Forced Landing-Have you?

[msw]

Forced landings.......

Had a partial power loss (about 70% of my power went adios) on takeoff in a Cessna 210, at about 400 ft AGL. Made a turn back towards the airport, thought I could make it to a parallel (downwind) taxiway, but realized that the strength of the downwind wind would carry my landing roll into the airliner terminal. So I continued my turn, figured I could make, and land on, the long (10,000 ft, though half of it was behind me already) diagonal runway. During this time, I heard not a peep from the control tower, nor did I say anything; kind of had my hands full, and it only took me an instant to recognize there was no one else around in the pattern at that moment on that day. (Luckily.) When I "knew" I had the long diagonal runway made, I put the gear down..... and promptly realized I would not make it to the runway. So I put the plane on the parallel taxiway adjacent to that runway, which was closer to me anyway. Rolled out all the way to the end, near where the runup area for the departure runway was.

Now the funny part.......

At this point, the airplane is making enough power to taxi, but that's it. Nothing burning, no obvious oil leaks, but only enough power to taxi. But I figure I can at least taxi to our maintenance provider without assistance. So I call the tower and say ..... "hey, this is Cessna xxx, do I need to call you guys and talk to you on the phone, or what?" And there is dead silence on the radio. Which makes me wonder if these guys in the tower cab all slept through my little misadventure, because I had really expected to hear some controller screaming in my ear from the instant I started my unusual turn and descent (without clearance) to the ground..... and never did. So I call them again. This time, they say, "Cessna xxx, where are you?" So I tell them "I'm down here by the departure end of runway 30." And there's a pregnant moment of silence, after which the controller comes back and says, "Didn't I clear you for takeoff on 25L a few minutes ago?" And I said "Yes, you did"....... and there is dead silence again! Then he finally comes back, and says, "What would you like to do now?" And I told him I wanted to taxi to my maintenance provider, which he told me to go ahead and do. So I said, one more time, "Do you need me to call you up and explain anything, or what?" And he says, "No, you seemed to handle whatever happened just fine, so it is a non-event as far as we are concerned, taxi to parking, good day." Bottom line: I think these guys cleared me for takeoff at a really quiet moment, and as soon as they did, went back to reading their comic books or whatever. They never saw me after my wheels broke ground, never realized I had a problem, or noticed my nordo, "non-standard" maneuvers to a landing on a taxiway! And this is at an air carrier airport, serviced by three major airlines. And it isn't a contract tower, either!

 

[Dragonbravo]

Had engine trouble in a 207, limped back to airport where in died in the pattern. Put in on the runway. Blew a cylinder on a C-180 on floats during my sea checkride. Put it on the river and taxied back to dock.

 

[avbug]

The torque shaft on an engine ice door sheered a few days ago; a part fell out in flight, the rest sort of stuffed up. We continued to a repair point and landed.

A lot off field landings, (a few unplanned). An occasional engine fire or failure, that sort of thing.

Got a steel toe in a boot crushed over my toes when they got run over by an airplane many moons ago. Not a forced landing, but it seemed dramatic at the time.

I landed today with a stuck trim run all the way nose down. Apparently the result, after consulting with maintenance, of a single two dollar relay in a control box. Understandable, until the same mx personnel noted that this isn't a big surprise; they've seen it on type before. My question, redundant and stupid though it may be, is if it's a known thing, why hasn't somebody found something better than that two buck relay so that it doesn't happen again? Coupled with a fuel fluctuation problem and a strong crosswind, it wasn't a forced landing, but still a notable one.

 

[PropsForward]

I was at about 600ft in 172 and had a partial power loss. Did a 180 (calm wind) and brought her down. Training paid off that day…

Yes, this is an excellect procedure and works well. The only warning to those who want to wait and try this on the day they need is DON'T!

This maneuver takes practice. I recommend doing it at 2500ft. Climb to 3000 at Vx, then cut the power, count 3 seconds, then pitch down (you need airspeed first), turn (coordinated) 50-60 degrees into the wind and reverse course. In a 172, this can be done easily in 400ft. In a 182 it takes about 700ft. In any even it takes practice (at altitude first) and planning. But a very big lifesaving tool to have in your back pocket when you need it most.

It is also helpfull on every takeoff to note if the wind supports a left or right turn.

 

[FJP3]

In a 152 just about 500-600 AGL in the upwind, Myself(200) and student(180)suddenly we lose about half our power and get a violent shaking, I assumed controls from the student called the tower and landed on the crosswind runway.

 

[Kream926]

It is also helpfull on every takeoff to note if the wind supports a left or right turn.

huh, thanks....never really thought of that, will do next time

 

[minitour]

huh, thanks....never really thought of that, will do next time

same here...it's something we do anyway (checking for crosswind corrections) so why not apply it there...awesome tip!

-mini

 

[fastandlow]

Yes, this is an excellect procedure and works well. The only warning to those who want to wait and try this on the day they need is DON'T!

This maneuver takes practice. I recommend doing it at 2500ft. Climb to 3000 at Vx, then cut the power, count 3 seconds, then pitch down (you need airspeed first), turn (coordinated) 50-60 degrees into the wind and reverse course. In a 172, this can be done easily in 400ft. In a 182 it takes about 700ft. In any even it takes practice (at altitude first) and planning. But a very big lifesaving tool to have in your back pocket when you need it most.

It is also helpfull on every takeoff to note if the wind supports a left or right turn.

The impossible turn....

http://web.usna.navy.mil/~dfr/flying/possible.html

and like PropsFwd says - when you practice, don't cheat - count at least "3-thousand" *then* push over and turn. Makes a difference. You'll also need to make a ~240 & 60 deg turn if you are returning to a single small, strip - 180 might not cut it.

 

[DX Rick]

Frorced landing? Once. After take off, about 1,000 AGL the 3 breakfast burritos and Dr. Pepper kicked in. Stood her on one wing, pulled her back around, wheels down at 90kts, smoking tires to a hault, and B-Lined it for the bathroom with my pants falling off my waist.
I think the FBO bathroom is still out of service.

 

[minitour]

Frorced landing? Once. After take off, about 1,000 AGL the 3 breakfast burritos and Dr. Pepper kicked in. Stood her on one wing, pulled her back around, wheels down at 90kts, smoking tires to a hault, and B-Lined it for the bathroom with my pants falling off my waist.
I think the FBO bathroom is still out of service.

this could double in that "other" thread...

 

[GCD]

Many years ago, I was the Chief Pilot of a coast-to-coast freight operation, which mainly used Aero Commanders. We started taking deliveries of Cessna Caravans for some of our customers. I needed to send a pilot to the transition, so I decided to fly his trips for a few days.

All went well going to the airport in the mountains from our hub. I had a nice rest at the hotel, and that evening all looked well for a non-eventful flight. I showed up at the airport, loaded the freight, and did a good preflight.

I taxied out to do my engine checks, and noticed a slight drop in RPM on the right engine mag check, but it was within company tolerance. I made a normal takeoff and climbed to my intitial planned altitude. I was still with the tower, about to change over to enroute frequency when the right engine sharted violently shaking. I told the tower that I had a problem and I intended to return. I began steps to secure the engine, but it quit on its own just as I reached for the throttle. I tried to feather the prop, but it would not feather.

There was a mountain to my front and to the right, so I needed to turn left to return to the airport, but this created a slip situation against the unfeathered right prop. I was losing altitude quickly in the fully loaded airplane, which was only certified to make a positive climb in perfect conditions, and with a feathered prop. I decided to make a forced landing to the only flat spot near me, a highway.

I had a beautiful approach to the highway and I was in the flare when I saw car lights headed for me. I decided to firewall the good engine to avoid killing anyone else. I tried to aim my airplane to the side of the road, but I was well below Vmc at this point. The airplane did a cartwheel, striking the right wing on the ground and flipped over twice before landing upright.

I was trapped in the airplane because my right leg was essentially severed. Amazingly, the people in the car stopped. A young man got out of the car and told some other people gathering that someone shoud help get me out of the airplane. An older man who stopped told the young man to forget it because whoever was in that airplane is dead. Fortunately for me, the young man didn't listen.

A small fire began in the fuselage, but it was going to get bigger. The young man could see me waiving, so he got a rock to break the windshield to pull me out. When the windshield brok open, the fire was fueled and burned me over 20% of my body in the flash. Fortunately for the young man, the flash didn't get him and he was able to pull me out.

It was like s scene from a movie. Very bizare. As soon as he pulled me to safety and several feet away from the airplane, we saw it explode.

As I was being loaded into an ambulance, I heard the Paramedic tell a Sheriff Deputy that I probably would not "make it."

Well, my right leg was rebuilt, my burns eventually healed, and after one year I got my medical back. There is no metal in my leg and I am able to pass the Army's physical and physical fitness test. I keep an FAA Class I, and have had a great airline and military career since.

I guess you can call that my forced landing event.

 

[Flyoa1]

Lost the left engine (sheared the crankshaft) on a Cessna 404 just after takeoff from Springfield MO. Got the prop feathered before the engine locked up. gotta love those GTSIO-520's!

 

[701EV]

I was over Palatka,FL At 12,500 and the skydivers jumped out. Pushed the power back in and BANG the prop stopped. Had the pucker factor for about 5 seconds and remembered I was over the arpt at 12,5. Deadsticked it in. I had plenty of time to think.


701EV

 

[G36pilot]

1. C182 throttle disconnect during engine overhaul initial test flight, but it idled well!

2. As a passenger, C182 intake manifold crossover separated (same aircraft as #1). Intended to make an intentional skydive but never got high enough.

3. Cherokee Six- jumper dumper

4. C172 exhaust valve separation. Partial power return.

5. Cherokee Six on night body haul- Fuel selector valve AD not complied with. Poppet valve on empty outboard tank opened. Too lean to run. Passenger almost received a second death certificate.

6. TS 600 Aerostar- starter sheared during 135 check ride and in flight restart right engine. Pre AD aircraft: engine driven hydraulic pump on that engine only, no electric pump installed. Couldn't completely clean up the aircraft after induced failure during a 5kt below blue line missed approach drill. Gear doors remained partially open. No flap landing and last second free fall gear extension barely had time to lock down. At that point it was a relatively minor concern.

Precautionary landings:

1. Beech 18 oil leak- Yeah I know, but much more than normal.

2. C310 oil pressure loss- timing plug on crankcase not safety wired during maintenance. It backed out and puked oil.

3. Falcon 20 fuel contamination- fluctuating EGT on one engine and all fuel quantities. After landing, the maintenance techs couldn't safely start the "good engine". That one had burned a hole in the combustor can. We had no fire indication, so that must have just happened.

Both engines had major damage. Distorted fuel spray nozzles, corroded fuel control units, heat stressed turbine wheel assemblies and combustor cans. The fuel system was salvaged with high concentration Bio-bore treatments and flushing.

3. Had a couple of mechanical diversions, but because of system redundancies they really were no big deal. We followed the checklist(s) and remained conservative.

 

[Ultraman]

I was in a 1946 Globe Swift taking off out of a 2500' grass strip. Just had gotten up and retracted the gear when the engine went from full power to maybe 10% power. There wasn't enough runway remaining to land on, but I knew there was a field just over the trees at the end of the runway. I tried to keep it flying to make the field, but at the same time trying to keep it from stalling.

We went into the trees off the end of the runway. The Swift was totalled, but I only suffered cuts on my face and a broken wrist (I was knocked unconscious for about 15 seconds). My dad suffered a back injury. We were both very fortunate.

Ultraman