed at an airport, the other aircraft landed on a automotive race track below the accident location.
Another has had two engine outs, one at night over a city, managed to land on a street and hit a light pole, second one was rural, landed on a dirt road, third was almost today... massive oil leak, made it to an airport.
Another has had two engine outs in singles, one was at night turning base to final on an XC, offset runways, slid over to the closer one and landed. The other, the engine ate itself while he was giving instrument training to a student at night, managed to make a 180 and land on the airport they'd just gone missed from.
And then there's my 40,000+ hour CFI who hasn't ever had one. A few precautionary shutdowns in multis, but not a one of those turned out to be a real mechanical problem ( stuff like false fire warnings, etc. ).
I just fly like it's going to happen. Not if, when.
whereisrandall
Pre-takeoff checklist
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- Jan 3, 2016
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- Wiscasset, Maine
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Display name:
Randall Williams
I got a pretty good reality check in a Cub on floats a month ago - my first time flying it.
500 agl on takeoff I noted no oil pressure, and got to shuffle through my "waddamIgonnado" for 10-15 seconds, heart pounding - before realizing I hadn't turned the instrument power switch on.
I learned:
It took 10 seconds to act on the information I'd just taken in. I assumed the engine might quit at any second. My immediate plan was a downwind landing on the small lake we'd just left. Once we had that made, I thought to climb abeam the lake, getting altitude while troubleshooting. That's when I realized temp was also zero and knew the issue was electrical not mechanical.
500 agl on takeoff I noted no oil pressure, and got to shuffle through my "waddamIgonnado" for 10-15 seconds, heart pounding - before realizing I hadn't turned the instrument power switch on.
I learned:
It took 10 seconds to act on the information I'd just taken in. I assumed the engine might quit at any second. My immediate plan was a downwind landing on the small lake we'd just left. Once we had that made, I thought to climb abeam the lake, getting altitude while troubleshooting. That's when I realized temp was also zero and knew the issue was electrical not mechanical.
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