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Deadheading back from Bermuda in a Learjet 35. The airport closed as we lifted off in pitch blackness. The climb was smooth and we leveled off at 41,000 ft on a moonless night and settled in for a comfortable trip home. We were 400 miles out to sea, when suddenly the MASTER WARNING LIGHT comes ON.
We reset the MASTER WARNING light, no other annunciator lights were On. There was no checklist for an isolated MASTR WARNING light. We check all systems that would trigger a MASTER WARNING and all appeared normal. We determined that this was a spurious warning. The next day maintenance confirmed a ‘glitch’ in the MASTER WARNING system. Our training enabled us to turn a potentially dangerous event into a non-event.
We were descending into Eagle, Colorado in a Citation III and picked up almost an inch of wet slushy ice in less than 5 minutes. We could not descend to our assigned altitude and keep the power up to de-ice the airplane.
We extended the spoilers & speedbrake, kept the power at 60%, which is the minimum needed for de-ice and let our speed increase to get to our altitude. When we intercepted the localizer, the temperature went up & the ice quickly melted away. By pulling the power back to idle, we were able to slow to approach speed before touchdown. Our training enabled us to turn a potentially dangerous event into a non-event.
We were flying at 41,000 ft in a Learjet 35 and the CABIN DOOR light comes ON.
We put on our oxygen masks, ran the checklist, and had all passengers move away from the door. 10 minutes later the light went out with no further problems. Our training enabled us to turn a potentially dangerous event into a non-event.
On takeoff roll in a Citation SII, the CABN DOOR light came On.
We aborted the takeoff, taxied back to the ramp, and locked the nose compartment door. We then taxied back for takeoff. Our training enabled us to turn a potentially dangerous event into a non-event.
Prior to takeoff from Nassau in a Learjet 35, the lineman put 200 gallons more fuel in than requested and no equipment was available to defuel it. This would put us overweight for our landing in Ft Pierce for Customs.
Our choices were to dump fuel over the ocean, fly around for an hour, or do an overweight landing. We did an overweight landing and had maintenance do an overweight landing check. Our training enabled us to turn a potentially dangerous event into a non-event.
A major celebrity wanted to take 7 friends from Santa Monica to Sedona, Az in a Learjet 35. The runway is 5,000 ft long at 5,000 ft elevation. The runway was not long enough for landing & takeoff.
By flying in with minimum fuel in the cooler temperatures in the evening, we could make it, but had to stop on the return leg for fuel.
Our training enabled us to turn a potentially dangerous event into a non-event.
Were flying 8 fans to the Sugar Bowl in a Citation II, the arrival airport was still closed with fog when we had to depart.
We made sure that we had sufficient fuel to reach an open alternate airport, in case our destination did not open up. By the time we got to our destination, the airport was above minimums so we could land. Our training enabled us to turn a potentially dangerous event into a non-event.
We were flying the CEO to Wyoming, the runway was reported as containing black ice.
We calculated the additional required runway length and it was adequate. The runway had patchy ice, but more than enough length. Our training enabled us to turn a potentially dangerous event into a non-event.
After taking off in a Citation V, at 800 ft the autopilot disconnected and our airplane suddenly rolled right 45 degrees.
We realized that an airliner had taken off in front of us on a crossing runway and we had flown through the airliner’s wake turbulence. We maintained wings level for the 2 seconds required to fly through it. Our training enabled us to turn a potentially dangerous event into a non-event.
During a takeoff roll in a Learjet 35 after V1, the left engine fuel flow gauge started to wildly fluctuate.
We continued the takeoff, came around the pattern and landed, we got another aircraft and resumed the flight. Our training enabled us to turn a potentially dangerous event into a non-event.
Prior to start-up, the boss showed up with 2 extra passengers, and that put us over takeoff weight. If we de-fueled, we would have to make a fuel stop.
Using the threat of a fuel stop, we convinced the passengers to leave behind unnecessary cargo to get down to takeoff weight. Our training enabled us to turn a potentially dangerous event into a non-event.
We were descending though the clouds and heard a very loud banging noise outside the right aft fuselage.
We realized that the anti-ice system was causing ice to shed from the inboard wing and was being ingested into the right engine. The engine was operating normally and checked out fine after landing. Our training enabled us to turn a potentially dangerous event into a non-event.
