BTW, anytime I was the pilot flying and we would be landing in bad weather, I always opted for hand flying the plane. I would use the A/P (autopilot) until we connected with the localizer and then I would turn it off and fly the plane using my skills. Maybe this will help you understand. https://www.google.com/search?q=is+...ZgBAKABAbABG8ABAQ&sclient=mobile-gws-wiz-serp
Wow!Passengers scared?Must have been..
- Thread starter Furryanimal
- Start date
Here’s another story that I ran across while thumbing through my journal. Not a biggie, but for those that like airplane stories might enjoy it.
We were waiting to takeoff in Dallas on an early spring morning back in 2002. A line of severe thunderstorms were preparing to enter the area around the airport, so we wanted to get moving to avoid being delayed until the storms passed through. For those of you who don’t know how a departure works, you may be amazed. First, we have to have permission to get a pushback from the gate and also to start the engines. Once pushed back, we need permission and instructions to get to our runway. Meanwhile, onboard, we are running checklists for pushback, starting engines and departing for the runway. While taxiing to the runway, we have to configure the plane for takeoff by using another checklist. We have to set the slats and flaps, check the rudder and also the horizontal stabilizer and also some of the warning lights need to be tested.
Once we get to the runway and we haven’t been cleared for departure, we have to stop short of turning onto the runway. Probably another plane is landing, so we have to wait until that plane or planes land and have exited the runway. Once cleared for departure, we have to announce to the cabin for the flight attendants to be seated. Then, the flight attendants have to announce to the passengers to check their seatbelts, etc. Now, we can ask to be cleared for departure (not takeoff), which comes from the traffic controller. We have spoken with 3 different controllers before departing. Each controller has a specific function and requires the pilots to change radio frequencies to speak to each one. BTW, if we are immediately cleared for departure once we reached the end of the runway, we call that a “turn and burn.” We turn onto the runway and push the accelerators up to full thrust, make sure the brake is off and off we go.
So, on this morning, we were all but begging the traffic controller to give us permission to pushback and start the engines, so we could taxi. Finally, after about 5 minutes, we got a go order clearance to pushback, start and taxi. While taxiing out to the runway, we even got our clearance to depart or do a “turn and burn.” We had just got airborne when the ATC announced all planes to hold in position as the storms were now too close to the airport. We were headed for NYC, so we were given vectors turning us to the northeast and away from the storm. Whew! We got lucky on that one. One more minute delay and we would have been stuck at the airport for probably at least a half hour. It was a very bumpy departure as the storms were moving in. We had some very bad turbulence for just a few minutes, which did stress some of our passengers, but I never felt we were in danger. The rest of the trip was smooth.
We were waiting to takeoff in Dallas on an early spring morning back in 2002. A line of severe thunderstorms were preparing to enter the area around the airport, so we wanted to get moving to avoid being delayed until the storms passed through. For those of you who don’t know how a departure works, you may be amazed. First, we have to have permission to get a pushback from the gate and also to start the engines. Once pushed back, we need permission and instructions to get to our runway. Meanwhile, onboard, we are running checklists for pushback, starting engines and departing for the runway. While taxiing to the runway, we have to configure the plane for takeoff by using another checklist. We have to set the slats and flaps, check the rudder and also the horizontal stabilizer and also some of the warning lights need to be tested.
Once we get to the runway and we haven’t been cleared for departure, we have to stop short of turning onto the runway. Probably another plane is landing, so we have to wait until that plane or planes land and have exited the runway. Once cleared for departure, we have to announce to the cabin for the flight attendants to be seated. Then, the flight attendants have to announce to the passengers to check their seatbelts, etc. Now, we can ask to be cleared for departure (not takeoff), which comes from the traffic controller. We have spoken with 3 different controllers before departing. Each controller has a specific function and requires the pilots to change radio frequencies to speak to each one. BTW, if we are immediately cleared for departure once we reached the end of the runway, we call that a “turn and burn.” We turn onto the runway and push the accelerators up to full thrust, make sure the brake is off and off we go.
So, on this morning, we were all but begging the traffic controller to give us permission to pushback and start the engines, so we could taxi. Finally, after about 5 minutes, we got a go order clearance to pushback, start and taxi. While taxiing out to the runway, we even got our clearance to depart or do a “turn and burn.” We had just got airborne when the ATC announced all planes to hold in position as the storms were now too close to the airport. We were headed for NYC, so we were given vectors turning us to the northeast and away from the storm. Whew! We got lucky on that one. One more minute delay and we would have been stuck at the airport for probably at least a half hour. It was a very bumpy departure as the storms were moving in. We had some very bad turbulence for just a few minutes, which did stress some of our passengers, but I never felt we were in danger. The rest of the trip was smooth.
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Geezerette
Senior Member
I like airplane stories! In addition to my enjoying commercial aviation, my late XH had private pilot, instrument and twin ratings. So I spent some time in the cockpit with him in addition to having logged almost enough hours of my own to qualify for first solo. But money for my flying lessons was never a priority. In commercial aviation I love that moment when the pushback starts, finally on the way. I don’t recall being on a turn and burn flight more than a few times, but it is exciting. Glad you got to get out before the storm that time.
Did your husband fly at night? I know of some private pilots who hold an IFR certificate like your husband, but still wouldn’t fly at night. Most pilots are satisfied with holding a VFR certificate, which allows them to fly during daylight hours.
I usually refer to JFK Jr’s nighttime flight out over water. Sometimes pilots have a lot or too much confidence in their flying abilities until they get out over water and away from land, so now they have no landmarks. I think this is what happened to JFK, Jr. Supposedly, the NTSB believes he forgot to keep his eye on the attitude indicator and the plane actually may have gone inverted. He did hold an IFR certificate, but only for a short time. I saw different versions of what ‘May’ have happened, but no one can give a definite answer.
When the pilot gets out over water and away from land, it’s like being in an abyss. It can be very scary for an inexperienced pilot.
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Geezerette
Senior Member
No we never took any night time trips. Maybe landing close to sunset. So long ago but I seem to remember he had to do some night flights for one of the ratings, I don’t recall which. Never went over any significant water. He mainly wanted the IFR rating because we were living in Pgh Pa area which could get very cloudy. & I think he just wanted to prove he could pass it. Most of the flights were in rented Cessna 172 s. Haven’t reminisced about the flying days in ages!
That was so tragic about JFK Jr, I remember that theory about him being inverted.
That was so tragic about JFK Jr, I remember that theory about him being inverted.
Tommy
Senior Member
- Location
- New Hampshire
I'll share a short air travel story. Back in the mid-90s I had just boarded an Atlantic Southeast Airlines (Delta Connection) commuter in Tallahassee, FL and was getting settled in my seat when I glanced out the window. The plane was being refueled and fuel was pouring onto the ground. Not just a little fuel mind you ... it was absolutely gushing and the pavement beneath the plane was swimming in fuel. I quickly got up, told a flight attendant about the situation, and returned to the terminal.
It took quite a while but the eventually got the problem solved and the mess cleaned up, and I re-boarded. With that much fuel on the ground I was surprised that they hadn't taken the other passengers off.
That is one of two interesting tales I have about flying ASA. Maybe sometime I'll share the other.
It took quite a while but the eventually got the problem solved and the mess cleaned up, and I re-boarded. With that much fuel on the ground I was surprised that they hadn't taken the other passengers off.
That is one of two interesting tales I have about flying ASA. Maybe sometime I'll share the other.
Tommy, you probably don’t know what size of plane you were on, but was it a turboprop, piston powered or jet? What I’m really trying to ask is do you know if the plane fueled through the tanks in the wings or were there bladder fuel tanks?I'll share a short air travel story. Back in the mid-90s I had just boarded an Atlantic Southeast Airlines (Delta Connection) commuter in Tallahassee, FL and was getting settled in my seat when I glanced out the window. The plane was being refueled and fuel was pouring onto the ground. Not just a little fuel mind you ... it was absolutely gushing and the pavement beneath the plane was swimming in fuel. I quickly got up, told a flight attendant about the situation, and returned to the terminal.
It took quite a while but the eventually got the problem solved and the mess cleaned up, and I re-boarded. With that much fuel on the ground I was surprised that they hadn't taken the other passengers off.
That is one of two interesting tales I have about flying ASA. Maybe sometime I'll share the other.
When a jet plane is fueled, the tanks are located in the wings. The fueling hose has a special valve on the end of the hose that is used to fill the tank and is ‘attached’ to keep the hose in place and from backing out. The fuel tanks are kept symmetrically filled. Most of the larger jets have three tanks. This helps to balance the plane. The plane uses a regulator to keep the fuel flow from the tanks being evenly distributed. Keeping an eye on the fuel usage to make sure that the balance is equaled is important with keeping the plane balanced.
It’s always dangerous to have a puddle of fuel on the ground, even if you are filling your car or truck. BTW. ASA merged with ExpressJet, which also flew for United besides Delta under a code agreement. (I just looked that up.)
Now, I’m ready for your next story.
If I had to choose between flying at day or night, I would choose night. To me, the important things are much more visible.
Tommy
Senior Member
- Location
- New Hampshire
At that time I was flying in and out of TLH several times a month on ASA and they were usually (exclusively?) flying Embraer EMB 120 Brasilia turboprops on that route. I've often wondered where the driver of the fuel truck was while this was happening.
I really don’t know what the driver’s instructions are while the fuel is flowing. The larger airports use underground piping that allows the fuel operator to connect the hose to the inlet valve and the fuel flows through an under piping system from a huge tank that sits well away from the taxiways and runways.At that time I was flying in and out of TLH several times a month on ASA and they were usually (exclusively?) flying Embraer EMB 120 Brasilia turboprops on that route. I've often wondered where the driver of the fuel truck was while this was happening.