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video - pilot runs out of fuel, pops parachute
http://www.cnn.com/videos/us/2015/01...ape.u-s-coast-
guard "The pilot of a single engine aircraft that ran out of fuel is safe after ditching his aircraft more than 200 miles northeast of Maui, Hawaii." http://www.duluthnewstribune.com/new...-cirrus-plane- deploys-parachute-after-running-out-fuel-near-hawaii "The pilot, en route from Tracy, Calif., to Kahului...." http://flightaware.com/live/flight/N7YT KTCY to PHOG according to SkyVector is 2075nm. Wikipedia lists SR-22 range as 1049nm. Even with fuel drums on board.... sheeesh. http://registry.faa.gov/aircraftinqu...x?omni=Home-N- Number&nNumberTxt=N7YT Certificate issue date: 1-12-15 Brand new plane. Ferry flight? Brian -- http://www.earthwaves.org/forum/index.php - Earth Sciences discussion http://www.skywise711.com - Lasers, Seismology, Astronomy, Skepticism Sed quis custodiet ipsos Custodes? |
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video - pilot runs out of fuel, pops parachute
On 27/01/2015 11:41 AM, Skywise wrote:
http://www.cnn.com/videos/us/2015/01...ape.u-s-coast- guard "The pilot of a single engine aircraft that ran out of fuel is safe after ditching his aircraft more than 200 miles northeast of Maui, Hawaii." http://www.duluthnewstribune.com/new...-cirrus-plane- deploys-parachute-after-running-out-fuel-near-hawaii "The pilot, en route from Tracy, Calif., to Kahului...." http://flightaware.com/live/flight/N7YT KTCY to PHOG according to SkyVector is 2075nm. Wikipedia lists SR-22 range as 1049nm. Even with fuel drums on board.... sheeesh. http://registry.faa.gov/aircraftinqu...x?omni=Home-N- Number&nNumberTxt=N7YT Certificate issue date: 1-12-15 Brand new plane. Ferry flight? Brian Looks like he knew well in advance that he was going to end up in the drink, but perhaps many hours after his point of no return. How accurate are the wind forecasts out there? Sylvia. |
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video - pilot runs out of fuel, pops parachute
Sylvia Else wrote in
: Looks like he knew well in advance that he was going to end up in the drink, but perhaps many hours after his point of no return. How accurate are the wind forecasts out there? Apparently it was a fuel problem. http://www.aopa.org/News-and-Video/A.../Cirrus-chute- deployment-videotaped-by-Coast-Guard Discussion on FlightAware forums has rumor that it was a stuck valve prevent transfer from fule bladder. http://flightaware.com/squawks/view/..._engine_airpla ne_preparing_to_ditch_in_Pacific_Ocean Brian -- http://www.earthwaves.org/forum/index.php - Earth Sciences discussion http://www.skywise711.com - Lasers, Seismology, Astronomy, Skepticism Sed quis custodiet ipsos Custodes? |
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video - pilot runs out of fuel, pops parachute
On 29/01/2015 8:32 PM, Skywise wrote:
Sylvia Else wrote in : Looks like he knew well in advance that he was going to end up in the drink, but perhaps many hours after his point of no return. How accurate are the wind forecasts out there? Apparently it was a fuel problem. http://www.aopa.org/News-and-Video/A.../Cirrus-chute- deployment-videotaped-by-Coast-Guard Discussion on FlightAware forums has rumor that it was a stuck valve prevent transfer from fule bladder. Redundancy, redundancy, redundancy. Sylvia. |
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video - pilot runs out of fuel, pops parachute
Sylvia Else wrote in news:ciukvaFo92tU2
@mid.individual.net: Redundancy, redundancy, redundancy. You can say that again. But, sometimes, redundancy isn't always practical, or possible. At some point, there may always be a single point of failure. The plane has only one engine. Can't exactly take along a spare. And what if the backup fails? Stuff happens. I gather this pilot was experienced at this sort of trip. The company he works for apparently offers it as a standard service. http://theflightacademy.com/ There's a press release on the incident link on the main page. In any case, it's good marketting for Cirrus. http://www.cirrusaircraft.com/news/c...system-capstm- successfully-deployed-over-pacific-ocean/ Brian -- http://www.earthwaves.org/forum/index.php - Earth Sciences discussion http://www.skywise711.com - Lasers, Seismology, Astronomy, Skepticism Sed quis custodiet ipsos Custodes? |
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video - pilot runs out of fuel, pops parachute
On Tue, 27 Jan 2015 00:41:23 GMT, Skywise wrote:
http://www.cnn.com/videos/us/2015/01...ape.u-s-coast- guard "The pilot of a single engine aircraft that ran out of fuel is safe after ditching his aircraft more than 200 miles northeast of Maui, Hawaii." http://www.duluthnewstribune.com/new...-cirrus-plane- deploys-parachute-after-running-out-fuel-near-hawaii "The pilot, en route from Tracy, Calif., to Kahului...." http://flightaware.com/live/flight/N7YT This incident sort of reminds me of Steve Rhine's ferry flight across the Atlantic: https://web.archive.org/web/20061030133403/http://www.alexisparkinn.com/nwpilot's_tranatlantic_flight.htm. ----------------------- Excerpt ---------------------------- Day 2: Goose Bay, Canada to Narsarsuaq, Greenland. This Is where the fun begins! The plan was to go from Goose Bay to Keflavik, Iceland -- but I had fuel system troubles between Greenland and Iceland. Not Fun! Here's what happened: After switching to the aircraft fuel (from the ferry tank) strange things started happening. The 100-gallon ferry tank went dry after only 7 hours, burning 8 to 9 gallons per hour! Something just did not add up... Then, the G1000 started to go nuts, with the fuel indicators displaying red X's. Next, I received a CO2 detector failure, then GPS-1 failure! At this point I was thinking "What next!?" Well, I didn't have to wait long: The G1000 display suddenly went black, with white text in the left hand corner saying "initializing system"! (Note: All this was happening at night, locked in the soup, at FL070 and 200+ miles from the nearest land -- with almost no communication with a ground-based person!) When the G1000 got done rebooting, I found myself missing my airspeed indicator and fuel gauges -- and it was now displaying a bunch of other errors. Assessing my situation, I figured that I had no fuel gauges, the G1000 is continually rebooting, possible CO2 in the cabin, AND an apparent fuel leak! At this point I am thinking to myself that if I do still have full fuel in the aircraft tanks I could make it the 490 miles to Keflavik -- but I would be cutting it really close. With no indicators showing quantity, and the missing fuel from the ferry tank indicating a possible leak, I figured it would be best if I got on the HF radio, declared an emergency, and turned back to Greenland! So I declared an emergency and went in to a 100FPM climbing turning back toward Greenland. I received a response from a DHL & Air France airliner, who both relayed the emergency call. They responded that they would open the Narsarsuaq airport for me. "Thank You, Portable GPS Units!!" At this point, my handheld was my only reliable navigational aid. Upon reaching FL095 I was on top and looked to my left -- and really got scared!!! The aircraft vent was venting a large amount of fuel out into space! Thank you, Cessna for the under-wing courtesy lights! So I kept the 100 fpm climb going up to 13,000 feet (for crossing the icecap), and finally established radio communication with some one on the HF. I informed them of the fuel venting problem, and the constantly rebooting G1000 PFD. They assure me that they have rescue team waiting and ready, in case I have to ditch! As I grind closer and closer to Narsarsuaq, at about 60 miles out they send up a rescue chopper, locate me, and guide me in, since I am unable to make the NDB approach with the G1000 rebooting itself. (The ADF display is tied to the G1000's HSI.) I spot the airport in the middle of all the black, and ATC has me do a steep spiraling decent all the way down to 3,000'. At that point I must follow the chopper, who will keep me away from the mountains... Who would have ever thought that knowing THAT maneuver would pay off? Everything worked as planned. On downwind I noticed that the fuel gauges were not red X's anymore, and were now reading full. Then, as I turned to final, they go to red X's again, and as I landed the G1000 once again rebooted as I rolled out. Now it's showing 1/2 fuel in 1 tank, and 3/4 in the other ???? I taxied in and parked this bird for the night, still a bit shook up from the events of the past few hours. I find a bed and lay there for a few hours, thinking about the days events Photos from Day 2: Steven in "The Suit" The Skyhawk parked at Goose Bay Half-way from Goose Bay |
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video - pilot runs out of fuel, pops parachute
On 30/01/2015 12:28 p.m., Larry Dighera wrote:
On Tue, 27 Jan 2015 00:41:23 GMT, Skywise wrote: http://www.cnn.com/videos/us/2015/01...ape.u-s-coast- guard "The pilot of a single engine aircraft that ran out of fuel is safe after ditching his aircraft more than 200 miles northeast of Maui, Hawaii." http://www.duluthnewstribune.com/new...-cirrus-plane- deploys-parachute-after-running-out-fuel-near-hawaii "The pilot, en route from Tracy, Calif., to Kahului...." http://flightaware.com/live/flight/N7YT This incident sort of reminds me of Steve Rhine's ferry flight across the Atlantic: https://web.archive.org/web/20061030133403/http://www.alexisparkinn.com/nwpilot's_tranatlantic_flight.htm. ----------------------- Excerpt ---------------------------- Day 2: Goose Bay, Canada to Narsarsuaq, Greenland. This Is where the fun begins! The plan was to go from Goose Bay to Keflavik, Iceland -- but I had fuel system troubles between Greenland and Iceland. Not Fun! Here's what happened: After switching to the aircraft fuel (from the ferry tank) strange things started happening. The 100-gallon ferry tank went dry after only 7 hours, burning 8 to 9 gallons per hour! Something just did not add up... Then, the G1000 started to go nuts, with the fuel indicators displaying red X's. Next, I received a CO2 detector failure, then GPS-1 failure! At this point I was thinking "What next!?" Well, I didn't have to wait long: The G1000 display suddenly went black, with white text in the left hand corner saying "initializing system"! (Note: All this was happening at night, locked in the soup, at FL070 and 200+ miles from the nearest land -- with almost no communication with a ground-based person!) When the G1000 got done rebooting, I found myself missing my airspeed indicator and fuel gauges -- and it was now displaying a bunch of other errors. Assessing my situation, I figured that I had no fuel gauges, the G1000 is continually rebooting, possible CO2 in the cabin, AND an apparent fuel leak! At this point I am thinking to myself that if I do still have full fuel in the aircraft tanks I could make it the 490 miles to Keflavik -- but I would be cutting it really close. With no indicators showing quantity, and the missing fuel from the ferry tank indicating a possible leak, I figured it would be best if I got on the HF radio, declared an emergency, and turned back to Greenland! So I declared an emergency and went in to a 100FPM climbing turning back toward Greenland. I received a response from a DHL & Air France airliner, who both relayed the emergency call. They responded that they would open the Narsarsuaq airport for me. "Thank You, Portable GPS Units!!" At this point, my handheld was my only reliable navigational aid. Upon reaching FL095 I was on top and looked to my left -- and really got scared!!! The aircraft vent was venting a large amount of fuel out into space! Thank you, Cessna for the under-wing courtesy lights! So I kept the 100 fpm climb going up to 13,000 feet (for crossing the icecap), and finally established radio communication with some one on the HF. I informed them of the fuel venting problem, and the constantly rebooting G1000 PFD. They assure me that they have rescue team waiting and ready, in case I have to ditch! As I grind closer and closer to Narsarsuaq, at about 60 miles out they send up a rescue chopper, locate me, and guide me in, since I am unable to make the NDB approach with the G1000 rebooting itself. (The ADF display is tied to the G1000's HSI.) I spot the airport in the middle of all the black, and ATC has me do a steep spiraling decent all the way down to 3,000'. At that point I must follow the chopper, who will keep me away from the mountains... Who would have ever thought that knowing THAT maneuver would pay off? Everything worked as planned. On downwind I noticed that the fuel gauges were not red X's anymore, and were now reading full. Then, as I turned to final, they go to red X's again, and as I landed the G1000 once again rebooted as I rolled out. Now it's showing 1/2 fuel in 1 tank, and 3/4 in the other ???? I taxied in and parked this bird for the night, still a bit shook up from the events of the past few hours. I find a bed and lay there for a few hours, thinking about the days events Photos from Day 2: Steven in "The Suit" The Skyhawk parked at Goose Bay Half-way from Goose Bay Bloody hell. |
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video - pilot runs out of fuel, pops parachute
george152 wrote in
news Bloody hell. You can say that again. Yeah... got a redundancy theme going on here. I followed the link to the archived page and read the rest. The story indicated that the G1000 was freaking out due to the fuel level going too high?!?! That's a SERIOUS programming error. Geez. How'd it ever get flight certified? I'm only a hobbyist self taught programmer (since 1983), and I like reading about how the most innocuous programming mistakes can lead to utter catastrophe. I learn from it, and it reminds me to be very very thorough when I write my software. Anyway, I hope Garmin fixed that one. Brian -- http://www.earthwaves.org/forum/index.php - Earth Sciences discussion http://www.skywise711.com - Lasers, Seismology, Astronomy, Skepticism Sed quis custodiet ipsos Custodes? |
#9
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video - pilot runs out of fuel, pops parachute
On Fri, 30 Jan 2015 06:03:03 GMT, Skywise wrote:
george152 wrote in news Bloody hell. You can say that again. Yeah... got a redundancy theme going on here. I followed the link to the archived page and read the rest. The story indicated that the G1000 was freaking out due to the fuel level going too high?!?! That's a SERIOUS programming error. Geez. How'd it ever get flight certified? I'm only a hobbyist self taught programmer (since 1983), and I like reading about how the most innocuous programming mistakes can lead to utter catastrophe. I learn from it, and it reminds me to be very very thorough when I write my software. Anyway, I hope Garmin fixed that one. Brian If you're a programmer, you know that nearly 50% of the code in any project is related to error handling routines. I'm always uncomfortable with an all glass cockpit. They are terrific when there is power for them, but the prospect of marginal instrumentation in the event of a power outage haunts... Steve Rhine's, the ferry pilot in the archived story, inaugural post to this newsgroup related a story about him and his flight instructor rolling a non-aerobatic C-150. I had reservations about his changing carriers from programmer to ferry pilot, but apparently he has been very successful. He now heads his own firm International Ferry Flights: http://www.internationalferryflights.com/. I'll bet he has a few more good stories to tell about overseas ferrying... |
#10
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video - pilot runs out of fuel, pops parachute
On 30/01/2015 10:44 p.m., Larry Dighera wrote:
On Fri, 30 Jan 2015 06:03:03 GMT, Skywise wrote: george152 wrote in news Bloody hell. You can say that again. Yeah... got a redundancy theme going on here. I followed the link to the archived page and read the rest. The story indicated that the G1000 was freaking out due to the fuel level going too high?!?! That's a SERIOUS programming error. Geez. How'd it ever get flight certified? I'm only a hobbyist self taught programmer (since 1983), and I like reading about how the most innocuous programming mistakes can lead to utter catastrophe. I learn from it, and it reminds me to be very very thorough when I write my software. Anyway, I hope Garmin fixed that one. Brian If you're a programmer, you know that nearly 50% of the code in any project is related to error handling routines. I'm always uncomfortable with an all glass cockpit. They are terrific when there is power for them, but the prospect of marginal instrumentation in the event of a power outage haunts... Steve Rhine's, the ferry pilot in the archived story, inaugural post to this newsgroup related a story about him and his flight instructor rolling a non-aerobatic C-150. I had reservations about his changing carriers from programmer to ferry pilot, but apparently he has been very successful. He now heads his own firm International Ferry Flights: http://www.internationalferryflights.com/. I'll bet he has a few more good stories to tell about overseas ferrying... Rolling a non aerobatic C150 is no biggie but it could point to the old pilot and the bold pilot. And I never flew an aircraft with a 'glass' cockpit, saw some, made enthusiastic noises and that was about it |
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