Share Your Real Pilot Stories

[Kamak86]

Every Pilot has stories from there flight training. I was taught that sharing pilot stoires "hanger talk" not only provides entertainment but also makes you a better pilot by listening to what others have gone though and survivied and what they did so you dont get into that situation....Ive had a few close calls with a few airplanes, how to bust airspace with your flight instructor and then watching him get reamed over the radio for it(then him explaining and apologizing to me and ATC), what not to do while iniating a go around and a few more.

-My first solo flight i was suppose to do 3 take offs and landings to a full stop, well i got so excited and so nervious flying the first time by myself I did 1 take off and 3 touch and gos.

-Had a Cessna 404 racing down the taxi way and on to the runway without stopping or making a call or looking down final for that matter while i was was 1/8 from threshold.

-Had a bad habit of raising the flaps before adding power on a "go around" (that was hammered out right quick)

- Last and the most fun of all was, I was entering the traffic pattern at 90Kts on the down wind while slowing down, I make the call "XXXX airport, NXXXX on downwind for Runway 20, XXXXX airport" Almost to Base leg i hear "XXXXX Airport, NXXXXX is downwind runway 20, N(myplane) we are a little bit faster then you we will be passing you on your left side, we have you insight, XXXX airport" I look over to my far left and its the P-51C just starting to lower the landing gear and makes a right turn showing the distintive profile of a mustang. My flight insructor took a snap shot while in the air as it passed us and when i find it i will post it. The airport was having a Wings of Freedom weekend and they had a few bombers and a P-51C and a corsair. My sig is the actual plane that passed us.

[redtiger02]

Let's see...
One time we were over Ft. Worth in a V tail bonanza at 8000 and the engine decided to quit, I was a student then near the end of my training, so I got my first lesson in emergency landings.
Then I was flying to JWY just south of Ft. Worth on another flight when we got a warning about waterfowl in the area. As the FSS was finishing the sentence, we saw two large black balls of death and heard a loud boom as we destroyed two ducks, which broke the prop, went through the intake and blew out the cowl flaps. I was flying with a CFI friend in a 210 and it took both of us to get it on the ground at JWY. I was not PIC, no heat on me, and my friend was classed as "no fault" after the investigation by Dallas FSDO.
One time, around midnight, I was coming in early in my flying career onto a runway that's only 40' x 3000' in a 182, winds 180 at 17 gusting to 28, which was not predicted in the briefing, freak storm cell out of nowhere. I made two go-arounds, the second one I was at 20 flaps and we came over 30' trees at 40' AGL, I was scared sh*tless. Finally, nailed it on the third try after some prayer and careful consideration as to whether or not I was diverting or jumping out so I could fall to my death instead of crashing, it was one of my softest landings ever.
Then there was today. Flying with a passenger on her first ever flight in a GA aircraft, my 182 Skylane, winds were 50 at 7 gusting to 19, which wasn't the case when we took off for some sightseeing. We were landing on the runway mentioned above at 7F7, taking off and landing on 32. The incident above was on 14. We enter the pattern, catching some turbulence after a pretty decent flight, she got a lot of pictures, and the Cracker Barrel food she ate earlier became Cessna Barrel's new menu item. Puke on the right seat yoke, puke on the MP and RPM, then she said "I'm ok," as she turned to me and decorated my yoke and AS indicator. So, I had to use my shirt to clean the MP, RPM and AS, during a shifting wind that got ugly in ground effect. The landing was smooth as glass with a solid crosswind correction, and she is now set on getting her VFR license.
Then there was a passenger friend that was flying with me at KOZA, Ozona, TX. It was July 2 of this year, can't forget. First, we flew out to SJT without incident, a little bumpy. On the way back from the short trip we caught some of the famous West Texas unseen downdraft and lost 200', it happens and it's not lethal. He drank a lot of tea at SJT and proceeded to pee on the right seat during the panic of the downdraft. We were at 8500, roughly 6200 AGL, so 200' is nothing to write home about. Then, we get into the pattern for 34 at KOZA, which takes us over the town of 4000, where I am originally from. Some jackass kids on the ground decided that it would be hilarious to shoot off large bottle rockets at a low-flying plane. My passenger was a county commissioner, no less. Fortunately we were just about to enter the downwind so I had some speed behind me, and a 182 is very stable in a tight spot, so I yanked it into a steep turn, called for traffic on the unicom, then called unicom on the ground to make sure we were all on the same page, and entered a right pattern on a standard-pattern runway and got it down. We then got in his truck and met the Sherriff at the intersection where the kids were, and I am happy to report that they are clearing trash and mowing the grass around a 75' x 6000' runway every Saturday until March 1, 2010. The Justice of the Peace who sentenced them is also a pilot, his wife is the airport manager, and he was a good friend of my grandfather, who was also a pilot. That's all I can remember offhand, gonna check my logs to see any other interesting notes.

[redtiger02]

Uncontrolled airports FTW!

[Kamak86]

i do love those airports, nice stories too. I have an FAR/AIM question, im going to look but in case i cannot find it. I have an opporunity to fly with a company that does aeiral photographs and he said that i could log multiengine time in the 2nd seat on the dead legs back. Im under the understanding that you cannot log multi unless its with a flight instructor. Im going to go digging in the FAR/AIM to see if i can find anything.

[Whiskey Red]

i do love those airports, nice stories too. I have an FAR/AIM question, im going to look but in case i cannot find it. I have an opporunity to fly with a company that does aeiral photographs and he said that i could log multiengine time in the 2nd seat on the dead legs back. Im under the understanding that you cannot log multi unless its with a flight instructor. Im going to go digging in the FAR/AIM to see if i can find anything.

You are correct. You cannot log multi time unless you are with a certificated flight instructor (or for any aircraft for which you do not hold the appropriate category, class, and type [if required] certificate). In addition, if the flight is under a part 135 or 121 operation (meaning it's a commercial flight for hire) you technically can't log time unless you fit the minimum hour and commercial certificate requirements for that operation (and that operator).

Not saying it doesn't happen, though.

[Kamak86]

What about second in command? or do you have to have the ratings reguardless

[Whiskey Red]

What about second in command? or do you have to have the ratings reguardless

You do have to have the appropriate ratings. In addition, the aircraft must require two crew members in order for second in command time to be logged. In other words, if two pilots are flying a twin Cessna (say a 310) neither could log SIC because the aircraft does not require the second crewmember.

[redtiger02]

You do have to have the appropriate ratings. In addition, the aircraft must require two crew members in order for second in command time to be logged. In other words, if two pilots are flying a twin Cessna (say a 310) neither could log SIC because the aircraft does not require the second crewmember.

OK, that's not entirely correct based on the latest FARs. If the 310 is operating for hire, as in photo work, the SIC can be logged because it requires a 2 man operating crew, you can log SIC but not PIC. SIC on a normal flight is at discrection. If you hold a multi rating and share the flying duties then it's between you and the PIC who logs what time in what role.

[Whiskey Red]

OK, that's not entirely correct based on the latest FARs. If the 310 is operating for hire, as in photo work, the SIC can be logged because it requires a 2 man operating crew, you can log SIC but not PIC. SIC on a normal flight is at discrection. If you hold a multi rating and share the flying duties then it's between you and the PIC who logs what time in what role.

I agree with you partially. Technically part 61.55 does state that "a person may serve as a second in command of an aircraft type certificated for more than one required pilot flight crewmember or in operations requiring a second in command pilot flight crewmember."

Keep in mind that the operations requirement states PILOT flight crewmember. Your photographer would not count as a required pilot flight crewmember because a non-pilot can perform those duties. The guy flying the airplane would log PIC time, not SIC time. The plane still only requires one pilot to fly. Keep in mind that if at any time the pilot allows you to be the "sole manipulator of the controls," then you are logging PIC time if you are qualified in that aircraft (61.51(e)(1)(i).

Also, it is not at the discretion of the two pilots if the plane does not require the second crewmember or the operation does not specifically call for a second in command pilot. If that were so, I could log second in command any time I flew in a Cessna 182 with my buddies. The plane must require the second crewmember, or, if the operations require the second pilot, they must be approved by the FAA.

I agree, the reg is long and poorly worded (like most of the FARs) but always stay on the conservative side. You might have a hard time convincing the feds that you needed to be logging SIC time in a C-310.

In addition, the definition of SIC pilot qualifications changes based on what part of the 14 CFRs you are operating under (part 121, 61, or part 135).

I really do not want to get into a debate over the FARs, however. My point is still the same in either case. He still must have at least a private pilot certificate (or commercial based on which part he is operating under), and be current and certified in the appropriate category and class (and type if a type rating is required).

Also, only one person at a time can log pic time unless one them is a current and qualified flight instructor actively giving instruction.

Also, Kamak86, I appologize for digressing too much from your original topic. Just yell at me if I start to go off ;).

[Kamak86]

I agree with you partially. Technically part 61.55 does state that "a person may serve as a second in command of an aircraft type certificated for more than one required pilot flight crewmember or in operations requiring a second in command pilot flight crewmember."

Keep in mind that the operations requirement states PILOT flight crewmember. Your photographer would not count as a required pilot flight crewmember because a non-pilot can perform those duties. The guy flying the airplane would log PIC time, not SIC time. The plane still only requires one pilot to fly.

Also, it is not at the discretion of the two pilots if the plane does not require the second crewmember or the operation does not specifically call for a second in command pilot. If that were so, I could log second in command any time I flew in a Cessna 182 with my buddies. The plane must require the second crewmember, or, if the operations require the second pilot, they must be approved by the FAA.

I agree, the reg is long and poorly worded (like most of the FARs) but always stay on the conservative side. You might have a hard time convincing the feds that you needed to be logging SIC time in a C-310.

In addition, the definition of SIC pilot qualifications changes based on what part of the 14 CFRs you are operating under (part 121, 61, or part 135).

I really do not want to get into a debate over the FARs, however. My point is still the same in either case. He still must have at least a private pilot certificate (or commercial based on which part he is operating under), and be current and certified in the appropriate category and class (and type if a type rating is required).


Ok, im just trying to get an idea of what i have to do, I have a private's. The plane is a C-404, with 1 pilot and 1 camera man. I would be hired on as a camera man for their company. Once the photos are taken they would land and refuel. Then the pilot and i would take off and fly the plane to the homebase as a dead leg. I might try and call my local FSDO and try and see what they say.

If the PIC was a CFI would that change anything on the dead legs?

[redtiger02]

Ok, im just trying to get an idea of what i have to do, I have a private's. The plane is a C-404, with 1 pilot and 1 camera man. I would be hired on as a camera man for their company. Once the photos are taken they would land and refuel. Then the pilot and i would take off and fly the plane to the homebase as a dead leg. I might try and call my local FSDO and try and see what they say.

If the PIC was a CFI would that change anything on the dead legs?

The status of the PIC isn't a factor to the FAA. You just have to show that you did fly the plane at least part of the flight and that you are considered essential crew by the PIC. It's a good idea to get him to sign the notes section of your logbook saying that you were essential crew and that you did at least some of the flying. Just do it on the first entry and they won't question the rest of them in that aircraft. The FARs on multi time are a very grey area on what multi time you can and can't log. Have your PIC put the log entry in there and his CFI number, if anyone had a question about the entry that should erase all doubt. The CFI is an all-knowing, all-seeing pilot to the FAA, so it's a good way to cover your bases.

[redtiger02]

One thing though, if you don't have a multi rating and your PIC is a CFI, you can probably get a multi rating on the first flight. Multi engine private only requires a checkout with a rated CFI. If you want multi commercial, you're in for some big money. The checkout it nothing special if you already have high-performance and complex endorsements. Just do everything twice. The only new skill he will teach you is feathering. It's nothing special, just like in any high performance you pull the prop RPM, only it will have a barrier break, where you twist it 1/2 turn and pull it all the way to completely coarse out the prop so as to make it perpindicular to the wing. You just do that to prevent windmilling, where you are catching drag on the dead engine that causes a yaw instability. My only real dead engine was in a Twin Commander, so outside of 1 experience and the training received beforehand, I don't have anything else useful to tell you. Multi time + CFI as PIC = multi rating for you. Go Kamak!

[Whiskey Red]

Unfortunately, if, for no other reason, because you are not twin rated, you cannot log any multi-time (PIC or otherwise). If he is an MEI (meaning that he is a multi-engine instructor) then on the dead leg, in this case (since it sounds like you're just operating under parts 61 and 91), you could log duel received (and he will need to sign your logbook). However; remember, he must be an MEI. If he is a CFI or CFII, then you still won't be able to log the time.

I think we may be diverging from this forum's intent a tad bit ;). Be careful when you ask a CFI a question about flying. You may not be able to get him to shut up!

I really do hope this helps. I'm just telling you the way it is written. It is still good experience to fly in a twin, even you aren't logging time, however.

[redtiger02]

Did you ever notice how it took less than a day for real pilots to basically commandeer this board?

[Whiskey Red]

One thing though, if you don't have a multi rating and your PIC is a CFI, you can probably get a multi rating on the first flight. Multi engine private only requires a checkout with a rated CFI. If you want multi commercial, you're in for some big money. The checkout it nothing special if you already have high-performance and complex endorsements. Just do everything twice. The only new skill he will teach you is feathering. It's nothing special, just like in any high performance you pull the prop RPM, only it will have a barrier break, where you twist it 1/2 turn and pull it all the way to completely coarse out the prop so as to make it perpindicular to the wing. You just do that to prevent windmilling, where you are catching drag on the dead engine that causes a yaw instability. My only real dead engine was in a Twin Commander, so outside of 1 experience and the training received beforehand, I don't have anything else useful to tell you. Multi time + CFI as PIC = multi rating for you. Go Kamak!


Brake time!!!!!!!!! WHAT!!!?

DO NOT BELIEVE ANY OF THIS! Most of this false false false!

You do need to take a private pilot checkride WITH an examiner for a twin rating. It is NOT a sign off! I cannot believe what I am reading. Please, I am trying to be civil, but this is absolutely outrageous!

Trust me! I went this way! I took my private pilot multi exam after I recieved by private single. I even took my multi-commercial exam before I took my single commercial. These are all certificates and not sign offs!

Also, a CFI CANNOT sign your logbook endoursing multi-time UNLESS he is an MEI!

A CFI does not equal all knowing to the FAA. They check us too!

Also, there is a lot to a twin checkride that you must learn besides feathering; like a VMC demonstration!

Please, redtiger02, check your facts. I am only trying to help!

Kamak86, double check everything you read (even from me)! Use the FARs as a resource! Find a CFI in real life and talk with them, too!

[redtiger02]

Unfortunately, if, for no other reason, because you are not twin rated, you cannot log any multi-time (PIC or otherwise). If he is an MEI (meaning that he is a multi-engine instructor) then on the dead leg, in this case (since it sounds like you're just operating under parts 61 and 91), you could log duel received (and he will need to sign your logbook). However; remember, he must be an MEI. If he is a CFI or CFII, then you still won't be able to log the time.

I think we may be diverging from this forum's intent a tad bit ;). Be careful when you ask a CFI a question about flying. You may not be able to get him to shut up!

I really do hope this helps. I'm just telling you the way it is written. It is still good experience to fly in a twin, even you aren't logging time, however.


If he is essential crew and the CFI is an MEI he can log it as training, at the dicretion of the CFI. I'm II and MEI and see this situation all the time in the DFW area. My original reply was assuming that he was already multi rating, hence the additional comment of using the first flight as his checkout. Multi is wrapped up in the same debate that Sport/Recreational pilot is, as in what time gets counted towards what. AOPA has a pretty good writeup about the technicalities. Use your first flight to get multi rated, then do a least some of the flying and be signed off as essential crew on the flight. I do need to specify, as what I said earlier was kinda vague.

If you are taking pictures, you are not at the controls and can't log the time. But, see if he will let you fly to your target area and then run the dead leg back. I did some work for USGS when I first got out of the Army in '05 and that is how I got my multi rating. Just remember my advice, and remember it well: IF YOU DON'T REMEMBER IF THE GEAR ARE DOWN OR NOT ON LANDING, THEY AREN'T.

[redtiger02]

You need a checkride with a DPE for ME-C, I haven't done a private ME since 06 but I haven't seen any significant change in the FAR about it. Incidentally, regarding my earlier statement, aren't we pretty far from talking about BoP? Somebody mention release dates or DLC to get back where we're supposed to be.

[redtiger02]

German cockpits!

Expensive DLC!

Holes in the wing!

Russian planes!

Donuts!

There, are we back on track now?

[Whiskey Red]

The status of the PIC isn't a factor to the FAA. You just have to show that you did fly the plane at least part of the flight and that you are considered essential crew by the PIC. It's a good idea to get him to sign the notes section of your logbook saying that you were essential crew and that you did at least some of the flying. Just do it on the first entry and they won't question the rest of them in that aircraft. The FARs on multi time are a very grey area on what multi time you can and can't log. Have your PIC put the log entry in there and his CFI number, if anyone had a question about the entry that should erase all doubt. The CFI is an all-knowing, all-seeing pilot to the FAA, so it's a good way to cover your bases.

This is also false!

It is not up to the PIC to decide who gets to log what in their logbook! The rules are very specific. I'm not really even sure what you're talking about at this point.

Also, we are not all knowing or all seeing! Believe me! We make plenty of mistakes too! You need an MEI or nothing!

Read my other post. It tells you exactly what you need to have in order to log PIC or SIC time. Read part 61 of the FARs! I do not know where redtiger is getting this information.

[Whiskey Red]

German cockpits!

Expensive DLC!

Holes in the wing!

Russian planes!

Donuts!

There, are we back on track now?

Thank you! Much better! :)

[Kamak86]

lol i started this thread as a "Pilot stories thread, and as far as i am concerned these are stories and i am learning. As far as a CFI goes i see them everyday and i have about 5 friends. 2 of which are furlough from Comair they used to be Delta Connection Academy instuctors. I was in DCA up until they pulled out from Dayton International in Ohio. Now i am at a local airport where most of the DCA pilots who didnt leave for the airlines hang out and instruct on a part 61 level...however the school is getting things together and applied for the Part 141....its just its the weekend and i usually see them during the week and i was curious. lol but yes i will talk to CFI and there is a FAA flight examiner who is stationed there as well that i will be in touch with.

[Whiskey Red]

Heh heh, well that's good to hear. Keep me posted.

Good luck and have fun.

[redtiger02]

German cockpits!

Expensive DLC!

Holes in the wing!

Russian planes!

Donuts!

Real pilot stories!

OK, now are we back on track?

[trk29]

German cockpits!

Expensive DLC!

Holes in the wing!

Russian planes!

Donuts!

Real pilot stories!

OK, now are we back on track?

Why are you reposting this? Your last post was the same thing. This thread isn't even about the game it is titled "Share Your Real Pilot Stories"

[Kamak86]

Uh oh, its the fuzz! Quick take your plane and taxi and bailout on takeoff roll and let them follow the plane so you can make your escape!

[Kamak86]

Why are you reposting this? Your last post was the same thing. This thread isn't even about the game it is titled "Share Your Real Pilot Stories"

Actually he added one more line from the previous post after dounts.

Heres another pilot story, During takeoff roll the other day I had a screw(didnt know it at the time) fly off and hit the windshield just as my door flung open....I skidded to a halt with about 300ft of runway left. It was the only time i ever felt scared during take off

[redtiger02]

Why are you reposting this? Your last post was the same thing. This thread isn't even about the game it is titled "Share Your Real Pilot Stories"

Yes, I added an extra line to help get things back on track. It started off on topic, veered way off, now it's back on.

[trk29]

Uh oh, its the fuzz! Quick take your plane and taxi and bailout on takeoff roll and let them follow the plane so you can make your escape!

:grin:

[Omykron]

during my PPL training, me and my instructor usually get behind an Aeroboero (http://www.aeroclubetupipaulista.com.br/images/ppgrz.jpg) and simulate we were shooting him down, just before they start to turn the base leg. worth all the laughs in cockpit. we were in a C150G.

also, this instructor teched me what a high altitude cumulus mean.
SHADOW.

[Kamak86]

during my PPL training, me and my instructor usually get behind an Aeroboero (http://www.aeroclubetupipaulista.com.br/images/ppgrz.jpg) and simulate we were shooting him down, just before they start to turn the base leg. worth all the laughs in cockpit. we were in a C150G.

also, this instructor teched me what a high altitude cumulus mean.
SHADOW.

haha, the Line guys used to refer the 150s as "beer can with wings" or "death traps".

[Omykron]

haha, the Line guys used to refer the 150s as "beer can with wings" or "death traps".
they say that because never flew with the aeroboero. the "boero" is a real death trap.

[redtiger02]

haha, the Line guys used to refer the 150s as "beer can with wings" or "death traps".

Never flown in a 150/152, but I saw 3 of them landing in a strong wind one night at ACT when I was in the pattern. It almost looked like they were hovering coming into the headwind for landing. Kinda freaked me out a little. Maybe if I win the Skycatcher from Sporty's I'll fly one, but you gotta give it to me for free in order for me to get inside it. 172 = best trainer in the business.

Anyway, today was fanfuckintastic. I was making one of my regular runs from 7F7 to KOZA. KOZA is arguably one of the best rural airports in the world, great FBO, 75 x 6000 strip that's rated to 80,000lbs. (feel free to look that up, I was just as surprised when they told me about it) It was an unusual day there today. Normally, if there's 2 planes in the pattern it's a busy landing there, but today we had 3, that we knew of at least. I did my usual 10 callup, all 3 of us coming into the pattern were going to refuel. It was a helicopter from the Game Wardens, an Aztec and then my 182. We're all communicating and sorting ourselves out, everybody's talking to the unicom to get set up in line for a refuel, everything is going normal. The helicopter sets down near the Jet-A, the cool-ass helicopter guys just go where they want, and he calls that he's clear the active. Normal day so far. The Aztec, who as it turns out is being flown by a volunteer and the sherriff as they are out with the Game Warden looking for a missing child, it's wide open out in West Texas, anyway he turns base and I enter the downwind for 16. Everybody is communicating, everybody doing what they should. He got down and cleared the active, so I came off a slightly (maybe 1mi) extended downwind and called the base, got everything set up for a decent crosswind landing. Then I turned 2mi final, fortunately only 10° flaps due to the wind, and all hell broke loose. Some guy in a Baron, who hadn't talked to any of us, hadn't talked to the unicom, was on a VFR flight and not talking to FSS, cut low and in front of me on his own final. He had descended directly into the base leg, so he was high and behind me coming into the pattern, one of the few blind spots in a 182. I gunned it and broke hard right, all while saying some creative things on 122.8 to him. The elevation at KOZA is 2381, and I was reading 2880, so I was pretty cautious about maneuvering coming from landing speed, with 10° flaps, in a 16 wind that was shifting between 090 and 170 on runway 16, and I felt every bit of it during the scariest turn of my entire life. I circled back around and went to pattern alt and did it all over again for 16 after I physically saw that that jackass was clear of the active. The landing was really smooth, something I would have been proud of had I been carrying passengers. But, it gets a little more interesting. The airport manager is the wife of the Justice of the Peace, basically the local judge in TX. He was out there helping everyone refuel, and he is a 10,000+ pilot himself. That guy didn't talk to anyone on the radio, yet he got out of his plane and started cussing out the pilot of the Aztec that was carrying the Sherriff, who was inside the FBO at this time. Then he thumps the guy on the chest. So you have me, the Justice of the Peace, the Game Warden and the Sherriff all on the ground at the same time. They took this guy in for simple assault. The lesson here is always pay attention outside, always communicate, and try not to thump people on the chest when you're surrounded by a judge, a cop and a game warden. The story will be in the San Angelo Standard Times tomorrow morning if anyone wants to get their take on it. My plane is the blue and white 182 in the picture, but I was out of frame in the FBO when they were taking them. Weird things happen to weird people.

[Kamak86]

Never flown in a 150/152, but I saw 3 of them landing in a strong wind one night at ACT when I was in the pattern. It almost looked like they were hovering coming into the headwind for landing. Kinda freaked me out a little. Maybe if I win the Skycatcher from Sporty's I'll fly one, but you gotta give it to me for free in order for me to get inside it. 172 = best trainer in the business.

Anyway, today was fanfuckintastic. I was making one of my regular runs from 7F7 to KOZA. KOZA is arguably one of the best rural airports in the world, great FBO, 75 x 6000 strip that's rated to 80,000lbs. (feel free to look that up, I was just as surprised when they told me about it) It was an unusual day there today. Normally, if there's 2 planes in the pattern it's a busy landing there, but today we had 3, that we knew of at least. I did my usual 10 callup, all 3 of us coming into the pattern were going to refuel. It was a helicopter from the Game Wardens, an Aztec and then my 182. We're all communicating and sorting ourselves out, everybody's talking to the unicom to get set up in line for a refuel, everything is going normal. The helicopter sets down near the Jet-A, the cool-ass helicopter guys just go where they want, and he calls that he's clear the active. Normal day so far. The Aztec, who as it turns out is being flown by a volunteer and the sherriff as they are out with the Game Warden looking for a missing child, it's wide open out in West Texas, anyway he turns base and I enter the downwind for 16. Everybody is communicating, everybody doing what they should. He got down and cleared the active, so I came off a slightly (maybe 1mi) extended downwind and called the base, got everything set up for a decent crosswind landing. Then I turned 2mi final, fortunately only 10° flaps due to the wind, and all hell broke loose. Some guy in a Baron, who hadn't talked to any of us, hadn't talked to the unicom, was on a VFR flight and not talking to FSS, cut low and in front of me on his own final. He had descended directly into the base leg, so he was high and behind me coming into the pattern, one of the few blind spots in a 182. I gunned it and broke hard right, all while saying some creative things on 122.8 to him. The elevation at KOZA is 2381, and I was reading 2880, so I was pretty cautious about maneuvering coming from landing speed, with 10° flaps, in a 16 wind that was shifting between 090 and 170 on runway 16, and I felt every bit of it during the scariest turn of my entire life. I circled back around and went to pattern alt and did it all over again for 16 after I physically saw that that jackass was clear of the active. The landing was really smooth, something I would have been proud of had I been carrying passengers. But, it gets a little more interesting. The airport manager is the wife of the Justice of the Peace, basically the local judge in TX. He was out there helping everyone refuel, and he is a 10,000+ pilot himself. That guy didn't talk to anyone on the radio, yet he got out of his plane and started cussing out the pilot of the Aztec that was carrying the Sherriff, who was inside the FBO at this time. Then he thumps the guy on the chest. So you have me, the Justice of the Peace, the Game Warden and the Sherriff all on the ground at the same time. They took this guy in for simple assault. The lesson here is always pay attention outside, always communicate, and try not to thump people on the chest when you're surrounded by a judge, a cop and a game warden. The story will be in the San Angelo Standard Times tomorrow morning if anyone wants to get their take on it. My plane is the blue and white 182 in the picture, but I was out of frame in the FBO when they were taking them. Weird things happen to weird people.


Nice story, i just LOVE when pilots do not talk on unicom....:mad:
If its the same sportys (im assuming only one) then im only 20 miles from their airport. Clermont Co if sportys only has one shop, im not sure if they have any other ones.

[redtiger02]

Nice story, i just LOVE when pilots do not talk on unicom....:mad:
If its the same sportys (im assuming only one) then im only 20 miles from their airport. Clermont Co if sportys only has one shop, im not sure if they have any other ones.

I think they only have one shop because when you order online it has "Fly-In" shipping. The catalog says they are at I69, Clermont County (Ohio) but I don't have a sectional for that area. The plane for the sweepstakes is a Cessna 162 Skycatcher. It must be a new model as I have never seen one before. From the looks of it, it's kind of an upgraded 150 death box with Garmin G300 avionics. It's hard to tell from the picture of the cockpit, but it almost looks like it's a stick instead of a yoke, definitely not high-performance because there's no prop knob. If you have a Sporty's catalog handy it's on page 7. Single stack radio/transponder, 2-seater. I am going to look into it a little more, I'm assuming Cessna has a website. I wouldn't mind flying a free 150/152/162, but it's not something I would want to do every day.

Edit: According to Cessna, it has 100hp at 2800RPM, with a range of 470nm at 118 knots. Maybe if the pilot weighs 40lbs. It's definitely a stick instead of a yoke, but it's a weird stick. The stick is mounted on the same type of bar that a 172 yoke is mounted on, I am not sure how that works out. Cessna is advertising a climb rate of 890fpm and a service ceiling of 15,500. If anybody has flown one of the new "SkyCatchers," I'd really like to hear about how they actually perform. If BoP comes out this week instead of next, I'll consider it a very lucky week and start getting ready to win a plane from Sporty's.