I have only had one dealing with the FAA. That was when I ran out of gas about three years ago. And the reason I ran out was that when fueling the plane my cell phone rang and because of the distraction I failed to put on the fuel cap.

Was on an IFR plan on top at 10K and my wife on two ocations said that she smelled gasoline but I said no I just spilled some on my pants. Finally realized my mistake and told Seatle Control that I was making a 180 to head back to Medford. They told me to go down to 9000 and did I want to declare an emergency. I said no to the 9000 cus I did not want to give away 1000 ft and they said that in that direction 10K was not the correct altitude. I said that giving away 1000 ft was like loaning money to your kids and to live with it and it was an emergency in the making.

The left cap was off so I switched to the right tank (previously was on both) and just headed strait for Medford. Went for a about half an hour and all went quiet. Switched to the left tank and re lit the fire. Still solid clouds below with rocks and trees below that.

Got handed over to Cascade approach and they advised 9000. Gave them the same answer. Could just see up ahead that the clouds were broken over Rogue Valley and that was a relief. Cascade advised me of a private strip at the north end of the valley and I spotted that and what a relief.

Then was handed to Medford tower and was advised I was #1 and to start a decent. I said that I really liked 10K and that I knew that I could always loose altitude if necessary. Just as I got the airport in sight between broken clouds, I pushed the nose down a bit and the fire went out in the boiler.

Slowed the plane to 90 mph and with the wind at my back I knew I would make MFR. After about 30 seconds I realized that I would over shoot by a little so put on 10 deg flaps then 20 then 30 and then 40 as I crossed the threshold at about 400 ft agl.

Did a good dead stick and coasted off the runway at the next available intersection and they reopened the airport. The guys in the silver suits were there to meet us. The 182B has 63 with 60 usable in level flight. We put in 61.2 and with that new knowlege I still do not plan for that.

After the fill up, giving my name and phone number to the man in charge, and a trip to the bathroom we were on our way again.

Three days later I got a call. I bassicly told the Fed the same thing that I just related here and he said that it was ogbvious that I did two things wrong. First I should not have answered the cell phone and Second I should have listed to my wife. He also said that he listend to the tape of me and various controlers and that I did everything right after I realized that the cap was off. He said I was right in telling the controler that I really liked 10,000 ft. He even comented about the loaning of money to your kids.

I asked where does it go from here and he said, no damage, no injury so just fly safe and do not answer tht phone during pre flight or fueling.

He was speaking at a Wings event the following weekend and could he use my name and story and I just said sent my royalties to the NRA.

The first thing on my pre flight check list is to put the phone on the front seat of the plane. The Fed that I talked to was just a really nice guy and I am not sure what he could have done had he wanted to be an AH.

Sorry about the long post but that is waht it took.

Tim

Thanks for sharing, Tim. I have learned a few things from that post that I will not soon forget. Good lesson here.

My buddy ran his P337 into the mud last Feb. The controller asked him to expedite his exit from the runway on rollout. He complied, but having too much energy and smallish brakes, he ran right thru the turnoff. Sunk into some mud, his prop struck a rock, teardown, overhaul........the whole enchilada.

He said he thought you could get in trouble by saying "unable".

That 1,000 feet was important for you.

Without that 1000 ft, I would have had to try to make that small stip at the end of Rogue Valley instead of MFR's 8800 ft.

Remember no matter what they say, you are in comand of your plane. Controlers are a huge help and are almost always right, but not always.

Tim

qmdv wrote:Remember no matter what they say, you are in comand of your plane.

Kind of gets to the theme of the more heated threads....

YOU are in charge in charge of your own airplane, especially when there's a problem, not someone talking to you on a radio or lurking on the ground. Just don't be abusing that emergency power, lest you put someone else in jeopardy.

Listened to guy declare an emergency one day up in Kotz in marginal weather, yelling on the radio that he'd "Lost Power" and to clear the zone as he was coming in. We all scattered like quail to our usual hold spots, and listened as Capt. America come roaring in, disrupting the whole choreographed routine we all lived by.

Turns out his loss of power was a busted alternator belt, and the ammeter was showing a discharge. What an asshole.

Gump

That was a great write-up Tim! Great job deciding to keep the altitude you had when you had it!