Some people (well, one pilot) tag this unusual Light Sport Aircraft an “armchair in the sky.” That’s not a slap at its handling qualities, but rather a testament to the amazing view provided by the canopy design. The Sky Arrow 600 is an Italian design with a carbon fiber airframe and a Rotax 912 ULS. The engine is on top, which makes preflighting a bit of a pain, according to AOPA Pilot Senior Editor Al Marsh, who flew this airplane for an article in the April 2007 issue. But he had good things to say about its performance characteristics, particularly in a strong, gusty crosswind, which you can watch on the video that’s embedded in the article. Marsh is seen flying the airplane over the Chesapeake Bay, and that’s the dual span of the Chesapeake Bay Bridge in the background.
Posts Tagged ‘Chesapeake Bay Bridge’
This is a random series of dumb, sometimes just “plane” stupid, and often funny (in retrospect) things that pilots have done. There isn’t a rhyme or reason to the order. But looking back over more than 20 years I’ve been flying, I’ve seen—or heard first hand—some real doozies. These are some of my favorites.
Tried to leave, but couldn’t. One pilot, a student, forgot to untie the tail of the Cessna 152. He started it up, did his After Start checklist, and with his instructor’s consent, juiced the throttle. The nose immediately jerked, went up a bit, and then came back down as the airplane rolled backwards a bit. The CFI had not seen that the tail rope was still tied either, but immediately figured it out. He also acted as though he let all of this happen: “Don’t make me do that to you again! Now, shut this airplane down, and go untie the rope. I hope you’ve learned something!”
At least he was a quick thinker.
Left, but shouldn’t have. Airline crews have certain things that they simply can not leave without. The maintenance log is one of them. I’ve heard of several captains, though, who have, and if they are lucky, they take off, get a radio call before they get too far away, and return to the airport. The tower usually knows what’s going on, and they take enormous pleasure in introducing the world to Captain Forgetful. It’s never happened to me, but I can only imagine what the speech to the passengers is like, let alone the explanation to the chief pilot.
What’s worse is when the crew gets where they are going, and then a special ferry flight has to be scheduled if the company can’t get the logbook onto another flight to XYZ.
As a result, guys come up with all kinds of reminders to make sure that they don’t make this mistake: turning screens off, moving their rudder pedals out of reach, writing notes on their clips or their hands. Hey, whatever works.
Left, but he shouldn’t have, Part II. Did you ever try to retract the landing gear, only to find that you didn’t remove the gear pins? Me either, but others have. The pins are put in to move the airplane after the hydraulic systems depressurize. But even modern hydraulic systems can’t overcome those pins. About the time you notice it, the tower can see the “REMOVE BEFORE FLIGHT” flags flapping the slipstream. “Hey, did you guys know…?”
Maybe they’ll get the chief pilot mentioned below.
Left…the engine running. This has happened twice that I know of. The first time, jets were new to the property and the crew left for the hotel. Upon arriving in his room, the captain got a phone call from the station. He talked the station through the shutdown procedure, and went to bed. Rumor is the company never knew.
The second time (different captain), the company and the FAA got wind of it, and the captain had to do the carpet dance, as he had several thousand hours in the aircraft. Not too long after, he became the chief pilot. Go figure.
In part II, Chip Wright will share incidents that illustrate how the FAA has eyes in the back of its head, and much more.–Ed.