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Pilots have bad days just like the rest of us. The key divergence is that we aren't thousands of feet in a higher place the air, responsible for the lives of our passengers. While the captains in these stories will have you on the border of your seat, their passengers at the time were snacking on pretzels, none the wiser of the danger they were in.

When a Plane Lands on Pinnacle of Another Airplane

When I was getting my pilot's license, the airport I was training at had one of the oddest collisions I had ever heard of. On final approach (the final straightaway where planes come straight into land), 2 small planes at different altitudes collided mid-air while preparing to state on the same runway. The plane at the higher altitude actually landed perfectly on pinnacle of the lower plane. The teacher in the lower aeroplane was able to safely and successfully land his plane with the other plane sitting on tiptop of it. There has got to exist a one in a one thousand thousand run a risk of that happening successfully.

When Your Dad Is a Super Hero

My dad is a pilot and owns a Piper Saratoga seven-seater. We have exactly 7 people in our family, and as the kids (me included) grew up and weighed more, taking off for family trips became more and more precarious. In the later years, nosotros'd have to border upwards and clasp together in weird places so our weight would distribute in the right way, and even then, we'd chew up every human foot of runway in lodge to get off the ground. But none of this phased me — I had a child's blind trust that Daddy was a perfect god-like pilot.

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One fourth dimension, nosotros were flying south and went through some weird weather, and water ice began to build up. My mom and dad were in the cockpit, and me and my iv sisters were in the back. I woke upwards right as we landed, and I was told we were in Kentucky. We got a hotel room that nighttime, and I remember my dad getting some beverages and looking shaken.

When I got older, the story came out: The ice had built upward on the wings and eventually covered the window, making it and so my dad couldn't come across. It also was weighing the aeroplane downward so that nosotros were losing distance, and for some reason, it wasn't melting even as nosotros sank. We had to do an emergency landing, and there was an airport nearby, except now my dad couldn't Meet the runway to land the airplane. He had to circle around the pattern several times, missing the runway once, and then twice, losing distance each time. His tertiary and concluding try, he managed to expect through his little side window thingy that opens up and somehow landed. If he hadn't fabricated it that third time, we would have been done for. My mom told me that she didn't wake us because she wanted it to happen in our slumber, not in fear.

Shut Call, Iowa

My begetter was a corporate pilot and was flying over Iowa at about 12,000 anxiety when they flew into a downdraft. They lost control of the aeroplane and started losing distance fast. They fought for command of the aircraft for almost xv seconds and managed to regain it, at which indicate the altimeter read near 1100 to 1200 feet. They had lost 10,000 feet in about xv seconds. The part that freaked my dad out was something that he didn't recall near until a few minutes later on they regained control: The altimeter measures altitude at feet above body of water level. The footing in Iowa is around 800 to 900 feet above ocean level. That meant that when they regained control, they were only well-nigh 300 anxiety above the ground.

Do or Die Time

I was the aircraft commander on do with the fleet far from shore and started having bad tail rotor vibrations. We called in the emergency and went through our checklist procedures while turning back towards our transport. The bad vibrations continued, and past the book, I should have elected to ditch the helicopter — a CH-124 — in the potable as a state-immediately type of emergency. Really bad things happen to helicopters when yous don't have a tail rotor.

At that signal, we were already alongside the ship every bit they were finalizing prep for Emergency Stations. To the ship's credit, they annihilated the minimum time to get set up past one-half. Just shows how a real state of affairs puts folks into high gear compared to an exercise. Yet, nosotros even so did non have clearance to land. Information technology was literally practise or die time, though. I made the call to have the deck anyway. It worked out, and nosotros landed without further incident, but boy did the ship's captain tear a strip out of me for that after.

I distinctly call up shaking a off-white bit later on it was all said and done and the helicopter was shut down on deck. For the get-go fourth dimension, it occurred to me that I really had the fate of five crew members in my hands, and it was solely my call to put their lives in jeopardy by going out over the bounding main. Very interesting life experience for me to be sure!

If They Simply Knew

I fly 737s for a major airline. The scariest thing past far was doing the circling approach to land on a rails in Innsbruck, Austria. We do a lot of training for that drome. Basically, it's in the eye of a very tight valley with mountains ascent upwardly to 13,000 anxiety. It's very enervating, and we really require three pilots (rather than ii) to become as in that location is so much to take in. In that location are three different escape maneuvers if nosotros get into problem (as we can't out-climb the mountains), and if we were to lose an engine, it would be a bad day out.

Anyway, the circling arroyo takes u.s.a. VERY close to terrain on our left, and at the end, we basically accept to dive downward over ability lines on a ridge simply a few hundred feet beneath the shipping while turning onto short final approach. (Our conference material actually says that once you're clear of the power cables, y'all need to increment the charge per unit of descent to over 1000 feet per minute). When I flew the approach (only done information technology in one case) the winds were crazy and the aircraft was all over the identify, but somehow, we kept it stable and landed. When the shipping came to a stop, my center was literally pounding in my chest, and I was sweating profusely — not a practiced feeling. When disembarking, the passengers gave lots of good comments like "awesome approach" and "great landing" — if just they knew all iii of the pilots had just peed themselves!

Off a Cliff

Landing in Jersey (Britain). Jersey is a very short track, the shortest runway we state on by far, with one end leading over a cliff and into the sea. 737s tin but near state on it, but we are quite limited to certain weights and winds. We usually use max brakes and max thrust reverse. With a headwind, it is no big bargain, really, just it's never 100 percent comfortable. On one particular mean solar day, we had the maximum tailwind we were allowed to accept (meaning a longer landing altitude due to increased basis speed) at the maximum weight — correct on the limits. The captain floated the landing for only half a 2d simply still managed to touch down only inside the landing markers. I have never been so sure that nosotros would not stop in time — I idea nosotros would end upward in the sea. We just made it. The passengers in Bailiwick of jersey are used to braking hard, so they were none the wiser. It might sound dodgy, simply our functioning calculations were very precise, and information technology worked out okay.

Who Let the Dog Out?

During a one-hour flying, one guy suddenly felt something poking his elbow. He turned around, and there was a GERMAN SHEPHERD just standing at that place waving his tail and looking at both pilots. He somehow freed himself from the cage he was being carried in and just went to the cockpit. It was hot so that they had left the cockpit door open (of course they shouldn't have, but a lot of people do information technology) and the cargo was just behind the cockpit. The same guy a few months subsequently had a huge crocodile on board. That would be quite a twist if information technology had managed to free itself, too.

Don't Hitting the Snooze Button

A airplane pilot was flying a pocket-sized plane to Atlanta. He put the plane on autopilot — it keeps your plane on a straight path at the same distance — and fell asleep. He woke upwardly a few hours later on and saw water in every direction, so he radioed for help. He was over the Gulf of Mexico. They told him to make a left and caput for Florida. He ran out of gas and had to do an emergency water landing. The Declension Guard was waiting to scoop him out of the h2o later he landed, and the plane sank into the bottom of the gulf. True story.

I Should Merely Crash This Affair

I'm an airline transport pilot who flies a cargo aeroplane (twin engine piston, single airplane pilot). I picked a bad winter to fly in Florida — it was El-Something or La-Something. I started picking up moderate rim ice somewhere over Orlando and kept asking ATC for a lower distance. They finally let me down to their minimum vectoring distance, but it was no aid. I remember thinking to myself, I wonder if I should just crash this affair. At least information technology would be a controlled crash vs. an iced up stall. I ended upward making it, but I don't know how. Also, while flying cargo, I got stuck in a downdraft while on a location arroyo that I was unable to overcome with full power and nigh fifteen degrees olfactory organ upwards. I recovered at about 400 feet AGL. Insane.

Don't Forget to Tighten Every Screw

A gentlemen had only gotten his plane out of maintenance and was flying his family unit for vacation. Somewhere over the mountains, he started hearing some odd noises from his plane. A piston rod shot out of the top of the engine cowling, and oil splattered all over the windshield. Being unable to see, he constitute a spot on the windshield that the oil had not really covered. In that location was a hole on the side of the airplane, likewise, and every bit he's trying to figure out what to exercise, chunks of the engine are just falling out. "There goes a magazine, in that location goes a piston", etc. As it turns out, he was right above an aerodrome when information technology happened, and so he managed to state it, but he was lucky. At the rate the engine was falling out, his plane'due south balance would have been off pretty quickly, which would have inevitably resulted in a real bad situation. The maintenance guys repaired the plane at no cost … don't forget to tighten every spiral!

Taking a Joy Dive

I'm training in a glider 2-33A. The child in the back seat doesn't speak English or understand information technology. 1,200 anxiety, nearly to pull release. It goes off with no problem, and I beginning my ascending right-hand plough … but the olfactory organ continues to drop … I pull back on the control column to heighten the nose … no tension. I bank check forward and pull dorsum again … notwithstanding no tension. I started thinking, "Oh no, what happened to my lift?" I started to panic, every bit we were in a olfactory organ dive towards the basis at a k feet angle going just over 100mph. I made a panicked mayday phone call to the ground while frantically pulling on the command cavalcade. Next, at that place was a loud blindside like a shotgun went off in the back seat, and I instantly had tension again. I pulled out of dive and landed the glider.

My confront was white as a ghost and I expect back at the passenger to run across if he was fine. He had the biggest smiling on his face and yelled out a large woohoo! I merely nearly peed myself, and he'd had the fourth dimension of his life. He thought the dive was function of the flight. I had maintenance check the glider, and they said there was naught wrong … okay maintenance … okay.

Polish Operator

300-hour private airplane pilot here. Took a girl on a date in my 1957 straight tail 182 at night to see the lights of the city and to fly over her house, you know, the usual stuff. Nosotros were out for nearly 40 min and decided to return to the airport. At this point, it had been dark for about an hour, and so there was no horizon to reference. As I got the lights turned on at the airport, I started my landing checklist and got to the function about the landing light. I pulled the button, and … nothing. Checked the circuit breaker, wasn't popped. Tried the button again … nothing.

Well, this will be fun. My date had no idea what was going on, and I wasn't going to clue her in. I turned the rail lights up to total and headed in. As I got to curt final, I kept the track lights in my peripherals and flared about where I idea the runway would be. Softest …. landing … ever. No ground-event, three-point landing … nothing. One of the best landings I've ever had, and the date was none the wiser. She had a smashing time!

When Your Passenger Doesn't Accept His Headset On

Student airplane pilot here. A friend of mine decided to tag along during one of my lessons and offered to pay the extra accuse for renting a four-seater airplane instead of a two-seater. While the four-seater was much easier to go along steady, it was a pain to practise the maneuvers in. It felt so heavy just trying to move it around.

Simply a few minutes into the lesson, I had to pull up, as I was getting also depression and the restricted airspace above me increased in altitude limits as well. Nevertheless, I pulled upward too much, and the plane stalled. It then went into a nosedive with the engine nevertheless roaring and accelerating our fall. For the commencement time in my life, I seriously thought I was going to die. My flight instructor yelled "PULL Up," and we both pulled up. I think he may take washed something else as well, simply I'm not sure what. I wasn't that far into my lessons notwithstanding. I was pretty shaken up later that and couldn't properly practice the lesson.

Later we landed, I found out that my friend had his headphones turned off the whole time and didn't hear the whole thing. He also idea that we were just practicing some special maneuver.

That Was a Close One

I had a friend who was really interested in flying just never really had the opportunity. So one year for his birthday, my dad offered to take us all upwardly in his plane (minor prop). The liftoff capacity was ~600lbs, and all iii of us together were simply under that, but we should accept still been fine.

Anyhow, on take off, I noticed we were upwardly to speed, and the end of the runway was getting awfully close, but we were not exactly what y'all might telephone call airborne. Dad started pulling dorsum on the stick more than and more, and right as I felt us start to take hold of air, I heard the stall cablegram get off.

At that point, I'm pretty sure my friend had no inkling what the buzzer was or what it meant, only I was mentally going through the checklist of what to do when nosotros hit the pino trees at the terminate of the runway. By some miracle, nosotros barely cleared the trees past mere feet, cablegram going off the unabridged time, up until nosotros got up high enough where nosotros weren't trying to climb so fast.

We waited until the flight was over to fill up my friend in on what just happened. Can't imagine why he hasn't asked to go back up since.

Developed Beverages Needed

I'm simply a private pilot, and so no (non-aviation) passengers yet. My scariest so far was a wind shear event while turning terminal (the last plough to align with the runway) at KGKJ, Port Meadville Airdrome, in Pennsylvania.

The wind was gusty and varying in its direction but was mostly down the rail, and so we (my instructor and I) decided to at least attempt a landing. The airport was on peak of a rather tall hill, and on the side by side hill was a cluster of very alpine (>600′) radio towers. The towers necessitated a 'short final' if the current of air was just correct, significant yous'd have to plough in line with the runway closer to it than you might usually, and considering of terrain, that can mean a somewhat steep descent to the rails.

So, we turned in line with the rail, directly over the valley between the hill with the airdrome and the loma with the radio towers. In the case of wind blowing over hills and mountains, you lot can go what'southward called a 'roller' over the valley. This is a big horizontally rotating air current that sits in the valley. The motion looks a chip similar a tire turning while stuck in a rut. Normally, in smaller mountains and hills like what is effectually Meadville, they're adequately balmy, only the wind was merely right for this one, and it had some teeth.

As near every bit we can effigy, we flew into the downwardly motion of the roller just every bit the wind shifted abruptly from a headwind to nearly a 90-degree crosswind. This not but applied downward force on the shipping simply also stole some of our frontward airspeed, with the wind not contributing to the airflow over the wings anymore. The shipping dropped very suddenly, nearly 100 feet (we were only about 500 feet above the hillside) and rolled to about a thirty-degree right banking company. The motion was violent enough that my teacher hit his head on the window from the jolt.

Needless to say, nosotros aborted the landing, climbed to 3,000 feet and went home. So nosotros went out and had several adult beverages.

Don't Ignore the Warnings

Commercial helicopter pilot here. While flying tourists around in a JetRanger, I heard a funny whining noise (over all the other whining noises), but all the temps and pressures looked proficient. No alarm lights. I decided to cut the flight short anyhow. I landed and the passengers disembarked, and during my ii-minute engine cool down, all hell broke loose with hectic grinding noises. I killed the engine, and every bit I opened the door I only saw a massive pool of transmission oil on the basis under the shipping.

Turns out the freewheeling unit went bad, and later on, the manual oil got pumped out through it. It was a maintenance fault that occurred during installation.

Remember. kids: Trivial-whining noises can be warnings of bigger things to come. Don't ignore them!

Luck of the Irish

Taking off from Dublin, I had a full musical instrument failure at the rotation. We declared pan-pan and held over the body of water, trying to sort it out, but as information technology deteriorated further, we decided to shoot for a directly-in approach (can't remember the active runway right now). It was pretty tense up front for those xx minutes. We likewise briefed the cabin crew. The 167 SLF (cocky-loading freight) in the back were blissfully oblivious that nosotros had all the instrumentation of a broken down Cessna at that indicate. Simply one time we landed, we told them what happened, and at that place was not a single complaint. You've got to love the Irish.

Bumps Alee

I was crewing 1 of the first planes into Nassau later on Hurricane Sandy ran through. Lowest pressure level I had ever seen at 29.30 on the ground. (Standard atmosphere is 29.92, and it rarely deviates more than .iii from that unless yous are in some serious weather.) I take never been in air current like that. Station was reporting 25 knots gusting to 30 something. The last time I looked inside was about 200 anxiety, and winds were something like 50 knots (GPS readout). The winds too favored a rail that did not take a straight-in instrument approach, so nosotros had to fly an approach to a perpendicular runway and circle at about 700 feet (not like shooting fish in a barrel with 50 knots of crosswind).

Resulted in ane of the hardest landings (the helm was flying) I have ever experienced. During the landing flare, we were all over the place. Came close to calling the go-effectually a few times, and I can say that was the most afraid I take ever been in an aeroplane. I'm sure the passengers had an idea of what was going on considering how crude the approach was.

When You lot're Thinking of Your Funeral, You Know It's Bad

I was renting a 152 for a pretty cheap price, and about five minutes after takeoff, the oil temps were in the carmine. I nosed over to get some air in the engine, and out of nowhere, the whole engine caught burn down. At this fourth dimension, I was still very near to the airport, and so I declared an emergency and landed straight away. Fifty-fifty though the flames were scary, the part that really hit home was being asked past ATC how many people there were on the plane but while I was on short final. I figured at that point that I wasn't going to take an open casket after I crashed.

Words You Never Want to Hear From Your Captain

Well, the passengers knew well-nigh it, but it happened while in Philadelphia. The standard separation between airliners is around five miles, and I was watching the preceding traffic on our Multi-Function Display every bit ATC vectored united states of america behind him. Being a good picayune Boy Sentinel, I decided to cheat a little and slow the airplane an extra five knots simply to let him get further in forepart of us and go along us out of his wake. Picayune did I know that on that 24-hour interval, with the current of air exactly where information technology was, I found exactly the wrong part of the sky to be in.

Just as I rolled the wings level and joined the approach, my helm looked up and said, "Oh my God."

The clouds in front end of us twisted into a sideways tornado. We were flying directly into the wake of a 757. For a good 10 or 12 seconds (which seemed similar an eternity), the airplane was rolling from right to left and dorsum once again, up to about lxx degrees, and I couldn't counteract it with full control deflection. As suddenly as information technology started, it stopped. We landed normally and everything was fine.

We discussed the severity of the wake turbulence come across and contacted maintenance for an airframe inspection. The maintenance manuals independent graphs which allowed them to compare things similar airspeed, banking concern bending, altitude, temperature and pressure level to determine the actual load placed on the aircraft. The numbers they came up with were confirmed by the flight data computers. No damage had been done, other than to the fretfulness of more one passenger.

Shipping don't incorporate any instrumentation which will give us the exact location of the wake from another shipping. We utilise standard separation and best practices to avoid being in the places where information technology is most probable to be, merely there are times when nosotros are not successful at predicting it. That was one of those times.

An Oil Spill Tin can Never Be Expert

I was out aerial filming terminal summer. We had a olfactory organ-mounted camera on the helicopter with an operator seated next to me and a producer in the back seat. We spent about four hours flight low level (all under 500 anxiety AGL/ASL and most under 100 feet) over the North Atlantic filming the coastline, birds and all that expert stuff.

On short final for the hangar, I noticed the oil force per unit area starting to fluctuate. I connected on in and landed without incident. When I got out, I noticed a rather large pool of oil on the ground. I helped the camera operator and producer out of the machine and stayed betwixt them and the hangar while chatting to them so they would keep their eyes in the opposite management of the growing slick.

The helicopter lost 3/4 of its engine oil in about 1 infinitesimal, and the passengers were never the wiser.

When Everyone Gets Quiet

I was finishing up on my musical instrument rating while flight to Willow Run, Michigan (KYIP). The tower there kept reporting that the winds were fluctuating and changing runways on me (yous state into the current of air). Eventually, we settled on 1. The approach was rather gusty but pretty much down the pipage. In one case we hitting virtually 500 feet off the ground, the winds were swirling around the plane. Y'all could feel it, and our airspeed was fluctuating upwardly xv knots and downwardly 15 knots. (15 knots slow on your final arroyo speed is pretty significant.) I'k holding five knots in a higher place normal approach speed, and ane second later, the stall horn was on. It was a fleck frightening.

My flight instructor's girlfriend was in the back and had no idea that both he and I nearly peed our pants. Afterwards we landed, she asked, "Why are you guys so quiet?"

Get Out the Barf Numberless

I'1000 a regional airline send pilot who flies a fifty-seat Embraer. I was flying in the Northeast United States during a particularly severe NorEaster. The millibars were stacked and then tight, you lot'd retrieve yous were looking at the rings of an erstwhile sequoia. The flight was curt, well-nigh 50 minutes or so, only the ride was miserable. Solid IFR conditions from about 500 feet to FL300. We never got out of the conditions. Heavy rain, the wind so bad you could hear it buffeting the fuselage while at cruise. The turbulence was severe chop or worse from 15,000 feet to the surface. The autopilot was unable to keep up and failed somewhere over New York. Upon landing in the New York expanse, the tower controller asked me, "How was the ride?" I just laughed. The turbulence was so bad my eyeballs couldn't focus on the instruments. Everyone on board had thrown upwards.

Dump Truck Ahead

Private pilot here. I've just been scared once in an aeroplane. Flying into Clarksville, VA, we were well-nigh to affect downwardly when a large dump truck decided to lumber out onto the track in front of usa!

Not All Silence Is Gilt

I fly a 767 for a medium sized charter/cargo company. I've been rather fortunate to non have whatsoever major systems failures in my viii years of professional piloting. Even so, I did take an interesting event a few years ago flying an Embraer 145 (50-seat regional jet).

Shortly after takeoff, nosotros were struck past lightning with the simultaneous boom of thunder. After a quick musical instrument check, the aircraft was performing normally, and neither myself nor my get-go officer actually saw the lightning strike the airplane, so we continued the flying.

Later virtually 10 or and then minutes of silence on the radio, nosotros chosen Air Traffic Control (ATC) to ask if they had forgotten to modify us to the next frequency. Expressionless SILENCE. Later on a couple more attempts, we changed to the secondary radio to find that ATC had been trying to reach usa all forth. The lightning bolt had entered through the olfactory organ and exited through the number one radio antenna, burning it severely and breaking information technology into pieces. The aircraft was grounded upon arrival until a replacement antenna could exist found.

Not an altogether scary story, as the aircraft was equipped with systems in place to counter the effects of a lightning strike, but the few minutes of radio silence was less than comfortable. Fly safely my friends, and if your dream is to fly, don't give up. Information technology'due south the best job I could ever imagine.

No Wing Zone

My dad's a individual pilot, and nosotros live in Florida. We were going to see family on the reverse coast (eastward to west), and he decided he wanted to fly over there. Well, we did, and we were not in any danger, but he did intermission a serious flight law or something like that. We ended up flying right over Disney World, which is a major no-fly zone. I guess he didn't check his flight path, and we didn't know until we saw the Epcot brawl beneath us. It was a pretty interesting flight, to say the least.

Everything Is Fine, Right?

I'one thousand a private airplane pilot with a small plane. I damaged a wing during a hard landing after a heavy crosswind gust, and I started the become-around without realizing what had happened. I got in the air, realized I had damage since a few feet off the ground, was unable to climb fast enough to avoid rising terrain and crashed into the airport purlieus fence. The passenger had no thought anything was bad until the final few seconds.

Anyone Home?

Commercial airplane pilot here. One fourth dimension I got no response from the approaching control at Dulles Airport for five full minutes. At the same time, I started hearing the song from the moving-picture show Die Hard playing in my head. It was the scariest thing that ever happened in my flying career.

What a Bad Landing

Not a pilot, just a loadmaster — the person responsible for overseeing the loading of cargo and passengers. While stationed at Dover, we had a C-five crash. Split at the nose. The passengers and loadmasters in the back had no idea they'd crashed. They were on mic complaining well-nigh the bumpy landing.

Don't Forget the Oil

I was in grooming — no passengers — in a Cessna 172. We had the oil force per unit area only drib on take off. We were too far downward the runway to end, so we had to get airborne. We immediately circled, alleged an emergency and came in for a landing. On last the engine died, forcing a dead stick landing. But my 3rd flying.

Photograph past Dominik Scythe on Unsplash

Never did detect out what caused it. Just I noticed oil pouring out of the compartment when we landed.