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What was your dumbest FS pilot error?

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Here're mine...Last weekend I did this:I had just lifted off from Bangkok on my Lear 35 world flight and was climbing through 1,000 feet or so. I switched on both the autopilot and autothrottle and continued to climb to my cruise altitude of 35,000 feet. However, about 30 seconds later, when looking over my instruments I noticed something wasn't right. The A/P was pulling up the nose to 15 degrees and more, while airspeed was quickly dropping to 100 knots. Needless to say, I stalled, and only by disconnecting both A/P and A/T I could save my plane.It turned out I had switched the autothrottle to IAS Hold mode without actually dialing in any speed value. Thus, the A/T pulled back to idle, since the pilot had entered a target speed of 0 knots, no? :-eekAbout a month ago I managed to do the following. It was on the same Lear 35 I am currently flying around the world with. Before takeoff (and before I actually connect the A/P, of course) I normally set the A/P to my cruise altitude and speed so that I only need to flick a few switches after liftoff.Well, I dialed in an initial altitude of 8,000 or 10,000 feet, took off and turned on the A/P, putting it into Altitude Hold mode. Then, however, the plane would start climbing like crazy, almost like a fighter jet. For a long few seconds I was totally clueless......before I noticed that I had confused the altitude and vertical velocity dials, meaning that I entered a climb rate of 8,000 feet per minute instead of a target altitude of 8,000 feet. :-shyYour turn! :D

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He! Well two things spring to mind: the quintessential gear-up landing, and also totally and absolutely forgetting about flap retraction during climb-out. I was close to cruise before noticing that N1 was abnormally high for the V/S I was pulling!...thankfully, neither has occured since using FDC & FSMaintenance ;-) (Edit: hey Erict! Nice to see CPAV and BAV have opened up codeshare on Cathay flights!!:7)Cheers,Paul

http://homepage.ntlworld.com/paul.haworth/Fortress.gifVoted Best Virtual Airline of 2002 and Best CEO of 2002 by participants in the BIG VA Vote organized by FSPILOT.comVANF "Best" New Virtual Airline Awardhttp://homepage.ntlworld.com/paul.haworth/saint_georgex1.gif

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I have two personal favorites:1) I was taking off from 06C (Schaumburg Regional) in the DF Archer II. In order to keep the realism, I followed the real noise abatement procedures, which is a slight right bank immediately after rotate. Once I had followed the procedures and climbed to a safe altitude I flicked on the autopilot. After about two minutes, I noticed something was wrong, it was sending me in circles, right in the flight path of ORD (which is about 20 miles straight out of the runway at 06C). I also noticed my airspeed was in the 90's and that the autopilot was trying to climb at about 4000 FPM. I immediately flipped off the autopilot but noticed it was still happening, so I had to turn back and make a short final into 06C. Unfortunately, the Archer was still trying to climb at about 3000 FPM and I had no idea what happened, so when I was on finals about to touch down, it put me into a vertical stall at which point the winds turned me just enough to make me strike my wing and lose it. Needless to say, thats not a flight I was proud of. Upon looking around, I'd noticed that I had accidentally pushed in my yoke, setting my autopilot to use full upward elevator trim.2) Not quite so elaborate. I was flying a multi-player flight with some friends and was using FS Maintainence. About halfway through at 22,000 feet I noticed that my engine had stopped. Immediately I tried to get it going again, but couldnt. I set the autopilot to hold a -400 FPM descent to keep a fair amount of speed while I looked for an aiport. I pulled up the FSFlightMax and looked around, and found an airport about 20 nm back. I set the course into my autopilot, and when I was properly aligned with the runway, I had to manually pump my gear because by that time i'd had an electrical failure. Upon landing (not quite smoothly, and barely on the runway), I checked out the FS Maintainence setup and found I needed to buy new flaps, new electrical, new gear, and quite a few other systems. Luckily I landed without FSM giving me a crash, but I did manage to score a -105% :-lol. Upon reviewing the flight, I'd found out that my climbs had put excessive strain ont he engine, and that I had run at an unsafe MP, RPM, and Oil Pressure setting for too long, causing the engine failure.Scott

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Don't you just love that FSMaintenance Scott?!! If only it would present you with a Techlog during dispatch, so you'd be alert to items that were coming up for maintenance!Took me ages to work out why I couldn't start the engines on my last 757 trip (actually, couldn't do anything - not even turn on the beacon). I'd crashed the thing about a week earlier and would cost best part of a million to put back in the air... :-(Cheers,Paul

http://homepage.ntlworld.com/paul.haworth/Fortress.gifVoted Best Virtual Airline of 2002 and Best CEO of 2002 by participants in the BIG VA Vote organized by FSPILOT.comVANF "Best" New Virtual Airline Awardhttp://homepage.ntlworld.com/paul.haworth/saint_georgex1.gif

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Yah, its great for GA (even though its not outright supported), luckily i just put in as much money as I want to fix my baby Commander, because otherwise I wouldn't have been able to fly it for quite a while.Scott

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Trying to run MSFS2k2 on a Celeron 466 with EVERYTHING turned up...like flying in "Time-Lapse" world.Following ATC in FlyII....Flying into combat with my Spitfire's gear down (MS-CFS)Believing 99% of what is written on the side of the box for some add-ons......Thinking "As Real as it gets" means I could ask that somebody bring me coffee instead of hitting the "pause" key and getting it myself.Answering the phone when I was below 10,000' and breaking sterile flightdeck rule (thud).Wondering why I can't capture an ILS freq in at Memphis, trying hard to engage it in a PIC767. During the Virtual-NTSB press conference following my crash I discover that the radio data in FS2k2 didn't match PIC767 database freq for that runway.Reading AVSIM posts on plane accidents and having them "solved" by our "experts" :15 minutes after they occur(Ok, that was off topic). Having real-world flying buddies (10,000Hrs+) watch over my shoulder as I say "Watch this" then crashing as I demo something trivial like showing them gear retract animation after take-off only to have the jet settle back on the runway. (Gee, you think that is why we say "Positive rate, gear up?")etc, etc, etcTimothy

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Passing 2500ft comming in to land in Barbados I was setting up for an ILS and all of a sudden my engine quit. I attempted a resart but no joy. I ended up ditching in the water about 2 miles short. Then I relized I had left my mixture set to lean when I descended from cruise altitude of 12000ft. Ooops!Ken

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I hit the spoiler key accidently on my PIC 767. At FL 350 I started to slow down, Luckily the Radar Contact controller allowed me to decend. Took about 20000 feet to figure it out. But we lived.JimCYWG

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Just last night I was taking my 2nd flight ever in the Cessna 208B, about halfway through the flight I was thinking man this is a slow plane, must have some strong headwinds... realized I never retracted my flaps after takeoff. I've never done a gear up in FS2002, but I did come close once, realized this at MDA. Close one!-------------Michael T."The one fellow who is really broke in the air is the one who is out of both altitude and airspeed" (Wolfgang Langewieche, Stick and Rudder)

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What I also did several times was not to switch back to NAV tracking (instead of GPS) on approach to my destination airport, and then to wonder why the plane would not lock on to the ILS :-shy ...

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I was approaching Block Island (KBID) in a Cessna (I think I was flying FS95) and a bit concerned since I knew it had no ILS and I had not done too many VFR approaches. I had worked out an altitude against distance to go chart so I thought I might be in with a chance. What I did not allow for was a side wind. I made a small adjustment to allow for it, but it seemed to get stronger. Another adjustment was made and the side wind grew yet stronger. Determined to get the better of this unwanted and unspecified side wind that had put in such an unwelcome appearance, I made a strenuous effort to compensate. If I had to touch down at 45 degrees to the runway, then so be it.I lost control of the aircraft and as I headed irrevocably towards the drink I realised all too late why the wind had managed to foul up my otherwise well planned approach. During the alignment manoeuvre I had looked out of a forward side window, checked my altitude against my descent chart and was so preoccupied with the VFR approach, I forgot to change to the direct forward view. When I thought I was aligned therefore I was flying at 45 degrees and the more I struggled with the

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I struggled for over two hours in Real Weather imposed IFR (Zero Vis)in the FSD Cheyenne. It was late, I was tired and I needed to land. Determined that I was gonna' see this through (as one would have to in real life) I found a suitable airport and made a very difficult and nail-biting ILS landing through treacherous mountains. Put down beautifully soft on the tarmac and was absolutely smug with my achievement. I taxied to a standstill but was unhappy with my parked position in the fog... Applying a bit of throttle, I rolled down a hill and into a lake...AFOX. (And there's more where that came from...)

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After a grueling flight from KDFW to PHNL, I forgot to lower the landing ear. Thankfully I saved the flight before my final approach. This was back in the old FS98 days.Brent

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Like just about everyone else, I've landed with the gear up .....Now, being far too honest for my own good I have to admit to thinking that at 2230 I could just get a short hop in to get some flight time. Fatal ! Take off's no problem, but once in cruise the drone of the engines puts me into a doze - and if I'm lucky I'll resurface before diving into the ground !Must be getting old !

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As has everybody else, I've landed with the gear in the same "fully upright and locked position" as my passengers' tray tables and seat backs.As to the others, I'm not sure which is worse, so...1> Back in the days before I decided to hand fly everything until at least 10000' (and now to FL180), I set my vertical speed (not my altitude) as 7000. For some reason, a 767 will stall at that kind of a nose-up attitude. Go figure.2> On my previous landing, I'd manually deployed the spoilers and forgot to retract them. After a half-a$$ed (and as my dad says, do something half-a$$ and you'll look like a total one) preflight, went thundering down the runway with the spoilers up. Took every inch of runway, barely got off the ground, and couldn't get more than about 500 fpm of climb at "If I give her any more, she'll blow, Captain" throttle before I noticed the position of the spoilers.3> Flew about 2/3 of the way from Philadelphia to Boston before running out of fuel because I'd failed to retract the flaps and had to run the engines too hard to make a resonable speed. 'course, I suppose I'd have actually had better aerodynamics after the flaps got torn asunder by such speeds.And the one that got me my callsign of "Dart" many years ago....4> Let's just say that when you're flying combat sims that you should check your altitude BEFORE you invert and go for the split-s. A MiG-29 just won't get the nose around fast enough when you're only 500' AGL. After becoming a terrain feature, I was greeted by a chat window which congratulated me for becoming the world's most advanced and expensive lawn dart. Unfortunately the moniker stood.

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Stupidly editing an A330 to get superspoilers, fell the the ground faster than a dead seagull!!

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Ordering Flight Simulator 5 was quite definitely my dumbest ever FS pilot error.Chris Low,ENGLAND.

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1- Remember the last big Greek Fly-in? I was flying a Saudi Arabian Airlines MD-90 and I was on final approach and the tower has cleared me to land at LGAV. Everything was fine until it occured to me, when I was just less than a mile away from the runway threshold, that I didn't read the checklist and because of this I forgot to lower the landing gear! :-zhelp Instead of requesting a Go Around from the realtime ATC since the LGAV ATC was VERY busy, I used an emergency feature available only in Flight Simulator: The Pause button :-lol I paused the flight, lowered the gear, and then continued my short final and landed :-lol.2- A few days ago I was flying a Saudi Arabian Airlines 777-200ER from Jeddah to London and on short final to runway 9L at Heathrow, I paused the game to take a screenshot from the cockpit... Even though I held the joystick before un-pausing the game, the 777 nosed down into runway 9L after aaaaaaaaall that flight time :-mad I learned a tough lesson: NEVER do anything other than LANDING the plane in the landing phase, in other words I should comply with the "Sterile Cockpit" rule :-lolHappy landings,Asim Daffa :-kewlVP, Fleet - Senior First Officerwww.sv-virtual.com

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What a fun, entertaining thread - thanks for these stories. I must say that I think I have done most of these myself...bad news I know!My most spectacular Dumb Moment was the picture-perfect ILS into the old Kai Tak at HongKong in a 757. Everything "clicked" and I was spot on...little flare...ready on the reversers...settling in...radioalt. drifting down, down, down...SSCCRRRAAAAAAAAAPE! No gears!But actually this morning was a perfect example of my more typical FS Pilot blunder: Let me start by asking, "What in the world is a sterile cockpit?!?!?" I live in a house with two kids, pets, chores, TV, phone, (did I mention wife?) So here I am trying to shoot an early morning, foggy DME arc -> NDB approach in a 737. Well with the kids getting up and getting my lunch packed etc etc I got back to the cockpit to notice that I was about 1,000 ft too high at the MAP..."Go Around". Next time in I'm more careful but dang it, I can't get my airspeed to drop below 160 w/o having to flare my attitude up..Oh! lets get more than flaps 10! That helped only to cross the MAP with aural warnings...No Gear, "Go Around". Third time's a charm right? This time I'm going to touch every damned knob I can find to be sure that it's working and in position but "what the...." Half way through my DME arc I loose the NDB! "Forget this" I pull up and clean up and go into the holding pattern until I can figure out that in my eagerness to "check" everything I changed the ADF frequency. "Idiot!" Now I'm ready...slowing down, lights, flaps, gear, autobrake, VOR, NDB, arm spoilers,...."Honey, what time are you supposed to be at work today? It's 8 AM you know?" YIKES, only an hour late!!So, there I am, PAUSED on a 6 mile final just waiting for a better day.

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>lights, flaps, gear, autobrake, VOR, NDB, arm >"Honey, what time are you supposed to be at >work today? It's 8 AM you know?" YIKES, only an hour >late!! I start a flight before work and I'd better hope that I've got the day off... I admire your discipline for getting to work after all that!

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!!PAUSED on a 6 mile final!!Who needs sleep? "T'was the night before Thursday and all through the house, not a creature was stirring, not even my mouse ('cause I fly with my joystick/yoke thing)"So there it is, 23:15 last night and I finally got the 737 down and parked. Into bed by midnight...everyone's happy :-cool

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I took my 747 up in the sky for a flight to Narita Japan, and made out of EHAM a special departure, I kept 220kts and flaps 15..................and then I went to bed :-8 ......hehe when I woke up it was fling at FL32000 with 220kts.....so that was really slow with the flaps out!!! And I read some guys forgot the gear when they were on the approach....I've got several panels where a voice shouts LANDING GEAR, LANDING GEAR so I never have that problem :DBye,Evert

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