Emergencies

[djschaut]

I once left the oil filler cap off of my P-210 after adding oil. I shut the access door, but the cap was dangling on its chain. I was about to start a trip to Prescott, Arizona from Denver, over the 14,000' Rocky mountains. It was about 8pm and dark when I left.
Shortly into the trip, before reaching cruising altitude of VFR 16,500', I noticed a small stream of fluid just at the base of my windscreen on the pilot's side. At first, I didn't think much of it, but then was somewhat alarmed. By the time I decided to do something about it, I was over the Collegiate Peaks, just east of Gunnison. They are about a 13,500-14,000 ridge of mountains extending north-south. I was crossing right over the tops of them in an east-west direction. Just beyond the peaks, the town of Gunnison is visible on a clear night.
I contacted Denver Center to notify them I had to land at Gunnison. They told me that the airport couldn't be opened unless I declared an emergency and 'Are you declaring an emergency?' Well, with no choice, I said 'Yes.'
So, I made a right downwind entry into the pattern at Gunnison. Someone had turned the runway lights on. I noticed something strange--the slower I went, the higher on the windscreen the liquid went. By the time I turned final, the entire left side of the windscreen was covered with oil, and I had to lean to the right to exercise the landing--feeling for the runway. Finally, I taxid to the FBO. There, I was greeted by the Fire Department and the Sheriff's Department.
The high airspeed during cruise (195kts) had blown the oil down the side of the plane, and the entire pilot's side was covered with a thin film of oil. It wasn't until I slowed to approach speed--about 67kts. that the oil was not being blown as hard and creeped up the windscreen. The plane was a mess. I'd only lost about two quarts of oil, but that was in 45 min. out of a 2.5 hr. flight.
The FBO mechanic helped me clean the plane, and we found the problem. The Sheriff's department checked all my paperwork, including the plane's airworthiness certificate, my pilots license and ratings, medical, insurance--everything. Of course, they were all there beside the runway with their lights lights on anticipating a crash. So, I spent the night in a local motel and made it to work the next day late. I didn't hear anything from the FAA--no citation or anything. Just overlooked something simple. I guess the lesson is to take anything out of the ordinary seriously and don't be afraid to declare an emergency to stay safe and land. At the time, I didn't care at all that there would be emergency vehicles and police at the airport. I just wanted to get down and check my plane. I've got a few others to relate, too.


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DJSchaut

[Dan]

As a student pilot, i just want to say thank you for sharing you experience. things like this are important to share even though they may be a bit embarassing, because the next time i check the oil during the preflight, or change the oil, i will think of you, which just might save my life or someone elses. thank you for your help.

[richmond45]

Safety Tip on the C-172 Fuel System: I do most my flying in Cessna products. I was reading the Generic 172 Manual (which covers the models from years 77 to 85. Found some interesting things on the Cessna 172 fuel system. It has a cross feed tube which if you have the fuel selector on "Both" it will feed fuel to the other tank and "Balance the Fuel". If you per chance have a loose fuel cap, the fuel can siphon out over the wing and can empty "Both" your tanks. In other words don't trust the Lineman Check the fuel caps before takeoff. Of course the danger of flying on Both in a cross country is having no tank to switch to if you run out on "Both". Neat thing to have: They also have a fuel quantity tester that will fit in anyones flight bag - that measures fuel for the 172 (like a dip stick) - I have one - it really comes in handy for measuring FQ. Never Trust Fuel Gauges. EOM

[pawpaw]

Lost the left engine in a P58 Baron. Due to lack of practice on single engine operations (read rusty and never practiced) I nearly wrecked a good aircraft and me (I thought I would be OK if I could land on my head). I forgot to roll in rudder trim and by the time I got to an airfield My leg was exhausted and shaking bad. I had the airplane at 5 knots over blue line when I entered the pattern. I turned a long final and while concentrating on heading and altitude, I let the air speed decay to just at or slightly under redline. The Baron tried to depart (read go nuts) my first inclination was to go full power on the right and try to get the nose down. For some reason, (don't know why) I pulled the power off and put the nose down. When the Baron was 5 over redline, I eased the power back in on the right engine and flew the last 1/4 mile to the runway in ground effect.

The moral: Practice engine out procedures regularly. Know your aircraft procedures. (pray a little) I just got lucky, should have crashed. I now practice engine out procedures at least twice per month. If you fly a twin and don't, DONT FLY A TWIN. I always thought it happened to "the other guy"
It doesn't, it happens to YOU.