Principles Of Mastery - Good Decision Making - Mastering Emergencies
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- Опубліковано 15 жов 2024
- As a pilot, you know emergencies can happen. That's why the best pilots are always learning. By showing up prepared to handle any situation you can master any emergency and walk away safe. In this video, Jason is going to walk you through how to be prepared for emergencies, the best practices for when you are in them, and help you get (and stay) safe!
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Being a PPL student, was preparing to my solo, building another hour in the pattern, and found rudder which seemed to lack back-spring force on one side. My instructor was on the radio, flying with another student, so it took me hesitating few minutes was it critical enough not to go. That hesitation I took as no-go. When my instructor and technician came they found spring mailfunction. Solo hour aborted, the plane was grounded for half a day, but still thinking it was the right decision.
Absolutely! Great decision.
Very recently discovered your channel. I have watched hours already. Took off 9L out of Tamiami many years ago and the C150 i rented dropped a cylinder about 500’ on straightout departure. I was taking a friend for his very first ride. I am just recently getting back into aviation. I just purchased a Tri-Pacer with 240TT on new engine. Adventure ahead, New start on life. Thank you for your great channel and your friendly professionalism.
Wow, Ron! Thanks for sharing. Glad you are back flying and are enjoying our channel. Fly safe!
Pertinent video. Just had an EFATO/emergency landing last Sunday. Rans S6es, Rotax 582, 200 ft. fuel filter blockage at 0.8 hrs flight time. Lost power just after touch and go. Had to take the fence at end of runway. 4.3 hours on type, 102.2 hrs total time. Very grateful to our club instructors (New Zealand) for their efforts to instruct we student pilots on EFATO and emergency procedures. I walked away uninjured
Hey Steve, wow! Glad you’re okay! Yet another remainder of why good decision making is so important.
@@MzeroAFlightTraining absolutely. Thank you
My found mechanical item: I was on a supervised student solo on what was probably practicing landings. I taxied out and during the run up, when I did the carb heat check, the entire carb heat knob came out of the panel. A quick radio call to my instructor got what I thought was the proper action: taxi back. The mechanic quickly fixed the issue and off I went. Dale
A great lesson to be learned. Thanks for sharing!
I as flying Robin DR-400 for xc flight. Everything was normal during run-up. While lining up on the runway, I found out that the radio and GPS were not working normally. So I immediately returned to base and had mechanic to check it out. It turned out that I had accidentally switched off the alternator probably with my knee. Thank you for the great podcast! It's always great to learn from others' experience.
Thanks for sharing, Jack! As always it's better safe than sorry!
When I was working on my PPL, doing the preflight on C-152 I was planning to take up with my instructor. Long story short doing the elevator feel check, lifting the tail elevator up and down, was extremely loose, no tension. Cable was snapped/loose. Obviously would’ve probably felt it during taxi and run up check but it saved us time and ended up squawking the aircraft right then and did a ground lesson instead that day. To this day I’m now a CFI and I stress to all my students and fellow pilots why should always do a thorough preflight whether its been the first flight of the day for the aircraft, or it just flew an hour ago.
Thanks for sharing! Indeed, even if the aircraft just flew we pilots should always do a thorough inspection. Good job teaching that to your students!
What a fantastic demonstration of teaching by example. You can talk about what to do in different situations and how to make decisions all you want, but when you actually can show a real life event and how you dealt with it, you teach the lesson so much better. Don't apologize for not flying this week, we should be thanking you for an even stronger lesson
Thanks for the positive feedback! Stay tuned for more flying content in the future!
I found once a missing bolt in the powerplant..also the nose wheel absorber was locked it will not have absorber action..thanks jason
I lost the engine on a long cross country flight years ago during my PPL training. I was at 4500' when it happened. I knew I had an airport within gliding distance to my north so I set up best glide and headed to the airport. I hit "High-key" to "Low-key" to a smooth transition. Turned out to be a major mag issue (which checked out as good on the ground 45 minutes earlier). Training really helps. FYI, when the engine stops running things get real quiet in the cockpit.
Wow! Thanks for sharing! Glad your training helped and that you had a safe outcome!
Performed my power check on the ground before take off . Noticed a really rough running engine sound when idle power . Knowing it had flown for 2hrs before and with oil/fuel all good. I decided to turn back to parking and get it sorted out .
That was a great call!
It all looked good an hour prior during some touch and goes. Two hours later, during controls check, the control column got stuck. A cable had become loosened preventing the movement of the control column. My guardian angel was looking out for me. Never forgot the lesson. Don't assume. I check my controls twice, every time.
Wow! Glad everything turned out okay! Thanks for sharing, Gino.
Thanks Jason ! Had to abort due to rough mag at run-up; oil temp gauge reading above red at run up; and once, upon returning to OXR in a friend's C-150 the oil temp gauge registered above the red line. The tower kept checking with us, the engine behaved normally; we landed without incident and it was probably the sensor. Had it been during run-up we would not have flown. I had a C-172 battery fail at CMA (the destination) and waited 3 hours before the owner drove out to change it. I got to fly home to VNY and he had to deal with So Cal Memorial Day Monday freeway traffic ! I rent and my very first consideration is how well the airplane has been maintained. One time I landed (didn't grease it but it was a good landing) and thought the dash was going to shake out of the airplane.
Hey Andy, thanks for watching! Good to hear you landed without incident. Also nice to know our friends in the tower are watching out for us!
Jason, thank you for all the inspiration and your honest stories! Once I had a cracked brake disc and decided to cancel my flight. I made a phone call and was told that it was probably okay, but I made a PIC decision because I didn't want to bet on "probably."
Sounds like you made a good decision! Never be afraid as PIC to err on the side of caution. Thanks for sharing!
During a pre flight on my Cherokee 180 before a 2 hour trip to a fly in, I noticed that the plane had more oil in it than when I flew it the day before. Upon further inspection the oil smelled like av gas. That was a definite no-go. Come to find out the mechanical fuel pump was failing and dumping fuel back into the crankcase, which would have caused a catastrophic failure of the engine.
Wow, what a great catch!
Carb heat cable broke on landing for fuel on a Sunday long cross country with grandson aboard. Spent an overnight in WV and got an A&P to repair on Monday :)
Wow! Great decision to stay on the ground for a night. Thanks for sharing!
(Student pilot) Aborted take off due to lack of power. I believe it turned out to be an Mag issue. Mag 1 was rough during run up but leaning seemed to clear it for a bit.
Great call!
I'm not too experienced (~60 hours TT with 15 hours as PIC), but I had already some situations worth mentioning:
1. 1-2 lessons before my first solo: Pre-flight we usually turn on the battery and extend the flaps all the way, but somebody before me left it on so when I got to the plane it was already flat - flight cancelled before it even started
2. (did my training on a C150) We've noticed during pre-flight that the brake line to the left main landing gear was loose in the clamp - we told the mechanic about it, he said he would fix it, and we made a decision to go (we were only doing traffic patterns around the home base). A week later it was still not fixed, but again, we made the same decision as we were doing the same excercise. After the last landing during braking the left pedal had gone all the way without any resistance. We carefully taxied back to the hangar and after we got off the plane I've noticed that the brake line had snapped right where it was running through that clamp. Today in the same situation my decision would be a NOGO.
3. During my NVFR training (same C150) we were doing traffic patterns at a small, pilot-controlled airfield. Right when we reached pattern altitude / downwind turn and I was about to pull the power back the RPM had dropped to 2000-2100 and the engine started vibrating moderately. Pulling back the throttle the engine started running smoothly again. We immediately told the FIC that we have a minor issue, our intentions (full-stop landing at the airfield we were doing the traffic patterns around) and that we would call them from the ground to close our flight plan. We landed without any further issues, taxied back to the runway theshold, did some run-up tests - one of the magnetos had an RPM drop of about 250 (the other one was fine, we initially thought there is something wrong with one of the cylinders), and applying full power the engine would spool up briefly before the RPM drop back to 2000-2100 and it would start shaking, so we decided not to continue that evening. Later we found out that the carb. heat mechanism had broken and the flap was stuck in a position where at full throttle the mixture would become too rich - leaning the mixture out some would have helped, but we learnt never to lean on the C150. The plane was flown back to the home base a couple of days later by 2 very experienced CFIs.
4. Another brake issue, but this time at another airport and with a C152. It was during an Operator Check Flight with a CFI friend of mine. We were doing some traffic patterns and after one landing I was too far down the runway to go around so I decided to make it a full-stop, taxi back and take off again. As soon as I started to brake, the plane immediately veered to the left (there was considerably lower resistance in the right brake pedal), I couldn't keep it straight even with full right rudder. We taxied back, checked the plane at the stand - pressure felt equal on both pedals, no visible leak or brake line failure - and decided not to risk it.
Hey Daniel! Thanks for sharing! It sounds like you have gotten some good experience during your 65 hours so far! Keep on practicing and learning! Fly safe! And as always please reach out to us at support@mzeroa.com if you need any help during your training.
I had a magneto issue (as you predicted in the video). Just wasn’t seeing the RPM drop. Cancelled flight. Sent to maintenance. Turns out there really wasn’t an issue and we needed to slightly calibrate the gauges. But it was a no go for us. And I don’t regret it for a second!
Good call, James! As always it is better safe than sorry!
Only have about 18. Hours training working on my PPL. I have not had a chance to work on this topic yet thanks for sharing
Good luck in training, Jason! Thanks for watching!
Was flying in IMC when I lost my alternator belt. Was flying an almost new Bonanza A36 in 1992. Had electric flaps and trim. Lost radio and nav but had a KX-99 transceiver and a new portable Garmin GPS (had just come out and I was extremely happy that I was able to afford it). Called tower at KIXT and they immediately asked if I was having electrical problems. They cleared me for straight in and were impressed that I was that accurate on the localizer from 20 miles out. Had to land hot due to no flaps but the gear on a Bonanza is spring loaded so didn’t have to crank it down. But I had a plan. If radios go Tango Uniform, I had the KX-99. If nav deserts me I had the GPS. Reporting that I had one “soul” on board and two hours of fuel drove home the idea that this could have been a major emergency. Went up in the tower and thanked the controllers personally. I was very disappointed in the pilot community that I was the first pilot who had ever done that at this airport. It’s always thinking ahead that keeps an inconvenience from becoming an emergency.
KICT not KIXT
Wow! Quite a story. Thanks for sharing, Phillip. Glad you landed safely and had the opportunity to talk to ATC! Way to use all available resources!
On a flight from MA to TX I had stopped overnight in Morgantown VA. Prior to startup the next morning I was boxing the controls and had a dragging feel/sound on the pitch control. Decided not to fly that day and instead started looking for a mechanic. The mechanic I found was at another nearby airport and would try to make to Morgantown help me later on in the day. I thought about continuing my flight, but on the side of caution decided to wait for the mechanic. After a few hours the mechanic arrived and after a couple of hours of investigation found a screw between the right elevator cable and guard located in the center console. The mechanic stated that the screw rubbing on the cable could have locked the control or at least damaged the cable to where it would have needed to be replaced. Happily because I chose caution neither happened.
Thank for sharing! Definitely always better to be safe.
Flew a XC about 90 miles as the crow flies, got out, enjoyed the pilot lounge, went to start back up and the tachometer wasn't working. Needed the flight school to drive 2 hours to come get us. To be honest conflict went through my head on.. "oh maybe i'll "notice" this problem when we get back to where we started".. but the smarter/legal side of my brain won. lol.
Very good decision! Great Job!
I had planned a little sight seeing flight to take my son and his new bride for her first ride in a small aircraft. In the morning we all sat around the breakfast table planning the route, the stops along the way, the calculated fuel usage, alternative airports, etc. I wanted to show them, and especially her how much safety is planned into GA flying and by making her part of the flying “team” for this flight, relieve any anxiety she might have. The preflight inspection of the PA28 Cherokee did not reveal any aircraft problems, and I did have them accompany me through each position and step of the inspection. We got into the aircraft, went through the safety briefing, started the engine, and began to taxi to the run-up area, it was a non towered airport, when all of a sudden it seemed like the left main wheel went into a pot hole because the port wing seemed to sink. I stopped the aircraft, turned off the engine and got out to look. No pot hole on the taxiway, but the strut on the left main wheel had lost pressure and collapsed. No flying that day, we turned the aircraft around and went back to the hanger. We were disappointed, but my new daughter-in-law was impressed with the concern for safety that a GA pilot has and now nods knowingly when I say “l’d rather be on the ground wishing I was in the air than in the air wishing I was on the ground.”
Hi Terry, great story. Goes to show to not let external pressures interfere with good decision making. It was good to hear about your decision making all the way from the flight planning process to bringing the plane back to the hanger!
Conducting a run up just after completing my PPL check ride I had a dead right mag. During shutdown after the check ride we even did a mag check with the DPE on board. Crazy!
Wow! What timing. Thanks for sharing, Owen!
Lots of flights last year to get my IFR, so just a few things ca,e up
1 broken seat rail locking pin that’s a hard no go
2 wiggley vert.stab - also hard no go
Those were easy decisions. It’s the shades of grey that bother me: bad ammeter -there is the alternator light that said okay, so I flew. Broken let antenna away from home - yup, flew with it. Weigh in folks, did I do right or wrong?
Thanks for sharing, Jim!
During taxi and run up my door kept popping open on a 152. Decided that wouldn’t be good in the air. Taxied back and had the mechanic look check it out. He fixed it quickly and I was able to go flying that day
Good call! Thanks for sharing!
Had bad mag drop couple times... headed back to the ramp
Good decision! Thanks for watching!
Dripping fuel tank sump drains. Tried pushing sample cup pin in repeatedly to clear but dripping wouldn’t stop. Ordered new sump drains and local mechanic replaced both in about 10 minutes!
Good catch!
Post flight inspection--found oil on the front edge of the cowling. Grounded the plane until mechanic could inspect so next user wouldn't have a surprise. Turned out to be a really slow leak, not from the prop seal, and ok to fly. Still don't know exactly where it's coming from.
Hi Louise. Good to hear that the leak was not a major issue! You do bring up a good point, always verify the issue and clear it before attempting to operate the aircraft. That oil you found could’ve easily been a larger issue causing big problems, good catch!
Student pilot/learner here with a question. Especially for rental aircraft which normally have a fair amount of wear and tear, how do you tell when something is acceptable without also normalizing deviance? For instance, a few droplets of brake fluid in the hangar. I was told this was likely due to the brake fluid change that was just done. Is it just a matter of getting to know the aircraft?
Thanks.
Hi Harrison! Great question. Yes, a lot has to do with understanding the aircraft, but always err on the side of caution and never be afraid to ask a mechanic to double check something. If you need more clarification please reach out to us at support@mzeroa.com. Thanks for watching!
Checking the engine is important for sure. Knowing what happened to you would make me want to check the engine area and not just flight controls, mags, oil, gas. The challenger explosion should show the importance of safety over schedule. Most problems are avoidable but not all.
Thanks for the insight, Shawn!
Dang Jason's stepping up the intro...
Thanks for watching!
Small amount of oil out of cowl seam. Noticed on instrument lesson preflight. Inspection revealed it was coming from the front seal, flight went no go.
Hey Jeremy, good catch on that preflight inspection! Definitely could’ve taken a turn for the worse if it got in the air.
On preflight rudder was loose when nudging side to side. Turned out rudder cable spring had broken so would have had little or no rudder control.
Wow! Really good catch, Alan!
Two issues:
- As a student pilot, I went to solo in a plane. Was told that I didn't need to worry about the fuel; checked it anyway. The sump was full of water. Informed my instructor who couldn't believe it since he had just watched the plane fly for a little bit in the pattern before it was handed over to me. Takeaway: *Always do your own complete preflight.*
- Picking up a plane from a maintenance shop to fly it home. Checked the controls before take-off and noticed the yoke would go a full 90 left, but only about 45 to the right. Canceled sortie and informed maintenance officer. Upon inspection by other mechanics, they found the aileron control cables to not be properly tensioned and set. They estimated that at best I would have had sluggish roll control to a possible loss of control. Takeaway: Don't trust that just because it's been signed off on annual that everything is perfect. Repair shops are under pressure to get planes fixed quickly and may occasionally miss something. *Always do a complete preflight.*
Hi Craig, great stories and great lessons learned. Preflights can sometimes feel so mundane and unnecessary. However, just like in your experience, they are absolutely crucial every time!
I scrubbed two missions, once while I was a Student and once shortly after getting my Private certificate, both in the same aircraft, a Schweizer 1-26 sailplane.
The first time, I had arrived at the airport, looking forward to logging some solo time, to find the glider on the flight line, but with a large hole in the wingtip. I went into the office and the owner/chief instructor/designated examiner wasn't in. The receptionist got him on the phone and I asked him if he thought it was airworthy. He said, "I flew it with no problems but you're the pilot in command. It's your decision."
I went home.
The second time requires a bit of background to understand.
The 1-26 has removable ballast (a block of lead that slides into a frame and is pinned in place). If the pilot weighs less than [i forget the number] pounds, the ballast must be used. Heavier pilots mustn't use the ballast. I was preflighting the bird and saw that the ballast was in place. I pulled the pin and tried to remove the block. It was stuck. It was a very hot day and maybe the lead expanded and got jammed. I don't know. Regardless, after fighting with that piece of lead for about 15 minutes, I decided not to fly that day.
Thanks for sharing, John! Great job putting safety at the forefront of your decision making!
Teach us how to safely check every inch of the alternator belt. After seeing that picture, I want no part of that in the air.
Thanks for the feedback, Tim!
Bendix Pin stuck; Tire where you can see the metal mesh; Low Vac. suction on runup...basically, anything that makes me uncomfortable with safety. Here's what a very experienced aviator told me once, "If you are on the ground, look for any reason to stay there; if you are in the air, look for any reason to stay there!"
Words of wisdom, Mark! Thanks for sharing!
Stuck valve on a Sunday afternoon ubered back and flew back with 2 IA’s and they free’d up the valve guide in half moon bay California
Good to hear it working out, thanks for watching!
Carb heat duct tube not connected to carb.
Great catch, most pilots wouldn’t see it
Great catch, Jeff!
Missing or broken one of the fuselage antenna and landing light broken
Wow! Thanks for sharing, Seema!
Flat front-wheel tire right after run-up on the taxiway
Wow! Thanks for sharing, Jessica!
found oil temperature rising immediately after takeoff
Thanks for sharing, Nwankwo!
Speaking of alternators, I found it was falling off on my pre flight of the training plane.
Wow! Good catch, Bernie!
Nest on top the engine was a slow down till we made sure everything was safe.
Good call!
Good thing you didn't take off with that belt in that condition or you may have had a REAL in-flight emergency video!
Absolutely!
Bad mag on run-up and bad tiers
Good decision to stay on the ground, Mamdouh!