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Piper Comanche Emergency Landing on I-595 Highway
A private pilot said he had "no choice" but to land his single-engine aircraft in the westbound lanes of Interstate 595 during Thursday morning's rush hour. (www.sun-sentinel.com) Más...Sort type: [Top] [Newest]
The pilot was coming in to land at FLL when tower refused to let him land saying an Airbus needed the runway immediately???. Something very fishy here. He flew around for awhile, running out of gas. Guess he doesn't know how to declare an emergency.
Years ago I was flying at night and sucked a valve. I was descending at about 150 fpm if I remember. Judging the distance to the airport I decided to land there instead of finding an alternative at night (there were two possibilities, neither had any lighting). (I came in high, heavy S turns and slipping to the runway to keep what little excess altitude I had at approach)
Well, the tower was still open at my destination so when I got closer, I declared an emergency. I can tell you this, it was NOT taken lightly at all. The tower sent a ground truck and was asking on ground freq if the truck could hear any problem. He said no he could hear nothing wrong. I shut down at the pumps and threw the keys to the ground truck, told him to start the engine (adrenaline rushing). It would not start at all. In fact later I was called to the tower along with my buddy who was a pilot also. We were REAMED for over an hour, specifically told that mayday is a word that should never, ever be used. We were told that letting the tower know we only had one chance would have been sufficient and would have saved him tens of hours of reports.
Once I was directed to over 15000 feet for over 30 minutes without oxygen on an IFR flight. A negative to ATC with explanation of no O2, caused a response that " if you value your license you will climb to and maintain XX,000 ft until further notice. IN other words, not only was I ordered to violate FAR's but told I would lose my license if I did not do so. Frankly I should have demanded re-route and told the asshole he could go to hell. I was PIC and should never have listened to him! This was MY responsibility, and dehydration and fuzziness followed because I didn't tell him to screw off. (BTW never open a can of soda at that altitude without pressurization if you value your instruments)
Now, Part of the problem was this particular pilot. When we take to the air, we are PILOTS IN COMMAND. We have the same power as ship captains at sea, truly KINGS in command. We have a duty and responsibility to safely maneuver, take off, and land especially without endangering those on the ground. It is always good to KNOW the FARS and to use them to negate illegal or dangerous orders from ATC, including being TOLD TO WAIT.
Knowing what I know today, I would have asked ATC if they wanted me to land on a freeway or land at the airport. If they told me to wait after that I would use the M(ayday) word and tell them I am landing.
Regarding fuel, I know it isn't supposed to happen but in modern engines with electronic controls, or an engine/intake/fuel system that has some problem appear, it is possible that fuel usage can change well over 10%. On the length of flight that could actually burn your entire reserve easily. I do agree that in such a circumstance the pilot should have known he low and stopped for fuel earlier, but..that requires having VERY precise fuel indicators as well.
I say that the problem started with the pilot, and was accentuated by the tower, and finally that the pilot failed to declare his intention to land and declare an emergency if necessary. Never be afraid to declare, it is your right and an option that is safer than any other. Be prepare to be ostracized for doing it, but at least you can have a good stiff drink to calm your heart rate later.
Well, the tower was still open at my destination so when I got closer, I declared an emergency. I can tell you this, it was NOT taken lightly at all. The tower sent a ground truck and was asking on ground freq if the truck could hear any problem. He said no he could hear nothing wrong. I shut down at the pumps and threw the keys to the ground truck, told him to start the engine (adrenaline rushing). It would not start at all. In fact later I was called to the tower along with my buddy who was a pilot also. We were REAMED for over an hour, specifically told that mayday is a word that should never, ever be used. We were told that letting the tower know we only had one chance would have been sufficient and would have saved him tens of hours of reports.
Once I was directed to over 15000 feet for over 30 minutes without oxygen on an IFR flight. A negative to ATC with explanation of no O2, caused a response that " if you value your license you will climb to and maintain XX,000 ft until further notice. IN other words, not only was I ordered to violate FAR's but told I would lose my license if I did not do so. Frankly I should have demanded re-route and told the asshole he could go to hell. I was PIC and should never have listened to him! This was MY responsibility, and dehydration and fuzziness followed because I didn't tell him to screw off. (BTW never open a can of soda at that altitude without pressurization if you value your instruments)
Now, Part of the problem was this particular pilot. When we take to the air, we are PILOTS IN COMMAND. We have the same power as ship captains at sea, truly KINGS in command. We have a duty and responsibility to safely maneuver, take off, and land especially without endangering those on the ground. It is always good to KNOW the FARS and to use them to negate illegal or dangerous orders from ATC, including being TOLD TO WAIT.
Knowing what I know today, I would have asked ATC if they wanted me to land on a freeway or land at the airport. If they told me to wait after that I would use the M(ayday) word and tell them I am landing.
Regarding fuel, I know it isn't supposed to happen but in modern engines with electronic controls, or an engine/intake/fuel system that has some problem appear, it is possible that fuel usage can change well over 10%. On the length of flight that could actually burn your entire reserve easily. I do agree that in such a circumstance the pilot should have known he low and stopped for fuel earlier, but..that requires having VERY precise fuel indicators as well.
I say that the problem started with the pilot, and was accentuated by the tower, and finally that the pilot failed to declare his intention to land and declare an emergency if necessary. Never be afraid to declare, it is your right and an option that is safer than any other. Be prepare to be ostracized for doing it, but at least you can have a good stiff drink to calm your heart rate later.
I always interesting when someone has a few beers and logs into FA. Pilot especially. Lol.
I understand that emergencies do occur, however,if the cause of the emergency landing was fuel exhaustion and if he was holding for an Airbus to land, he was still beyond his reserves. Fuel supply should never be an issue. Especially if he was the new owner & not completely understanding the fuel burn, always error on the side of caution and carry more fuel. Thank God he landed how he did, it could have been a casualty for him & others who had no idea what was about to happen on that road. If it was a fuel issue such as clogged filters or water in the fuel or another mechanical issue, then the outcome of his decision making should be different. Let's not pass judgement too early, but lack of fuel is not the best excuse!
He was vectored north north, and back around to VLL for over 45 minutes.
I wonder if the issue was not a complete lack of fuel, but improper fuel tank management. That particular model of Comanche has 4 separate tanks, two mains and two aux tanks. Given he only owned the aircraft for a couple of weeks, perhaps he was not entirely familar with the fuel system and selector switch, or not paying attention.