Little planes have little troubles

The AAIB reports for the PA28’s are virtually all the same:

Pilot: Student

Damage: Engine shock loaded, propellor damaged, Front undercarriage leg collapsed

When I get to start my PPL, I really hope that I remember to go around after that first bounce after either flaring too high or coming in too fast…..

The silliest AAIB report I remember reading was the guy who was concerned about mud building up in the wheel spats, so he duly removed said spats. On take off, he was surprised to see that one or both of the main wheels had parted company from his machine and were rolling along the grass runway. It seems that the nuts holding the spats on formed the other end of the wheel hub fixings. He got it all back on Earth with little damage IIRC, but I bet the report form was written with a red face! The way the bulletin was written was priceless – dry and factual but I bet the AAIB inspector was in stitches from the way it reads.

I’m rambling – sorry!

JC

I will endeavour to look for it, I’m sure I’ve got a copy of it somewhere..

The numerous Piper incidents are probably because there are numerous Pipers!!
The same types of engine, of course, are fitted to both Pipers and Cessnas…

Couldn’t find it online – but it’s late and I’m falling asleep!

What did strike me was the number of Piper A/C that have been bent in comparison to other types. Is this because they’re more fragile or more numerous?

JC

Actually Steve we had taken off on 05 to stay in the circuit, the engine failed near the end of the crosswind leg, roughly overhead Quy roundabout, yes there were plenty of open fields, but there were two sets of high voltage power lines which were very difficult to see AND we knew that on calling a mayday that there would be some seriously large fire engines on the airfield, I had a compelling urge to land right near one, as it turned out they were on the scene in seconds all due credit to them, the whole incident from failure to stopping was a matter of seconds.. We thought we had enough height to make grass runway 28 but it didn’t quite work out like that.
You are right though, I wouldn’t have wanted the same experience on 23, I would’ve been ‘dropping in’ on tescos!!!

I don’t have a link to the report, I’ll have a look. I’ve seen it in print though.

Have had a few very minor experiences, stuck fuel indicator on a Stearman, stuck gear on an Aztec, rough running engine and icing on a para drop plane.

DB

June 6th 1996, Cambridge Airport, Cessna 182.. No6 piston broke up in the climb at 600′, serious engine vibration then the engine stopped, immediate Mayday, not enough height to get into wind or to regain the runway, landing was downwind, across the airfield, aircraft stayed upright on its wheels but suffered serious damage, no injuries. AAIB report is available…….

You turned back instead of landing straight ahead… so presumably you’d gone off of runway 23 then as 05 has nice big flat open green bits at the end. The prospect of an EFATO on 23 scares the life out of me. Nowhere to go except into the lakes, Sainsbury’s car park, or pick a back garden. Well done you for getting the thing turned around and landed back on. And without injury too. That’s one of your cats lives gone there I think mate…

DME,
Fortunately for me things turned out ok, the aircraft was repaired and returned to flying around East Anglia.
During the ensuing investigation it was found that the logs had been falsified and the engine had gone way past its 2000hr (+ extension) TBO limit.
A lesson well learnt……….

Dave, I have never agreed with the way engine hours are logged 😮

If an engine has 2000 hours of life and people at the club falsify their flying time to save them money……….. Well you know what happens, you were the pilot.

DME

Shocking Dave

Have you got a link to the AAIB report?

Dean

DME,
Fortunately for me things turned out ok, the aircraft was repaired and returned to flying around East Anglia.
During the ensuing investigation it was found that the logs had been falsified and the engine had gone way past its 2000hr (+ extension) TBO limit.
A lesson well learnt……….

June 6th 1996, Cambridge Airport, Cessna 182.. No6 piston broke up in the climb at 600′, serious engine vibration then the engine stopped, immediate Mayday, not enough height to get into wind or to regain the runway, landing was downwind, across the airfield, aircraft stayed upright on its wheels but suffered serious damage, no injuries. AAIB report is available…….

Dave,

Glad to hear all ended well, well except for the engine.

DME

June 6th 1996, Cambridge Airport, Cessna 182.. No6 piston broke up in the climb at 600′, serious engine vibration then the engine stopped, immediate Mayday, not enough height to get into wind or to regain the runway, landing was downwind, across the airfield, aircraft stayed upright on its wheels but suffered serious damage, no injuries. AAIB report is available…….

Have any pilots out there felt similar and have you had any failures? How did you deal with them?

DME

Yes I have felt similar, and try to go up and practice PFL’s and various other emergency drills every few months. Just to try and stop myself getting too complacent.

Have I ever had any failures? Thankfully no. The only ‘failure’ I’ve encountered was brain failure, which led to me having an unneccessarily stressful 40 minute flight from Staughton to Conington back in July. Many lessons learned though.

I think the morals here are 1 – expect the unexpected, and 2 – plan, plan, plan.

Steve