So the radar should have shown 2 aircraft with the same transponder code all the time and the controller didn't realize that until you were 2nm from the airport. He should have got a call from the FAA too.
No, the controller saw him the whole time. That's why he gave the other aircraft a code change. Then when he saw the intruder changed his code too and was heading straight into the departure/arrival stream into CMH at a conflicting altitude, he didn't try to contact him because that would constitute permission to be in the class C. He waited until he was clear of those routes first.
As an ATC engineer in a previous life, I can tell you radar systems can show " ghosted plots", where the aircraft appears on the display in two different positions. This can be due to several things, but mainly due to reflections and multi-path signals.
A retired FAA Operations Safety Inspector (General Aviation). Most of my fellow (and former) FAA inspectors are pilots who have also made mistakes so they try their best to put an errant pilot at ease. There are exceptions but I never worked with any that were on power trips. You did the right thing by telling her exactly what happened and didn't try to dodge the issue. Inspectors are saddled with an incredible workload and if they find it and you reasonable, they would rather close out a report like yours as she did rather than go through a lengthy violation process. Of course, there are certain violations that require the whole enchilada. I hope you never get caught up in one of those. It ain't fun for the pilot and with most inspectors, not fun for them either. Fly safe!!
@Guns N' Glory Won a flying scholarship and quit? You weren't in contention for a private pilot certificate at 15? You'll have to explain what " overreach" you could have experienced that caused you to not take advantage of a freebie like that!
@The Guns N Glory Show So, at 15, you figured it was too restricted for your tastes? Sorry, I ain't buying that story. 99.9 % of kids that age with enough interest in aviation to be in contention for a scholarship wouldn't care jacksh#t about regulations, politics etc. Fess up, brother.
@The Guns N Glory Show All I can say is that you grew up a helluva lot younger than I did. At 15, my hormones were in control and, except for my high school Civics class, I wasted not a minute on regulations or politics. Girls, cars, and airplanes were my thing then. When you've investigated numerous fatal aircraft accidents as I have with the FAA, you understand the need for certain regs that are designed to save lives, not to torment pilots. A right-winger? Then we both think in a sensible stream of thought. My enlightenment came much later than yours. Unfortunately, there are millions of Americans who never gain enlightenment at any age.
Telling this story doesn't make you look like a crappy pilot, telling this story makes you look like the kind of pilot/person I would trust with my life - you made a potentially bad mistake (that fortunately wasn't) and you learned a lot from it. Safe flying!
Not a pilot but I'll throw in. You don't sound like a crappy pilot, just inexperienced. But you did your due diligence, figured out what happened Andrea learned from the incident. I'd fly with you any day.
I wouldn't .. He clearly doesn't maintain the aircraft properly. Look at the way the paint is gone from the ID on the side of the craft. If you look at the broken radio mount. You see how rusty the crack is. He doesn't maintain his aircraft.
I wouldn’t use anyone’s mistakes to decide to trust them with my life. That’s just kinda crazy. You can say a person dealt with a mistake well, but what was the cause of the mistake to begin with? Taking responsibility doesn’t automatically mean you’re a master of your craft.
Right? Awesome! We all make mistakes, owning it is amazing. Also, I’m not sure you made any real/significant mistakes here, confirmation bias is a thing, but depending on the exact quality of that radio transmission, it might not have been avoidable.
The good aviators on UA-cam will explain the mistakes they have made so as to help other pilots. I also watch a lot of wood turning and sawyer videos and the good guys and gals will show what they have done wrong. It is this honesty that helps us all.
Was called by FAA and told I busted the class B at Milwaukee. I convinced the FAA guy I was 15 miles away, there was a radar snapshot. I told him where I was and at what altitude. He wanted me to plead guilty so he could close the case. I did, but he let us off because my buddy on board had a Physiological crisis....He had to piss really bad.
Fifty years flying and I hear pilots with lousy radios or they have no real idea how to talk to ATC or broadcast at uncontrolled airports way too often. Just because you key the mic does not guarantee anyone hears you. Thanks for sharing, maybe someone else who sees this will fix their bad radio. It only takes a few seconds to key the mic and ask for a radio check. If you are not being heard go and have your radio fixed. I hear aircraft where I fly all the time who call the unicom 100 yards away and ask for a radio check. Unicom says "loud and clear". If you do that all you know is someone 100 yards away can hear you. Call someone 50 miles away and you will get a better idea if your radio is really working.
That's a great point! It was confusing for.me because I would check my radio at the local airport and everyone in the pattern would hear me, so I figured it worked okay. But that doesn't check the real range of the radio. Radio etiquette is taught in training but I think radio problems or issues is something that is often overlooked and not very well understood. Thanks for the input!
@@AverageAviator One way to address the problem would be for the tower to measure the signal strength when you first call in for taxi. Even if that was adopted though, smaller airports and uncontrolled strips probably wouldn't have that, so a handheld RF dB meter might be a good preflight check. Just an armchair observation, I'm not a pilot or anything.
Do aircraft radios have SWR meters?, would be helpful if they did, a problem would be indicated immediately without relying solely on a range check, which can be hit or miss.
Probably part of why the controller came at him so hard. The controller wants to place the blame heavily on the apologetic pilot to cover his own screw up.
This airman is totally legitimate, his candor about the event, along with his professional and proficient demeanor explaining said “incident” should be an example for all of us to follow. Think safe and smart..FLY safe and smart! Huzzahs to you airman, well done!
One thing that got me though: he said he thought he was clear into the C airspace even though he doesn’t say that he heard the words ‘clear to enter’ etc. Assuming clearance is not a good thing. If you don’t hear those specific words then call them up and clarify ‘am I clear to enter or not’.
@@CymruEmergencyResponder In the United States, you only need to hear the words 'Cleared to Enter Class B Airspace' in...Class B airspace while flying VFR. In the U.S., Class C airspace is for mid-sized towered airports with radar. The rules in Class C airspace are that you need two-way radio communication (signified by them stating your tail number), a mode C transponder, and now ADSB out. So, technically, if they read his tail number (which he thought they had), then he is good to go. If they said something like "aircraft calling Columbus apch, standby", or "N670U, remain clear of class C" then he would have had to stay out. Obviously the communication loop wasn't clear enough to indicate they knew his intentions... but that's where one of the improvements could be.
@@tacodeazul1713 So you can assume clearance of your request as long as you hear your tail number? That's completely stupid. In the UK, you have to actually be given the permission. If they don't tell you that you are clear to enter then you do not enter.
@@CymruEmergencyResponder Mm... no, it's just a different set of operating rules than you are used to. The U.S. has a really straightforward airspace system which allows for a tremendous amount of VFR flying, even in the middle of extremely dense cities with IFR and VFR traffic everywhere. Look at the LA area or NYC area on skyvector.com, if you like. VFR aircraft are literally everywhere, and yet separated from IFR traffic.. and in the case of airline traffic into major hubs (like class B Airspace), almost entirely separated without any communication on the same frequency. And I think you might have the entirely wrong idea about what the ATC system does. The point isn't to "give permission" to aircraft to do certain things, it is a statement of "being cleared" to do so. I.E., when you are "cleared to land", it means that the area necessary for you is open and free of other aircraft WRT their spacing requirements. An IFR clearance is exactly that - ATC keeps everybody out of your way for the route/altitude/time period given. New route, new altitude, new path of separation. The job isn't to dictate, it is to separate. The way it is written, you have to have two-way communication (ultimately) to pass through Class C airspace. He didn't even need to enter a mode C code in his transponder, it just had to be on and altitude reporting. He did reply to what he thought was (or maybe really was read by ATC) his tail number... and probably should have given the tower area more space anyway. He thought there was communication back and forth... but admittedly realized after the fact that confirmation bias made him respond to calls for another aircraft. That stuff happens. It has definitely happened to me. So if the FAA decided to be assholes about this case, they could have continued down the path demonstrating that there wasn't a closed-loop of communication (and therefore not two-way) and from there issued a violation. I'm glad they listened to him and dropped it. Some people really get off on being dictators in the aviation industry. Hopefully we can keep it from being that way and continue to have a superior airspace system to anybody else : )
As a student pilot, this is great to hear. I had the reverse situation, I was 5 miles outside a class Delta practicing solo maneuvers and then headed towards the Delta when I heard the tower call my exact callsign and instruct a 2 mile base. I paused so long because I thought I was about to steal someone else's callsign. Eventually I signed on to the frequency with my altitude and position and received instructions to land. Once on the ground, I called the tower phone myself (should have given them my number to call) and asked if I had mis-heard. The tower was so used to student pilots practicing in that area that they instinctively gave me instruction for landing when they saw me heading back towards the Delta. It was a great lesson in never being afraid to ask ATC for clarification if I have any confusion about an instruction.
Well said. I was a controller for 37 years and am now a support specialist and everything you said applies to not only pilots but controllers also. I used to tell all of my trainees, the two types of controllers are those that HAVE made mistakes and those that WILL. I have been on the other end of that call many times (talking to both pilots and controllers) and, as hard to believe as it may be, generally what is best for all concerned is assuring that the pilot or the controller is aware of the mistake and that a lesson was learned. I really appreciate you sharing your story.
I had a similar enough story. I was really shaken. I did what you did. Filled out a NASA form and contacted AOPA. When the FAA inspector called he was great! He was such an advocate. He even unearthed why this happened and felt the controller at the reporting airport should bear at least 50 percent of the blame. Not only was I treated well and it was a compliance issue. The reporting controller got dinged, too. Your points are right on. They want you to be honest, sorry it happened, and motivated to learn from it.
CFII here. You’ve demonstrated humility and a willingness to learn which are two of the very best qualities any pilot can possess. I’d fly with you any day!
I found that the FAA in General aviation are some of the nicest and most helpful people in all the FAA. Not surprised at all that was your experience also.
I very vividly remember being intimidated by towered airports. Go to them more, and you’ll discover the uncontrolled ones are the scary ones. Thanks for sharing this story. Cheers!
Since then I have definitely tried to become more comfortable with towered airports and airspace. I even flew over Columbus again on the exact same flight and felt really good when I nailed it! Haha it's dumb, but it was a win to overcome that intimidation, especially because it was the same airport/airspace as the incident!
@@AverageAviator not dumb at all. I’d say that’s 100% normal. That whole deal made you a better pilot and you’re the man for owning it and sharing it. The controllers probably learned something from it too.
I guess it's a matter of knowing and preferring what you trained with. I learned at a controlled airport (Rosecrans Memorial) with excellent controllers and have preferred them since. I also like flying the Piper Tomahawk, but that's definitely because it was my intro plane! LOL It's probably been said already in other comments but it bears repeating, pilots have to be right more than they're wrong because wrong = dead all too often. Mr. Agee, one of the best civilian instructors at the US Army Aviation Logistics School impressed upon us from day 1-Aviation rules and procedures are written in blood and "good enough" doesn't exist. This is a great teaching opportunity and experience. Thanks for sharing it!
Yes, there is a great flight school at a non-towered airport. I took a flight with that school and learned it's kinda scary. One plane did not give a call then he took off. Then the runway switched directions. I do not feel safe flying a lot out of a busy non-towered airport. I will make sure I go with a school that has a towered airport. One thing to fly into a busy non-towered airport once in a while while but not on a on a regular basis.
Nice sharing to help others. I did the same while doing security work and called in an Industrial accident. The response was immediate and multiple vehicles. When they realized it was (only) a female equipment operator that had almost lost their finger they were upset big time. The 911 had specialized definitions for the term industrial accident. I was not asked further questions. After the upset I made a point of writing the 'story' up and hand delivering it to a number of police departments in the area. The 911 SOP regarding the term now requires getting DETAILED information about the exact nature of the emergency. The officers I shared the story with laughed and looked at me like a volunteer idiot. No problem... this idiot got the SOP updated.
you made some substantial mistakes, but one of them was not how you dealt with the FAA. you were open, honest and they recognized that...well done Robert
I know absolutely NOTHING about aviation, but one thing I DO know is that you never want to receive that call. Kelsey from 74 Gear taught me that! lol. Loved the video and story.
The FAA is extemely understaffed. So they only come after violations when you cop an attitude. They want to solve the problem the easy way. But they don't have a problem using their limited resorses taking out someone who they percieve as a "problem offender".
Aviation enthusiast and HAM radio operator. My advice is always keep a handheld radio by your side (not in the bag) and also use it! It helps check if everything is ok with all of your radios, and you are prepared also for a possible energency. situation.
Even with the broken antenna, you will hear yourself loud and clear on the handheld if you are within a couple of meters of what's left of the antenna. Furthermore, a handheld inside an airplane - well i don't have experience in that specific situation - but i'd say it's unlikely to have enough range to be able to call ATC at the edge of the controlled airspace. Using it inside a car it definitely decimates the range you have compared to an open field. In contrary to most ham users that have handhelds, the pilots don't have a repeater to extend range from a few kilometer to a few dozen kilometer. It's easy to get proper range with a full size half or quater wave + groundplane antenna on a handheld, but almost all handhelds are used with the small rubber ducky antenna, which will dramatically decrease potential range. In short, i wouldn't bother with using a handheld transceiver in an airplane. What would be a good idea, is to periodically check antenna cables for moisture ingress and hook up an SWR meter between antenna and transmitter. If the pilot would've checked the SWR with a 50 buck meter, he'd have been able to find the fault in minutes.
When he called ATC several times and didn't get a response he should have assumed he either had a problem with the tx function or with his antenna. If his squack read back wasn't heard then ATC should have asked for ident and told him to divert. The pilot should have diverted. His FIRST takeaway should be to not assume his tx is functioning even if he can receive.
Anyone who watches this and doesn't respect this pilot for his humble candor and honesty, has worse issues. None of us are perfect and even the very best trained and highly experienced pilots makes mistakes. He right, we sometimes tend to justify those, which helps no one.Great video my friend, safe skies !
I'm currently in an Aviation Law class right now and this whole class makes me nervous about flying and accidentally breaking a rule. This video put me at ease, so thank you for putting this online.
Great story! I loved it from beginning to end. Many people employed at the FAA are pilots themselves. And they know what it's like to make mistakes or be in a situation such as what you described, They are not out to get you. It was obvious that you weren't trying to circumvent the rules and that's all they were investigating. Similarly, many pilots get themselves into trouble when communicating with ATC because they have a fear of looking inadequate or afraid of declaring an emergency until it's too late. I wear a shirt at the airshows that reads,. "I'm From The FAA And I'm Here To Help You." Great Story! I don't consider myself to be a great pilot but I continually strive to be one!
As they say, experience is a hard teacher because she always gives the test first, the lesson later. Thanks for preparing your fellow pilots for the test.
As a professional airline pilot myself I HIGHLY recommend pilots to be a member of, and associated with, AOPA. Just an awesome source of support, reference and learning materials.. And just great reading. I think that it is really cool that you posted your experiences.
Yea. I was in a Cessna 172 and from SNA to Santa Barbra BRB I think. I busted LAX AIRPSCE at 3200' mark. The worst 60min I called and he was very cool. It was only 150' and I was new pilot. I never got FAA on my ass but it was a dreadful feeling
Our local class delta airport tower holds meetings with the instructors every few months, and they’ve told us that the percentage of possible pilot deviations that result in a filed report is extremely low. When they give you the phone number, they don’t necessarily want to file a report on you, but they just want to talk to you and figure out what happened and talk about what you could’ve done better or differently
I really respect you for posting this. I had a small accident the other day while taxiing. My right wing contacted the aircraft to the left while i was trying to park the a/c. I was so embarrassed and devastated! Your video has certainly made me feel better. Thank you!
Ooof. That's a bummer! I know the feeling, hopefully you can make it right and learn a lot from it to prevent similar situations in the future. I'm glad sharing my story could help.
I think your take-always were spot on. As a CFI, they are exactly what I teach. The only criticism I have would be that your persistent radio range issue before that flight had not gotten you to take a look at the problem until you solved it.
You have a point, I was putting the radio range issue on the back burner assuming it was just always like that and it wouldn't get any worse. Its easy to do that with systems that aren't required, but the radio is unique in that its not required only if I fly it like I don't have one, and I wasn't doing that. I feel I'm definitely more in tune with what maintenance items should be differed and, if they are, how to alter your flying/mission planning to ensure it doesn't cause an issue.
Not a huge surprise for a pilot who is uncomfortable with, and typically avoids, controlled airspace. There are plenty of aircraft out there with no radios at all, so I personally don’t see it as a big deal that he didn’t investigate his radio issue sooner. Sure, it may have helped him avoid this particular incident, but I understand why it wasn’t a priority form him.
Good on you buddy! Every pilot needs to learn from their mistakes and apply it to what they do from that point on. Not every person, pilot or not, has the guts to stand up and say "Look here is what happened to me, why it happened, and what I learned. Please learn from my mistake." Admire you and your willingness to help others! Keep it up. A new subscriber.
Thanks for the support! It was definitely difficult to make the decision to make a video on how I didn't perform the best (what of my coworkers or potential employers were to see it??) But the support in the comments from people who found the information helpful definitely has solidified in my mind that I made the right call putting it out.
@@AverageAviator I certainly think you made the correct choice. Not sure how any co-worker or potential employer could take this as anything other than good. Your putting others ahead of yourself.
In the military, pilots are encouraged to fess up in the debrief, or weekly review meeting. A pilot can't individually make all the mistakes, and learn from them, so it's way smarter to learn from other pilots' mistakes
Nice one. I listened carefully and realized that honesty and humility are probably the most important assets in these situations. Well presented. Thanks
My personal anecdotal observation from a sorta similar situation: When I'm in voice chat while playing games with friends I've had days where I've accidentally muted my microphone and forgotten about it. I know from experience it's incredibly easy to carry on a one sided conversation and believe that what you're hearing is an intentional response to you. It depends on the day, usually it's easy to notice, but it's definitely also easy with the wrong luck/circumstance to totally not realize that none of the conversation you're still hearing is actually responding to anything you're saying.
I'm an aviation fan, and I like that you came and opened up about your experiences the way you did. It further opens my eyes to the experiences that pilots go through. Thank you. :)
Outstanding story. I can recommend the book The Field Guide to Understanding 'Human Error' by Dekker. It makes this exact point that it so easy to make wrong judgements after the fact.
Lesson no.4: second radio set is gold. If pausible get second radio on board, or get good handheld. Works wonders. Cheers. Good video. I learned from it.
As I was always told during training if it doesn’t feel right then it usually isn’t so take a step back slow down and review your actions, better to make an embarrassing mistake than a fatal one. Well presented and be safe out there. 👍😎
And if in doubt ask the controller to confirm any details you need. you may think you sound like a fool but it's the safest thing to do so everyone is on the same page and there's no ambiguity.
I remember my private pilot training, there were some days that I did not do so hot, after those training days I would look back and be like what did I do and what I could I change. I changed and exceeded at them. Then came my private pilot checkride and my nerves got the best of me, I almost busted the Flint airport airspace (KFNT), my examiner failed me, but let me continue with the checkride. After the checkride I flew two more times with my instructor and went through it and how I could improve. I redid my Checkride and passed. So now everyone I fly either by myself or with an instructor, I always go over the flight before and after to see if I did anything wrong or good and what could I have done differently. Great informational video, I will be looking into getting the protection with AOPA
My experience in aviation as a pilot is 10 years flying corporate and 33 years flying with Continental/United. I've never gotten the dreaded "call this number" radio call but I have dealt with many FAA inspectors over the years. In case some of you don't know, in the Airlines an FAA inspector can, and will, unannounced, show up at your plane at anytime, identify him or herself, and inform the Captain that he/she is conducting a line check on this flight. Paperwork wise they are going to want to see all crew members licenses, medical AND radio operators licenses. They are also going to want to see that all your required pubs are up to date with all current revisions, they will conduct their own safety inspection, walk around and then they will be on the jump-seat for the flight. In 33 years I would guess I had this happen maybe 5 times a year. My last one was on a flight from Houston to London Heathrow, two months before I had to retire, Sept.1 2020, because I turned 65. I was Captain on the 777. Not once in those 33 years did I have a bad experience with any of the Inspectors. They were all very nice, respectful professionals. They were not out to get you or trying to find some little thing to nail you on. They just wanted to see that things were being conducted the way they should be, that's all. In my opinion this fear of the FAA is spread by people they HAVE nailed because they deserved to be nailed.And I have no problem with that. One thing I have noticed, they really know the difference between an actual mistake and negligence trying to masquerade as one. Like you said, do what you are suppose to do, know what you can't do, and if you do make an honest mistake be completely honest about it and all will be fine. It's when someone starts trying to hide something they knowingly did that things will not go well. These inspectors have seen just about all and can smell a rat a mile away. Just don't be that rat and you will be fine.
I worked at a FSDO as an Operations Inspector for a few years before going back to Flight Inspecting Navaids. For the most part if you don't cop an attitude and or straight up lie about an incident the Inspectors will try to let you off with a Warning letter that is expunged later from your records. If you have a history of taking chances and doing dangerous stunts you might perhaps see some selective enforcement. I recall only a few Inspectors that were anxious to punish others just because they could. Realize most everyone is a fledgling at some point in their aviation life. My personal criteria was; would I be comfortable putting my family in an aircraft with an individual and be able to sleep if he or she was trying to make a safe approach at night in marginal weather. Show up prepared and my objective was to help you get through in a relaxed atmosphere.
@Pilot X We'll read about his untimely demise and grieving widow one day soon. Remember rules and regs. are written to protect ME, I could care less about you if you keep busting them.
@@Goreuncle as a matter of fact TravisK is correct and points out another safety discussion that my highly radio centric Army Aviators would fall prey to. An aircraft operating at an uncontrolled field need not have an operational radio nor make radio calls as he does repeated take offs and landings. We who become too used to radios creating most of our situational awareness sometime forget to use our eyeballs to look for simple things like an aircraft on a taxiway, runway, entering the downwind, on final, etc. We incorrectly assume that since we didn’t hear a radio call, there is no one else operating at that airport.
"I looked at how I contributed to the incident and what I could change for the future..." - words not spoken by enough people in 2021. Keep your head up, man, you're a stand up guy. The world needs more people like you.
As a amateur radio operator, I would like folks to understand that most radios have a self-preservation built into them that will drop the TX power down if the antenna is mis-matched and out of tune. I suspect that is what you were seeing. Part of our pre-flight inspection is looking at the antennas, but I doubt anyone would have caught the issue you found. Great story and very helpful.
Thanks for sharing your story on this. I love hearing different perspectives on things like a pilot who is used to non-towered vs. towered. I learned at a towered airport and being in Delta and Charlie airspace puts me more at ease because I feel more confident about separation than at non-towered.
With the low configuration of the antenna which can be damaged by roof runways or rocks, it would make sense to move the antenna to a less vulnerable place, or to install a second antenna which you could switch to when youFelt there was a problem with transmission
MUCH respect for bringing your mistake forward to give others a chance to learn from it, and I approve and agree with your 3 lessons from the situation in addition to to detail of how your radio transmission range was so significantly reduced. This video is definitely worthy of a thumbs-up!
Thank you very much for sharing. #4 Takeaway: Include antenna to the outside check; this may or may not have prevented this but it could not hurt either Maybe we can have some form of automatic radio check unit in the future that can be used at uncontrolled airports by pilots to check the quality of their radio connection.
As a controller, I can say I've had numerous encounters with aircraft that have "busted" the Class C, and numerous outcomes. Mistakes are generally the number one reason, and by my accounts, they are almost always just a great lesson learned for the PIC. (No penalties assessed) Some may ask,.. well what's the big deal then? Well, when you accidentally fly across a departure corridor, and the airline that was taking the runway had to have their take-off clearance cancelled, and missed their EDCT to JFK, and now has a 40 minute delay to get back in line for a new arrival slot,.. those folks tend to get a little upset. .. Not to mention if they have to go de-ice again because of the delay. $$$$ (That's just one example of an actual impact I've seen) But again,.. most GA pilots that fess-up, are going to be fine. An honest mistake is very excusable. BUT, we do on rare occasions have some aviators (ultralights, crop-dusters, and low-level inspection aircraft mostly ) that turn off their transponders (or don't have one) and think they can sneak in under the radar, intentionally avoiding establishing communications with ATC, creating potential conflicts with aircraft in the airspace. That doesn't always work out, and that kind of blatant disregard is what the FAA is trying to stop. There is a huge difference between the two. Hope this gives a slight bit of insight from the other side of the mic.
I watch another aviation channel. That pilot has said before that remaining HUMBLE is critical for being involved in aviation! Being humble means being teachable. It is NOT a position of weakness or subservience. It means you are doing your best to follow the "rules" and that you can/will learn to become better! Life lesson for ALL! I have subbed because of your message! Glad it worked out fine, and that you could diagnose the issues and improve! Be safe!
Thank you for taking the time to share your experience via this media. I am inclined to believe the FAA also understands that honest mistakes do happen. A broken antenna over time can result on the saturations of radio transmit circuits due to the high SWR return. Great story we can all learn from.🙂
There is no better Pilot/Aviator than one that is Humble. I would hire you in a minute! Thanks for sharing your experience and you should be very proud of yourself! Aviation Manager.
That must have been the longest two months of your life living with that "unknown". Glad it all worked out for you. We are all human. I wish you many successful flights in the future. - Robert
I made that call. The FAA reached out to me 10 moths later. They gave me a few months to get some corrective training. I thought they were great to deal with. It did worry me some but not a big deal in my case. I departed Charlie airspace & turned the wrong direction. Great video.
I've never had an issue with busting an airspace, but one time I was coming into a Class C airport and there was a 41D - Heavy on approach, and the last of my tail was 41D, it was super confusing every time they called out instructions to the 41D - Heavy but thankfully the Heavy helped differentiate us. Another time I was calling Center and they has mis- heard my tail number, than said I was some place that I wasn't. I had to repeat my tail number 4 times to the controller and when he finally got it he said it back in such a condescending voice I couldn't wait to switch freqs. What I have learned is that when calling a controller for the first time, use your full tail number and read it slow and clear even if it takes an extra 3 seconds, wait for them to call back with the full tail number and if not verify that was for you.
interactions with the FAA tend to be significantly less stressful than you anticipate going in. They're not out there to keep us from flying they're there to help us maintain our ability to fly. A large percentage of them are in their job because they are in fact pilots. they're not going to fine you they're not going to put you in jail they're not going to take your license away unless you've repeatedly done something egregious. If you do something wrong you can call the FSDO and have a chat with him they will be very pleasant.
If anyone should know how to deal with the FAA , it's BrYan! Interesting situation , almost sounds like a short or lose wire on your mic. I think getting that call is not a matter of if , but when! We're all human. Thanks for sharing and Blue Skies!
I'm not a pilot, but that was a really good explanation for pretty much anything in general. Sometimes very capable and competent personalities can have a "negative confirmation bias" and you've provided a means to work through that as well.
Dude great video. I'm a 21 year CFII, and have never had a call from the FAA ... until the day it might happen. You gave some great advice in both avoiding such a situation, and how to handle it if you do. Thank you!!
Same thing happened to a friend of mine, he explained to the inspector what had occurred, they had a pretty calm discussion, was given some study material on pilot deviation and that was that. Compliance philosophy has been a change in direction that has been well received.
Good of you to make contact with them, I am a ham radio operator, always check the antenna first, your radio is only as good the antenna. you can have the best radio that money can buy and a crappy antenna and you have a crappy radio, just my 2 cents, good luck
A very helpful thing after such an experience is to write down the steps you took after landing while your memory is fresh so that you do not mix up things when asked later. Thank you for sharing your experience.
I'm a controller at a contract class d tower, we're not the cops! And we might issue the deviation phraseology, but it's not a critique. It's because we have to. But typically pilots think worst case scenario. The faa is not out to "get" everyone!
@Bax 60 I'm not the faa, but I don't think the organization is out to go after pilots, but more education and training and learning from mistakes. Unless it's blatant.
I think there are many things that helped your case, but what helped the most is your research and awareness after the fact. The FAA official could hear you took steps to understand what happened and fix the issue. I think more than anything else, that was the reason it went no further, there was nothing to continue.
Thank you for your humility and willingness to share your mistakes to help others learn…It not only helps me learn, but it alleviates the pressure of perfection which is simply not realistic and which detracts from learning. I hope you continue to feel more and more comfortable allowing others to see your imperfections. There’s only one perfect Pilot.
I disagree. This isn’t about fearing government as much as it is fear due to incomplete knowledge. We try to follow rules and procedures but don’t understand what’s actually happening. The author goes into this by discussing confirmation and hearing what he wanted to hear. It’s an amazing lesson.
I wasn't fearing the government per se, I was fearing what the impact would be on my hopeful career and what impact it would have on my flying which is less of a hobby and more of a lifestyle for me. Looking back, perhaps I was a bit more fearful or had more anxiety about it than I should have been, but that was also a super stressful time in my life and I think everything was adding up.
Taking off from Class D Albert Whitted Airport upon departure we busted Class Bravo Tampa International by 1200ft. They accepted our apology and cleared us into the Bravo.
Thank you for sharing this story! I am a student pilot nearing my checkride and written test. I am nervous but only because I’ve been slacking on my reading and studying. I’m going to work on getting all my studying done before my checkride and written so I can be confident when I take them. It’s important to learn from the mistakes you make and although pilots are sort of expected to be perfect, most of the time since we’re human that isn’t the case. Actually sharing this story makes you a better pilot because you’re sharing what went wrong and how you were able to resolve the issue. This helps pilots like me and even more experienced pilots learn from your mistake as well. Cant thank you enough for posting this story
FF is one of the best tools a VFR pilot can use, especially around congested airspace. I sincerely recommend flying a few trips while on an IFR flight plan, it’s a lot less intimidating to build that confidence talking when control knows what you want to do, and truly helps when you’re just flyin around VFR requesting clearance or following. cheers to you tho, sounds like you handled the situation professionally. And at the end of the day, they’re just doing their job.
Here's a Bizzare one for you. I was flying out of Seville in a PA28 in the south of Spain and took a leisurely VFR to the south and like a complete fool got my bearings all wrong by misidentifying a meander in a river. I stayed on course and noticed that below me was a huge Military base. I quickly turned on 121.5 and like you my heart sank.. It was not a half assed Spanish base where they couldn't have cared less. It was when I heard that standard mono tone American accent that I realised I had ventured over the US army base of Rota. Then I did a steep turn 180 to get out of there but only made things worse as I was just about to exit but now I was crisscrossing the base!! They were not at all happy and had to make a phone call when I landed. Had a chat with the guys from ATC there and would you believe that night they invited me to a night out in another city near by.. Strange day.
That's a crazy story! Glad it turned out okay in the end. Interestingly enough I am currently answering you from my room on the base at Rota. What a small world!
@@AverageAviator Well if you can in that case. Get yourself over to Jerez and go to Los Dos Deditos cerveceria. Great spot for a few beers and the owner Marco from serbia is a hoot.
I am a retired ATC (SLC & LAX TRACONS) and only had to go to TCA court once. Our unwritten policy was as long as you were contrite and apologetic and there wasn’t an issue with an IFR aircraft that required paperwork, you got nothing more than a be careful and don’t do it again. Even though that is the correct phraseology, I NEVER used it. For a violator I would just give them our number and have them call when they landed. The LAST thing I wanted was a nervous pilot doing nervous things. Your experience is exactly why. Also for all you GA guys... PLEASE MAKE USE OF OUR SERVICES!!! I have to miss you anyway, so talking to us makes separating you that much easier.
Thanks, very good video! I think what you're describing is a clear example of how a responsible person who cares about the matter learns from (semi-grave) mistakes. As Carroll Smith wrote in a different context (motorsports engineering): "If the person who made or didn't notice the mistake is actually good at their job, the de-briefing will revolve mostly around talking them out of suicide." I think it took FAA two seconds to figure you weren't THAT GUY who just entered class C because he thought he deserved it and getting clearance was just a formality.
You might not be sponsored but I added PPS today. I had a somewhat similar experience with a failed transponder and mode-c veil (though my controller was awesome) and the FAA so far has been super cool and seemed more concerned that the problem is fixed than coming after me with guns blazing. As for your rights with the FAA.. sure you can legally make life hard for them, and while some may disagree, in this case why bother. I think your attitude goes a long way to what kind of experience you have with the FAA.
I had an instance of my mode C not working in Orlando’s mode C ring many years ago. KORL’s class D called me and said, “Hey 4SK, I know you never like receiving news that your aircraft is broken, but your aircraft is broken.” “Okay, what’s the news?” “Your mode C isn’t working.” Very nice people.
Attitude goes a long way with any situation. Don’t see why the FAA would be any different. If I get a customer come up to me with a bad attitude, I don’t help them and walk away (my job is safety, not to help people) but if someone needs help and are polite, I’ll happily help when I don’t have to.
Every pilot has war stories they enjoy retelling when "hanger flying" with fellow pilots. Luckily I have had only 1 run-in with the FAA where they asked me to phone them after I got on the ground. Fortunately my event turned out to be a non issue after I explained it but I can appreciate this guy's anxiety over what "might happen". Being an active pilot requires a huge investment in time, effort, and finances, which is equally worth while. Thoughts about being grounded by the FAA are therefore always scary.
Something simliar happend to me. You can see it on my flight to LSZG. Announced my itentions on radio and waited for the magic word "CLEARED"...but didnt got it. But I was lucky enough to recognized it.
It's so nice to hear when honesty and owning a fault is answered by honest, impartial enforcement. Well done, hope you have many, many happy, safe flying hours.
Good insight on what happened and the outcome. One other thing I'd also recommend is to spend more time around controlled airspaces with a tower to keep practice up on communications and comfort levels.
It sounds to me like this experience is also a good example of how to take into account information you've gathered (e.g. about the mechanical state of your aircraft or some other safety-related issue): Once this pilot realized that the controller couldn't understand him 6 miles out, he also got two other "free" bits of useful info: 1) When he made his first call to the traffic at a nontowered airport 10 miles out, nobody at the airport or on the other side of it could hear him, and 2) when he made his second call 5 miles out, they probably couldn't understand him. Good things to know when landing at a nontowered airport, don't you think?
Thank you for sharing. Even above-average pilots run into similar situations. I've seen it, done it, been there myself. You handled everything fine. You made a mistake (average human), you admidted your mistake (abobe-average human) and you learned from your mistake (a pilot with a long-life span).
Thank you! It's hard to come out and say "hey I screwed up" but like I said in the video, I would rather risk looking like a crap pilot if it means I am able to teach people from my mistake.
@@AverageAviator I think saying, "Screwed up" is being harsh on yourself. Your intent was to always do the right thing, but it didn't end up that way. The more you fly and hang out with pilots who discuss their experiences, the better you will get. The most important part of this situation: No one got hurt, and no one bent metal. When we make mistakes with those kind of results, we prove to ourselves that we have some margin for safety in our personal procedures.
Thank you so much for sharing your story. Humility makes a man stronger. As a ham radio operator, I had a feeling it was your antenna. Thanks again for sharing.
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So the radar should have shown 2 aircraft with the same transponder code all the time and the controller didn't realize that until you were 2nm from the airport. He should have got a call from the FAA too.
ATC, I have a number for you to call.
Maybe that's why the dude was so aggressive from the start - cause this guy exposed one of the ATC's errors
No, the controller saw him the whole time. That's why he gave the other aircraft a code change. Then when he saw the intruder changed his code too and was heading straight into the departure/arrival stream into CMH at a conflicting altitude, he didn't try to contact him because that would constitute permission to be in the class C. He waited until he was clear of those routes first.
As an ATC engineer in a previous life, I can tell you radar systems can show " ghosted plots", where the aircraft appears on the display in two different positions. This can be due to several things, but mainly due to reflections and multi-path signals.
I can guarantee you ATC controller also got a call from the FAA. Standard procedure as part of the investigation.
And just remember if Harrison Ford can fly over the top of a 737 to land on a taxiway and keep his licence so can you.
I was just going to freaking say that. OMG! Yes. Landing on Charlie is a big no-no. At John Wayne airport.
Everyone keeps picking on Ford, but runway, taxiway incursions are a lot more common than people think
Lololol
Anyone than can make the Kessel Run in less than 12 parsecs can land wherever they darn well want!
@@JohnSmith-dh3kx Exactly. And outrun any Empire battleship too.
A retired FAA Operations Safety Inspector (General Aviation). Most of my fellow (and former) FAA inspectors are pilots who have also made mistakes so they try their best to put an errant pilot at ease. There are exceptions but I never worked with any that were on power trips. You did the right thing by telling her exactly what happened and didn't try to dodge the issue. Inspectors are saddled with an incredible workload and if they find it and you reasonable, they would rather close out a report like yours as she did rather than go through a lengthy violation process. Of course, there are certain violations that require the whole enchilada. I hope you never get caught up in one of those. It ain't fun for the pilot and with most inspectors, not fun for them either. Fly safe!!
Thanks for the input! I will hopefully never do anything that's gets me "the whole enchilada".
@Guns N' Glory No - us other countries also has regulations.
@Guns N' Glory Won a flying scholarship and quit? You weren't in contention for a private pilot certificate at 15? You'll have to explain what " overreach" you could have experienced that caused you to not take advantage of a freebie like that!
@The Guns N Glory Show So, at 15, you figured it was too restricted for your tastes? Sorry, I ain't buying that story. 99.9 % of kids that age with enough interest in aviation to be in contention for a scholarship wouldn't care jacksh#t about regulations, politics etc. Fess up, brother.
@The Guns N Glory Show All I can say is that you grew up a helluva lot younger than I did. At 15, my hormones were in control and, except for my high school Civics class, I wasted not a minute on regulations or politics. Girls, cars, and airplanes were my thing then. When you've investigated numerous fatal aircraft accidents as I have with the FAA, you understand the need for certain regs that are designed to save lives, not to torment pilots.
A right-winger? Then we both think in a sensible stream of thought. My enlightenment came much later than yours. Unfortunately, there are millions of Americans who never gain enlightenment at any age.
Telling this story doesn't make you look like a crappy pilot, telling this story makes you look like the kind of pilot/person I would trust with my life - you made a potentially bad mistake (that fortunately wasn't) and you learned a lot from it. Safe flying!
good job that made the incident not you they tried to put the blame on u to save there ASS
thang do happen love your out take on what happen and good fix see it now thank u , U WILL DO GOOD KEEP ON FLYING
Not a pilot but I'll throw in. You don't sound like a crappy pilot, just inexperienced. But you did your due diligence, figured out what happened Andrea learned from the incident. I'd fly with you any day.
I wouldn't .. He clearly doesn't maintain the aircraft properly. Look at the way the paint is gone from the ID on the side of the craft. If you look at the broken radio mount. You see how rusty the crack is. He doesn't maintain his aircraft.
I wouldn’t use anyone’s mistakes to decide to trust them with my life. That’s just kinda crazy. You can say a person dealt with a mistake well, but what was the cause of the mistake to begin with? Taking responsibility doesn’t automatically mean you’re a master of your craft.
Brave of you to come forward telling people your mistake. Thank you
Thank you!
No, it was a charlie, not a bravo.
Right? Awesome! We all make mistakes, owning it is amazing. Also, I’m not sure you made any real/significant mistakes here, confirmation bias is a thing, but depending on the exact quality of that radio transmission, it might not have been avoidable.
The good aviators on UA-cam will explain the mistakes they have made so as to help other pilots. I also watch a lot of wood turning and sawyer videos and the good guys and gals will show what they have done wrong. It is this honesty that helps us all.
Was called by FAA and told I busted the class B at Milwaukee. I convinced the FAA guy I was 15 miles away, there was a radar snapshot. I told him where I was and at what altitude. He wanted me to plead guilty so he could close the case. I did, but he let us off because my buddy on board had a Physiological crisis....He had to piss really bad.
Fifty years flying and I hear pilots with lousy radios or they have no real idea how to talk to ATC or broadcast at uncontrolled airports way too often. Just because you key the mic does not guarantee anyone hears you.
Thanks for sharing, maybe someone else who sees this will fix their bad radio. It only takes a few seconds to key the mic and ask for a radio check. If you are not being heard go and have your radio fixed. I hear aircraft where I fly all the time who call the unicom 100 yards away and ask for a radio check. Unicom says "loud and clear". If you do that all you know is someone 100 yards away can hear you. Call someone 50 miles away and you will get a better idea if your radio is really working.
That's a great point! It was confusing for.me because I would check my radio at the local airport and everyone in the pattern would hear me, so I figured it worked okay. But that doesn't check the real range of the radio. Radio etiquette is taught in training but I think radio problems or issues is something that is often overlooked and not very well understood. Thanks for the input!
@@AverageAviator One way to address the problem would be for the tower to measure the signal strength when you first call in for taxi. Even if that was adopted though, smaller airports and uncontrolled strips probably wouldn't have that, so a handheld RF dB meter might be a good preflight check. Just an armchair observation, I'm not a pilot or anything.
Do aircraft radios have SWR meters?, would be helpful if they did, a problem would be indicated immediately without relying solely on a range check, which can be hit or miss.
So Columbus ATC didn't bother checking who you were until you were two miles away from their airport? Sounds like they were asleep on the job.
Controller should have seen you earlier and noticed he had a duplicate squawk in his airspace to. Part of the chain of events.
Probably part of why the controller came at him so hard. The controller wants to place the blame heavily on the apologetic pilot to cover his own screw up.
This airman is totally legitimate, his candor about the event, along with his professional and proficient demeanor explaining said “incident” should be an example for all of us to follow. Think safe and smart..FLY safe and smart! Huzzahs to you airman, well done!
One thing that got me though: he said he thought he was clear into the C airspace even though he doesn’t say that he heard the words ‘clear to enter’ etc. Assuming clearance is not a good thing. If you don’t hear those specific words then call them up and clarify ‘am I clear to enter or not’.
Well said, I agree completely !
@@CymruEmergencyResponder In the United States, you only need to hear the words 'Cleared to Enter Class B Airspace' in...Class B airspace while flying VFR. In the U.S., Class C airspace is for mid-sized towered airports with radar. The rules in Class C airspace are that you need two-way radio communication (signified by them stating your tail number), a mode C transponder, and now ADSB out.
So, technically, if they read his tail number (which he thought they had), then he is good to go. If they said something like "aircraft calling Columbus apch, standby", or "N670U, remain clear of class C" then he would have had to stay out.
Obviously the communication loop wasn't clear enough to indicate they knew his intentions... but that's where one of the improvements could be.
@@tacodeazul1713 So you can assume clearance of your request as long as you hear your tail number? That's completely stupid. In the UK, you have to actually be given the permission. If they don't tell you that you are clear to enter then you do not enter.
@@CymruEmergencyResponder Mm... no, it's just a different set of operating rules than you are used to. The U.S. has a really straightforward airspace system which allows for a tremendous amount of VFR flying, even in the middle of extremely dense cities with IFR and VFR traffic everywhere. Look at the LA area or NYC area on skyvector.com, if you like. VFR aircraft are literally everywhere, and yet separated from IFR traffic.. and in the case of airline traffic into major hubs (like class B Airspace), almost entirely separated without any communication on the same frequency.
And I think you might have the entirely wrong idea about what the ATC system does. The point isn't to "give permission" to aircraft to do certain things, it is a statement of "being cleared" to do so. I.E., when you are "cleared to land", it means that the area necessary for you is open and free of other aircraft WRT their spacing requirements. An IFR clearance is exactly that - ATC keeps everybody out of your way for the route/altitude/time period given. New route, new altitude, new path of separation. The job isn't to dictate, it is to separate.
The way it is written, you have to have two-way communication (ultimately) to pass through Class C airspace. He didn't even need to enter a mode C code in his transponder, it just had to be on and altitude reporting. He did reply to what he thought was (or maybe really was read by ATC) his tail number... and probably should have given the tower area more space anyway. He thought there was communication back and forth... but admittedly realized after the fact that confirmation bias made him respond to calls for another aircraft. That stuff happens. It has definitely happened to me.
So if the FAA decided to be assholes about this case, they could have continued down the path demonstrating that there wasn't a closed-loop of communication (and therefore not two-way) and from there issued a violation. I'm glad they listened to him and dropped it. Some people really get off on being dictators in the aviation industry. Hopefully we can keep it from being that way and continue to have a superior airspace system to anybody else : )
As a student pilot, this is great to hear. I had the reverse situation, I was 5 miles outside a class Delta practicing solo maneuvers and then headed towards the Delta when I heard the tower call my exact callsign and instruct a 2 mile base. I paused so long because I thought I was about to steal someone else's callsign. Eventually I signed on to the frequency with my altitude and position and received instructions to land. Once on the ground, I called the tower phone myself (should have given them my number to call) and asked if I had mis-heard. The tower was so used to student pilots practicing in that area that they instinctively gave me instruction for landing when they saw me heading back towards the Delta. It was a great lesson in never being afraid to ask ATC for clarification if I have any confusion about an instruction.
(should have given them my number to call) LOL, on frequency too, that would be legend.
My airport does this all the time, the know some instructors by their voice haha. So we pilots/ATC says hi to each other all the time.
Well said. I was a controller for 37 years and am now a support specialist and everything you said applies to not only pilots but controllers also. I used to tell all of my trainees, the two types of controllers are those that HAVE made mistakes and those that WILL. I have been on the other end of that call many times (talking to both pilots and controllers) and, as hard to believe as it may be, generally what is best for all concerned is assuring that the pilot or the controller is aware of the mistake and that a lesson was learned. I really appreciate you sharing your story.
Thank you! Understanding mistakes is a life lesson as well, not just applicable to aviation.
Our saying was there are controllers that have been caught and those that will be caught (having a deal).
I had a similar enough story. I was really shaken. I did what you did. Filled out a NASA form and contacted AOPA. When the FAA inspector called he was great! He was such an advocate. He even unearthed why this happened and felt the controller at the reporting airport should bear at least 50 percent of the blame. Not only was I treated well and it was a compliance issue. The reporting controller got dinged, too. Your points are right on. They want you to be honest, sorry it happened, and motivated to learn from it.
I'm glad someone can relate, and I'm also glad your experience turned out well.
I agree, ATC needs to bear some of the responsibility in cases like this.
CFII here. You’ve demonstrated humility and a willingness to learn which are two of the very best qualities any pilot can possess. I’d fly with you any day!
Thank you for the support, It means a lot!
I found that the FAA in General aviation are some of the nicest and most helpful people in all the FAA.
Not surprised at all that was your experience also.
My beloved uncle was FAA, he was an awesome and genuine nice man.
I very vividly remember being intimidated by towered airports. Go to them more, and you’ll discover the uncontrolled ones are the scary ones. Thanks for sharing this story. Cheers!
Since then I have definitely tried to become more comfortable with towered airports and airspace. I even flew over Columbus again on the exact same flight and felt really good when I nailed it! Haha it's dumb, but it was a win to overcome that intimidation, especially because it was the same airport/airspace as the incident!
@@AverageAviator not dumb at all. I’d say that’s 100% normal. That whole deal made you a better pilot and you’re the man for owning it and sharing it. The controllers probably learned something from it too.
I guess it's a matter of knowing and preferring what you trained with. I learned at a controlled airport (Rosecrans Memorial) with excellent controllers and have preferred them since. I also like flying the Piper Tomahawk, but that's definitely because it was my intro plane! LOL
It's probably been said already in other comments but it bears repeating, pilots have to be right more than they're wrong because wrong = dead all too often. Mr. Agee, one of the best civilian instructors at the US Army Aviation Logistics School impressed upon us from day 1-Aviation rules and procedures are written in blood and "good enough" doesn't exist.
This is a great teaching opportunity and experience. Thanks for sharing it!
Yes, there is a great flight school at a non-towered airport. I took a flight with that school and learned it's kinda scary. One plane did not give a call then he took off. Then the runway switched directions. I do not feel safe flying a lot out of a busy non-towered airport. I will make sure I go with a school that has a towered airport. One thing to fly into a busy non-towered airport once in a while while but not on a on a regular basis.
Lockdown seems to have made C W Lemoine significantly younger.
Now that's funny!
Mover Junior
@@AverageAviator Now I can't unsee it!!
New subscriber, idk how i stumbled onto this channel but loving the content
Bro.... Spot on!!!!🤣🤣🤣
LOL I knew I saw that face somewhere else!
Welcome to humanity. We are an imperfect bunch and glad for you to join us! Thank you for sharing and caring enough to share your wisdom.
Thank you for the support!
This is a good pilot. Wishing you clear skies and light winds.
Nice sharing to help others. I did the same while doing security work and called in an Industrial accident. The response was immediate and multiple vehicles. When they realized it was (only) a female equipment operator that had almost lost their finger they were upset big time. The 911 had specialized definitions for the term industrial accident. I was not asked further questions. After the upset I made a point of writing the 'story' up and hand delivering it to a number of police departments in the area. The 911 SOP regarding the term now requires getting DETAILED information about the exact nature of the emergency. The officers I shared the story with laughed and looked at me like a volunteer idiot. No problem... this idiot got the SOP updated.
you made some substantial mistakes, but one of them was not how you dealt with the FAA. you were open, honest and they recognized that...well done Robert
yes Columbus moved. it is not teathered.
I know absolutely NOTHING about aviation, but one thing I DO know is that you never want to receive that call. Kelsey from 74 Gear taught me that! lol. Loved the video and story.
The FAA seems to be more about safety then punishment.
The FAA is extemely understaffed. So they only come after violations when you cop an attitude. They want to solve the problem the easy way. But they don't have a problem using their limited resorses taking out someone who they percieve as a "problem offender".
Then or than? There is a difference.
Tell that to multirotor pilots lol. Oh, you have a quad that weighs 251 grams and you don’t have a part 107? $32,666 fine.
You must be new here...
@@abnormallynormal8823 because they also don’t own a scale?
Aviation enthusiast and HAM radio operator. My advice is always keep a handheld radio by your side (not in the bag) and also use it! It helps check if everything is ok with all of your radios, and you are prepared also for a possible energency. situation.
Even with the broken antenna, you will hear yourself loud and clear on the handheld if you are within a couple of meters of what's left of the antenna.
Furthermore, a handheld inside an airplane - well i don't have experience in that specific situation - but i'd say it's unlikely to have enough range to be able to call ATC at the edge of the controlled airspace. Using it inside a car it definitely decimates the range you have compared to an open field.
In contrary to most ham users that have handhelds, the pilots don't have a repeater to extend range from a few kilometer to a few dozen kilometer.
It's easy to get proper range with a full size half or quater wave + groundplane antenna on a handheld, but almost all handhelds are used with the small rubber ducky antenna, which will dramatically decrease potential range.
In short, i wouldn't bother with using a handheld transceiver in an airplane. What would be a good idea, is to periodically check antenna cables for moisture ingress and hook up an SWR meter between antenna and transmitter. If the pilot would've checked the SWR with a 50 buck meter, he'd have been able to find the fault in minutes.
When he called ATC several times and didn't get a response he should have assumed he either had a problem with the tx function or with his antenna. If his squack read back wasn't heard then ATC should have asked for ident and told him to divert. The pilot should have diverted. His FIRST takeaway should be to not assume his tx is functioning even if he can receive.
2:35 “I could hear them...” but they couldn’t hear me... 1st thought 💭: Possible Antenna issue! 🚨 📻
Next step: squawk 7600. ATC doesn't know your radio's busted if you don't tell them
Anyone who watches this and doesn't respect this pilot for his humble candor and honesty, has worse issues. None of us are perfect and even the very best trained and highly experienced pilots makes mistakes. He right, we sometimes tend to justify those, which helps no one.Great video my friend, safe skies !
I'm just now starting my journey into getting my license and it's videos/stories like this that are the most valuable to me. Thank you for sharing!!
Good luck with your license!
I'm currently in an Aviation Law class right now and this whole class makes me nervous about flying and accidentally breaking a rule. This video put me at ease, so thank you for putting this online.
You’re commenting on UA-cam videos while sitting in an aviation law class? Shouldn’t you be paying attention to the class?
@@iamjakepaul944 it's an online class
Keep nasa forms in your flight bag
Hey, are you able to link what class you're taking?
aviation law is fascist.
Great story! I loved it from beginning to end. Many people employed at the FAA are pilots themselves. And they know what it's like to make mistakes or be in a situation such as what you described, They are not out to get you. It was obvious that you weren't trying to circumvent the rules and that's all they were investigating. Similarly, many pilots get themselves into trouble when communicating with ATC because they have a fear of looking inadequate or afraid of declaring an emergency until it's too late.
I wear a shirt at the airshows that reads,. "I'm From The FAA And I'm Here To Help You."
Great Story!
I don't consider myself to be a great pilot but I continually strive to be one!
Such an awesome recap. Controllers are there to help- it’s their job, and as pilots we can’t be afraid to talk to them.
Right! without pilots, they would have no job.
As they say, experience is a hard teacher because she always gives the test first, the lesson later. Thanks for preparing your fellow pilots for the test.
I don’t fly, have no intention of flying but enjoyed your story and your honesty. The world needs more honorable people like you.
As a professional airline pilot myself I HIGHLY recommend pilots to be a member of, and associated with, AOPA. Just an awesome source of support, reference and learning materials.. And just great reading. I think that it is really cool that you posted your experiences.
Yea. I was in a Cessna 172 and from SNA to Santa Barbra BRB I think. I busted LAX AIRPSCE at 3200' mark. The worst 60min I called and he was very cool. It was only 150' and I was new pilot. I never got FAA on my ass but it was a dreadful feeling
Our local class delta airport tower holds meetings with the instructors every few months, and they’ve told us that the percentage of possible pilot deviations that result in a filed report is extremely low. When they give you the phone number, they don’t necessarily want to file a report on you, but they just want to talk to you and figure out what happened and talk about what you could’ve done better or differently
I really respect you for posting this. I had a small accident the other day while taxiing. My right wing contacted the aircraft to the left while i was trying to park the a/c. I was so embarrassed and devastated! Your video has certainly made me feel better. Thank you!
Ooof. That's a bummer! I know the feeling, hopefully you can make it right and learn a lot from it to prevent similar situations in the future. I'm glad sharing my story could help.
"Advise when ready to copy."
That's the correct verbiage.
I think your take-always were spot on. As a CFI, they are exactly what I teach. The only criticism I have would be that your persistent radio range issue before that flight had not gotten you to take a look at the problem until you solved it.
You have a point, I was putting the radio range issue on the back burner assuming it was just always like that and it wouldn't get any worse. Its easy to do that with systems that aren't required, but the radio is unique in that its not required only if I fly it like I don't have one, and I wasn't doing that. I feel I'm definitely more in tune with what maintenance items should be differed and, if they are, how to alter your flying/mission planning to ensure it doesn't cause an issue.
Jim thanks for the confirmation I thought the same. If something is sorta broken it is broken..
Not a huge surprise for a pilot who is uncomfortable with, and typically avoids, controlled airspace. There are plenty of aircraft out there with no radios at all, so I personally don’t see it as a big deal that he didn’t investigate his radio issue sooner. Sure, it may have helped him avoid this particular incident, but I understand why it wasn’t a priority form him.
Good on you buddy!
Every pilot needs to learn from their mistakes and apply it to what they do from that point on.
Not every person, pilot or not, has the guts to stand up and say "Look here is what happened to me, why it happened, and what I learned. Please learn from my mistake." Admire you and your willingness to help others! Keep it up.
A new subscriber.
Thanks for the support! It was definitely difficult to make the decision to make a video on how I didn't perform the best (what of my coworkers or potential employers were to see it??) But the support in the comments from people who found the information helpful definitely has solidified in my mind that I made the right call putting it out.
@@AverageAviator I certainly think you made the correct choice. Not sure how any co-worker or potential employer could take this as anything other than good. Your putting others ahead of yourself.
In the military, pilots are encouraged to fess up in the debrief, or weekly review meeting. A pilot can't individually make all the mistakes, and learn from them, so it's way smarter to learn from other pilots' mistakes
Nice one. I listened carefully and realized that honesty and humility are probably the most important assets in these situations. Well presented. Thanks
My personal anecdotal observation from a sorta similar situation: When I'm in voice chat while playing games with friends I've had days where I've accidentally muted my microphone and forgotten about it. I know from experience it's incredibly easy to carry on a one sided conversation and believe that what you're hearing is an intentional response to you. It depends on the day, usually it's easy to notice, but it's definitely also easy with the wrong luck/circumstance to totally not realize that none of the conversation you're still hearing is actually responding to anything you're saying.
Very good point
Another reason to have a portable radio as a backup!
I was sweating buckets for most of this story.
What a gripping account.
I'm an aviation fan, and I like that you came and opened up about your experiences the way you did. It further opens my eyes to the experiences that pilots go through. Thank you. :)
I'm glad you enjoyed it!
Outstanding story. I can recommend the book The Field Guide to Understanding 'Human Error' by Dekker. It makes this exact point that it so easy to make wrong judgements after the fact.
Lesson no.4: second radio set is gold. If pausible get second radio on board, or get good handheld. Works wonders. Cheers. Good video. I learned from it.
As I was always told during training if it doesn’t feel right then it usually isn’t so take a step back slow down and review your actions, better to make an embarrassing mistake than a fatal one. Well presented and be safe out there. 👍😎
Good advise.
And if in doubt ask the controller to confirm any details you need. you may think you sound like a fool but it's the safest thing to do so everyone is on the same page and there's no ambiguity.
I remember my private pilot training, there were some days that I did not do so hot, after those training days I would look back and be like what did I do and what I could I change. I changed and exceeded at them. Then came my private pilot checkride and my nerves got the best of me, I almost busted the Flint airport airspace (KFNT), my examiner failed me, but let me continue with the checkride. After the checkride I flew two more times with my instructor and went through it and how I could improve. I redid my Checkride and passed. So now everyone I fly either by myself or with an instructor, I always go over the flight before and after to see if I did anything wrong or good and what could I have done differently.
Great informational video, I will be looking into getting the protection with AOPA
Always improving, that's what aviation is about!
Always remember if something is sort of broken, it is broken!
Thanks for sharing it was a good learning experience. Keep the blue side up.
Thanks for the input and the support!
My experience in aviation as a pilot is 10 years flying corporate and 33 years flying with Continental/United. I've never gotten the dreaded "call this number" radio call but I have dealt with many FAA inspectors over the years. In case some of you don't know, in the Airlines an FAA inspector can, and will, unannounced, show up at your plane at anytime, identify him or herself, and inform the Captain that he/she is conducting a line check on this flight. Paperwork wise they are going to want to see all crew members licenses, medical AND radio operators licenses. They are also going to want to see that all your required pubs are up to date with all current revisions, they will conduct their own safety inspection, walk around and then they will be on the jump-seat for the flight. In 33 years I would guess I had this happen maybe 5 times a year. My last one was on a flight from Houston to London Heathrow, two months before I had to retire, Sept.1 2020, because I turned 65. I was Captain on the 777. Not once in those 33 years did I have a bad experience with any of the Inspectors. They were all very nice, respectful professionals. They were not out to get you or trying to find some little thing to nail you on. They just wanted to see that things were being conducted the way they should be, that's all. In my opinion this fear of the FAA is spread by people they HAVE nailed because they deserved to be nailed.And I have no problem with that. One thing I have noticed, they really know the difference between an actual mistake and negligence trying to masquerade as one. Like you said, do what you are suppose to do, know what you can't do, and if you do make an honest mistake be completely honest about it and all will be fine. It's when someone starts trying to hide something they knowingly did that things will not go well. These inspectors have seen just about all and can smell a rat a mile away. Just don't be that rat and you will be fine.
I worked at a FSDO as an Operations Inspector for a few years before going back to Flight Inspecting Navaids. For the most part if you don't cop an attitude and or straight up lie about an incident the Inspectors will try to let you off with a Warning letter that is expunged later from your records. If you have a history of taking chances and doing dangerous stunts you might perhaps see some selective enforcement. I recall only a few Inspectors that were anxious to punish others just because they could. Realize most everyone is a fledgling at some point in their aviation life. My personal criteria was; would I be comfortable putting my family in an aircraft with an individual and be able to sleep if he or she was trying to make a safe approach at night in marginal weather. Show up prepared and my objective was to help you get through in a relaxed atmosphere.
I solved your radio problem... there's a big hole in your panel where your radio used to be ;-)
@Pilot X We'll read about his untimely demise and grieving widow one day soon. Remember rules and regs. are written to protect ME, I could care less about you if you keep busting them.
@Pilot X
Is it allowed to fly with just the one radio?
🤣😂
@@Goreuncle depending on airspace and type of flight, yes or no radio at all.
@@Goreuncle as a matter of fact TravisK is correct and points out another safety discussion that my highly radio centric Army Aviators would fall prey to. An aircraft operating at an uncontrolled field need not have an operational radio nor make radio calls as he does repeated take offs and landings. We who become too used to radios creating most of our situational awareness sometime forget to use our eyeballs to look for simple things like an aircraft on a taxiway, runway, entering the downwind, on final, etc. We incorrectly assume that since we didn’t hear a radio call, there is no one else operating at that airport.
"I looked at how I contributed to the incident and what I could change for the future..." - words not spoken by enough people in 2021. Keep your head up, man, you're a stand up guy. The world needs more people like you.
As a amateur radio operator, I would like folks to understand that most radios have a self-preservation built into them that will drop the TX power down if the antenna is mis-matched and out of tune. I suspect that is what you were seeing. Part of our pre-flight inspection is looking at the antennas, but I doubt anyone would have caught the issue you found. Great story and very helpful.
Thanks for sharing your story on this. I love hearing different perspectives on things like a pilot who is used to non-towered vs. towered. I learned at a towered airport and being in Delta and Charlie airspace puts me more at ease because I feel more confident about separation than at non-towered.
Glad you enjoyed it!
With the low configuration of the antenna which can be damaged by roof runways or rocks, it would make sense to move the antenna to a less vulnerable place, or to install a second antenna which you could switch to when youFelt there was a problem with transmission
MUCH respect for bringing your mistake forward to give others a chance to learn from it, and I approve and agree with your 3 lessons from the situation in addition to to detail of how your radio transmission range was so significantly reduced. This video is definitely worthy of a thumbs-up!
Thanks for the support!
Thank you very much for sharing. #4 Takeaway: Include antenna to the outside check; this may or may not have prevented this but it could not hurt either Maybe we can have some form of automatic radio check unit in the future that can be used at uncontrolled airports by pilots to check the quality of their radio connection.
As a controller, I can say I've had numerous encounters with aircraft that have "busted" the Class C, and numerous outcomes. Mistakes are generally the number one reason, and by my accounts, they are almost always just a great lesson learned for the PIC. (No penalties assessed) Some may ask,.. well what's the big deal then? Well, when you accidentally fly across a departure corridor, and the airline that was taking the runway had to have their take-off clearance cancelled, and missed their EDCT to JFK, and now has a 40 minute delay to get back in line for a new arrival slot,.. those folks tend to get a little upset. .. Not to mention if they have to go de-ice again because of the delay. $$$$ (That's just one example of an actual impact I've seen) But again,.. most GA pilots that fess-up, are going to be fine. An honest mistake is very excusable. BUT, we do on rare occasions have some aviators (ultralights, crop-dusters, and low-level inspection aircraft mostly ) that turn off their transponders (or don't have one) and think they can sneak in under the radar, intentionally avoiding establishing communications with ATC, creating potential conflicts with aircraft in the airspace. That doesn't always work out, and that kind of blatant disregard is what the FAA is trying to stop. There is a huge difference between the two. Hope this gives a slight bit of insight from the other side of the mic.
That does give some good insight, thanks for the input!
What about UFO's?
@@chaz000006 They respect the class C and stay above it.
I watch another aviation channel. That pilot has said before that remaining HUMBLE is critical for being involved in aviation! Being humble means being teachable. It is NOT a position of weakness or subservience. It means you are doing your best to follow the "rules" and that you can/will learn to become better! Life lesson for ALL! I have subbed because of your message! Glad it worked out fine, and that you could diagnose the issues and improve! Be safe!
Thank you for taking the time to share your experience via this media. I am inclined to believe the FAA also understands that honest mistakes do happen. A broken antenna over time can result on the saturations of radio transmit circuits due to the high SWR return. Great story we can all learn from.🙂
There is no better Pilot/Aviator than one that is Humble. I would hire you in a minute! Thanks for sharing your experience and you should be very proud of yourself! Aviation Manager.
That must have been the longest two months of your life living with that "unknown". Glad it all worked out for you. We are all human. I wish you many successful flights in the future.
- Robert
Non flyer......like your story. Live and learn👍🏻🇺🇸
I made that call. The FAA reached out to me 10 moths later. They gave me a few months to get some corrective training. I thought they were great to deal with. It did worry me some but not a big deal in my case. I departed Charlie airspace & turned the wrong direction. Great video.
Most everyone in the FAA has been in the very same seat. ! They are pilots too.!
You sir, are humble and self-effacing. Essential qualities for a safe and responsible pilot.
Thanks for the support!
I've never had an issue with busting an airspace, but one time I was coming into a Class C airport and there was a 41D - Heavy on approach, and the last of my tail was 41D, it was super confusing every time they called out instructions to the 41D - Heavy but thankfully the Heavy helped differentiate us. Another time I was calling Center and they has mis- heard my tail number, than said I was some place that I wasn't. I had to repeat my tail number 4 times to the controller and when he finally got it he said it back in such a condescending voice I couldn't wait to switch freqs. What I have learned is that when calling a controller for the first time, use your full tail number and read it slow and clear even if it takes an extra 3 seconds, wait for them to call back with the full tail number and if not verify that was for you.
Thanks, that's good advice!
Good on you fixing the mechanical issue. Checked the radio, the cables, the connectors, & the antenna.
this is why every student should take a tower tour. we are on your side. we want you to succeed. we are required to ask you this stuff.
Thanks so much for this video! As others have said, it takes a certain type of good person to admit mistakes. Cheers!
interactions with the FAA tend to be significantly less stressful than you anticipate going in. They're not out there to keep us from flying they're there to help us maintain our ability to fly. A large percentage of them are in their job because they are in fact pilots. they're not going to fine you they're not going to put you in jail they're not going to take your license away unless you've repeatedly done something egregious. If you do something wrong you can call the FSDO and have a chat with him they will be very pleasant.
I never thought I'd have the person who inspired me to make this video comment on it. Thanks Bryan!
If anyone should know how to deal with the FAA , it's BrYan! Interesting situation , almost sounds like a short or lose wire on your mic. I think getting that call is not a matter of if , but when! We're all human. Thanks for sharing and Blue Skies!
I'm not a pilot, but that was a really good explanation for pretty much anything in general. Sometimes very capable and competent personalities can have a "negative confirmation bias" and you've provided a means to work through that as well.
Dude great video. I'm a 21 year CFII, and have never had a call from the FAA ... until the day it might happen. You gave some great advice in both avoiding such a situation, and how to handle it if you do. Thank you!!
Same thing happened to a friend of mine, he explained to the inspector what had occurred, they had a pretty calm discussion, was given some study material on pilot deviation and that was that. Compliance philosophy has been a change in direction that has been well received.
I respect your candor sir! Thanks for thanks for sharing your experience with the rest of us.
Thanks for the support!
Good of you to make contact with them, I am a ham radio operator, always check the antenna first, your radio is only as good the antenna. you can have the best radio that money can buy and a crappy antenna and you have a crappy radio, just my 2 cents, good luck
A very helpful thing after such an experience is to write down the steps you took after landing while your memory is fresh so that you do not mix up things when asked later. Thank you for sharing your experience.
I'm a controller at a contract class d tower, we're not the cops! And we might issue the deviation phraseology, but it's not a critique. It's because we have to. But typically pilots think worst case scenario. The faa is not out to "get" everyone!
@Bax 60 I'm not the faa, but I don't think the organization is out to go after pilots, but more education and training and learning from mistakes. Unless it's blatant.
I think there are many things that helped your case, but what helped the most is your research and awareness after the fact. The FAA official could hear you took steps to understand what happened and fix the issue. I think more than anything else, that was the reason it went no further, there was nothing to continue.
so what exactly did we do here? What is Class "C" aside from Class "B"?
Honesty is the best for the soul and for aviators. No one was harmed. You learned. That is what is most important.
Thank you for your humility and willingness to share your mistakes to help others learn…It not only helps me learn, but it alleviates the pressure of perfection which is simply not realistic and which detracts from learning. I hope you continue to feel more and more comfortable allowing others to see your imperfections. There’s only one perfect Pilot.
The thing that struck me most about this video is how much we fear our government. That's horrible. Thanks for sharing your story.
I disagree. This isn’t about fearing government as much as it is fear due to incomplete knowledge.
We try to follow rules and procedures but don’t understand what’s actually happening. The author goes into this by discussing confirmation and hearing what he wanted to hear.
It’s an amazing lesson.
This isn't fearing the government
I wasn't fearing the government per se, I was fearing what the impact would be on my hopeful career and what impact it would have on my flying which is less of a hobby and more of a lifestyle for me. Looking back, perhaps I was a bit more fearful or had more anxiety about it than I should have been, but that was also a super stressful time in my life and I think everything was adding up.
Taking off from Class D Albert Whitted Airport upon departure we busted Class Bravo Tampa International by 1200ft. They accepted our apology and cleared us into the Bravo.
That can happen easily in Orlando coming out of KORL’s D and climbing into KMCO’s B.
Thank you for sharing this story! I am a student pilot nearing my checkride and written test. I am nervous but only because I’ve been slacking on my reading and studying. I’m going to work on getting all my studying done before my checkride and written so I can be confident when I take them. It’s important to learn from the mistakes you make and although pilots are sort of expected to be perfect, most of the time since we’re human that isn’t the case. Actually sharing this story makes you a better pilot because you’re sharing what went wrong and how you were able to resolve the issue. This helps pilots like me and even more experienced pilots learn from your mistake as well. Cant thank you enough for posting this story
Great lessons - humility and dangers of confirmation bias. This is wisdom. Thank you for sharing.
FF is one of the best tools a VFR pilot can use, especially around congested airspace. I sincerely recommend flying a few trips while on an IFR flight plan, it’s a lot less intimidating to build that confidence talking when control knows what you want to do, and truly helps when you’re just flyin around VFR requesting clearance or following. cheers to you tho, sounds like you handled the situation professionally. And at the end of the day, they’re just doing their job.
Here's a Bizzare one for you.
I was flying out of Seville in a PA28 in the south of Spain and took a leisurely VFR to the south and like a complete fool got my bearings all wrong by misidentifying a meander in a river. I stayed on course and noticed that below me was a huge Military base. I quickly turned on 121.5 and like you my heart sank.. It was not a half assed Spanish base where they couldn't have cared less. It was when I heard that standard mono tone American accent that I realised I had ventured over the US army base of Rota. Then I did a steep turn 180 to get out of there but only made things worse as I was just about to exit but now I was crisscrossing the base!! They were not at all happy and had to make a phone call when I landed. Had a chat with the guys from ATC there and would you believe that night they invited me to a night out in another city near by.. Strange day.
That's a crazy story! Glad it turned out okay in the end. Interestingly enough I am currently answering you from my room on the base at Rota. What a small world!
@@AverageAviator Well if you can in that case. Get yourself over to Jerez and go to Los Dos Deditos cerveceria. Great spot for a few beers and the owner Marco from serbia is a hoot.
I am a retired ATC (SLC & LAX TRACONS) and only had to go to TCA court once. Our unwritten policy was as long as you were contrite and apologetic and there wasn’t an issue with an IFR aircraft that required paperwork, you got nothing more than a be careful and don’t do it again. Even though that is the correct phraseology, I NEVER used it. For a violator I would just give them our number and have them call when they landed. The LAST thing I wanted was a nervous pilot doing nervous things. Your experience is exactly why.
Also for all you GA guys... PLEASE MAKE USE OF OUR SERVICES!!! I have to miss you anyway, so talking to us makes separating you that much easier.
Thanks, very good video! I think what you're describing is a clear example of how a responsible person who cares about the matter learns from (semi-grave) mistakes. As Carroll Smith wrote in a different context (motorsports engineering): "If the person who made or didn't notice the mistake is actually good at their job, the de-briefing will revolve mostly around talking them out of suicide."
I think it took FAA two seconds to figure you weren't THAT GUY who just entered class C because he thought he deserved it and getting clearance was just a formality.
You might not be sponsored but I added PPS today. I had a somewhat similar experience with a failed transponder and mode-c veil (though my controller was awesome) and the FAA so far has been super cool and seemed more concerned that the problem is fixed than coming after me with guns blazing. As for your rights with the FAA.. sure you can legally make life hard for them, and while some may disagree, in this case why bother. I think your attitude goes a long way to what kind of experience you have with the FAA.
I had an instance of my mode C not working in Orlando’s mode C ring many years ago. KORL’s class D called me and said, “Hey 4SK, I know you never like receiving news that your aircraft is broken, but your aircraft is broken.” “Okay, what’s the news?” “Your mode C isn’t working.”
Very nice people.
Attitude goes a long way with any situation. Don’t see why the FAA would be any different. If I get a customer come up to me with a bad attitude, I don’t help them and walk away (my job is safety, not to help people) but if someone needs help and are polite, I’ll happily help when I don’t have to.
Hey that is Zurich Tower (LSZH) at 7:32! Greetings from Switzerland ;)
Every pilot has war stories they enjoy retelling when "hanger flying" with fellow pilots. Luckily I have had only 1 run-in with the FAA where they asked me to phone them after I got on the ground. Fortunately my event turned out to be a non issue after I explained it but I can appreciate this guy's anxiety over what "might happen". Being an active pilot requires a huge investment in time, effort, and finances, which is equally worth while. Thoughts about being grounded by the FAA are therefore always scary.
This is the best way to educate others. It’s like gold. Very difficult to share but it’s most helpful to others.
Something simliar happend to me. You can see it on my flight to LSZG. Announced my itentions on radio and waited for the magic word "CLEARED"...but didnt got it. But I was lucky enough to recognized it.
Never easy to make a mistake in the skies or near airports or dealing with ATC. Thanks for telling your story!
It's so nice to hear when honesty and owning a fault is answered by honest, impartial enforcement. Well done, hope you have many, many happy, safe flying hours.
Good insight on what happened and the outcome. One other thing I'd also recommend is to spend more time around controlled airspaces with a tower to keep practice up on communications and comfort levels.
It sounds to me like this experience is also a good example of how to take into account information you've gathered (e.g. about the mechanical state of your aircraft or some other safety-related issue): Once this pilot realized that the controller couldn't understand him 6 miles out, he also got two other "free" bits of useful info: 1) When he made his first call to the traffic at a nontowered airport 10 miles out, nobody at the airport or on the other side of it could hear him, and 2) when he made his second call 5 miles out, they probably couldn't understand him. Good things to know when landing at a nontowered airport, don't you think?
Thank you for sharing. Even above-average pilots run into similar situations. I've seen it, done it, been there myself. You handled everything fine. You made a mistake (average human), you admidted your mistake (abobe-average human) and you learned from your mistake (a pilot with a long-life span).
Thank you! It's hard to come out and say "hey I screwed up" but like I said in the video, I would rather risk looking like a crap pilot if it means I am able to teach people from my mistake.
@@AverageAviator I think saying, "Screwed up" is being harsh on yourself. Your intent was to always do the right thing, but it didn't end up that way. The more you fly and hang out with pilots who discuss their experiences, the better you will get. The most important part of this situation: No one got hurt, and no one bent metal. When we make mistakes with those kind of results, we prove to ourselves that we have some margin for safety in our personal procedures.
Thank you so much for sharing your story. Humility makes a man stronger. As a ham radio operator, I had a feeling it was your antenna. Thanks again for sharing.
The Mad Max of aviation is what you are sir. Your plane is a work of art.