Engine Failure IMC over the Mountains
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- čas přidán 30. 12. 2020
- FLyWire takes a look at a Succesfull Engine out situation in IMC over the mountains. Very exciting and a lot of good lessons learned to flesh out our engine out plan if it happens to us.
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FlyWire is about exploring flight and the freedom this incredible experience brings us on a personal level. Flying has always captured the imagination and excitement of living life to its fullest. Hi, I'm Scott Perdue. In a former life I flew the F-4 and F-15E, more recently I retired from a major airline. I've written for several aviation magazines over the years, was a consultant for RAND, the USAF, Navy, NASA as well as few others, wrote a military thriller- 'Pale Moon Rising' (still on Kindle). But mostly I like flying, or teaching flying. Some of the most fun I had was with Tom Gresham on a TV show called 'Wings to Adventure". We flew lots of different airplanes all over the country. Now with FlyWire I want to showcase the fun in flying, share the joy and freedom of flight and explore the world with you. Make sure you subscribe if you want to go along for the ride!
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I’m a professional pilot. 7,000+ hours in the corporate game.
You’ve done an outstanding job on this video. This will save lives my friend. Thank you for this.
I am a student pilot with 33 hours and I approve this message.
@@SafakSahin I am a Flying Spaghetti Monster with 2 hours of flight time and I approve this message.
I bought a brand new tail dragger bush plane , have no license or fight time , am not making this up... and I approve this message
I have 24 undocumented hours split between a 172, Piper Cub, and Twin Comanche, with absolutely no paperwork to prove that I approve this message.
@@superskullmaster But my shirt is covered now with Bolognese sauce. Don't fly your downwinds over France, please.
one thing that stuck in my mind that applies to a lot of owner/pilots: stop trying to save the PLANE once the fan stops, it belongs to the insurance company!
Agree. This scenario is THE reason to carry hull insurance. When an engine fails or any other emergency occurs that hull policy frees us to focus on our only priority- landing the aircraft with least risk of injury or death to pilot, passengers (and often overlooked... people on the ground).
Did you actually think that one through ... Isn't once the fan stops saving the plane without a scratch the most likely scenario that leaves you without a scratch ... Your realise your actually in the plane right .. The most extreme efforts you make to save the plane will be the best result for you ...
@@markdoan1472 Agreed, however the problem is, people become obsessed with trying to find the perfect landing spot that they try to stretch a glide and stall/spin/die!
It's is,of course, best to be able to live happily ever after with your life AND your plane intact, but killing yourself in an effort to "save the plane" is really not the goal here.
@@billbrisson So I am exactly right and your statement diametrically wrong .. without a whole plane chute your entire efforts are to save the plane without a scratch .. If anyone assumed stall spin was part of that effort they dont understand plain English or the goal .. they cloud their mind with clever sounding anecdotes and make false statements without thinking what the end game is ... If you stay in the plane your singular goal is to save the plane without a scratch .. the fact your butt is in this plane determines this ... Stalling and killing yourself is quite the opposite of this and I truly wish people would perhaps assume everyone is not galacticly stupid and gets this .. As an unlimited contest RC competitor I have taught countless pilots with liscences ..some commercial and about half of them should never be a pilot in command of a real airplane .... their reflexes are too slow to respond to engine outs or control surface failures ... they just dont have that instant half second response time to push and not stall ... This is why I have problems flying with average pilots .. most of them should never have become one .. You cant teach this .. and stall spins will forever continue because most pilots are slow and stupid .. you cant change that
@@markdoan1472 ok... I'll type this slow so you can understand.... if you pass up a field with a dead stick aircraft that may scratch the paint and stall and spin trying to stretch the glide to a better landing sight beyond the capabilities of the plane, you are not going to have a good day.
This may go against you vast experience flying toy airplanes, but when your ass is actually in the plane, you have a little more "skin in the game" as it were.
BTW I am only slightly mocking your RC experience, I myself have an extensive fleet of RC aircraft, from indoor foamies, EDF's, float planes, up to 1/4 scale Gasser warbirds (1/4 scale Yak3, giant scale FW190, P51, Stuka..and everything in between.etc etc (50+)) and as a RC pilot the goal is always to minimize the damage to the plane, but that is mainly because your ass is not in it!
wile I will agree, a deadstick landing that does not hurt the plane is not likely to harm the occupants, a controlled off field landing is better than a stall and spin trying to get to a field or runway out of reach.
that's the only point I am trying to make.
don't die trying to save the plane from damage... they make em' every day
"Never give up. Never surrender" Galaxy Quest.
Never give up on your goal to purchasing a twin engine, these single engine failures on continental engines, especially on Cirrus are so frequent it’s scary as hell.
@@tropicthndr you’re assuming GA pilots flying twins are less likely to crash. I believe the accident rates are similar.
I’m from the area and he was in a tough spot. Nothing but trees all around him. So happy that this story ended with living pilot for a change.
I couldn't imagine being in IMC with the terrain that you speak of with total engine failure, he did a great job.
This is one reason why I am a believer in synthetic vision in today's glass panels. Glide distance ring and seeing through the soup greatly reduce pilot workload. This is one of the best examples I've seen for ATC training. Thank you for this video! I hope every controller, and pilot, watches it!
"Fly the airplane as far through the crash as possible" - R.A. "Bob" Hoover.
I'm not even a pilot, but this resonates with me to the core.
As a controller and CFI who is currently building a training course for controllers, this video is absolutely fantastic for both pilots and controllers. The training course is in draft form, and while I'm not at liberty to share the draft course publicly, I can say that I have already recorded a similar video for controllers that is very similar. (Scott, I'll share the link with you privately). I will attach the link to this video as part of the course, for controllers to watch. Scott -- controllers will hear your advice. Keep it coming please.
Thanks Dean! I appreciate that.
So glad you are still working on that controller advice Dean (thought of you as I watched this). You can see how vital the controller was in this situation.
Great analysis. So much to think about in real time. Learn, learn and be aware.
Roji
This is where a certified aircraft seem to do better at absorbing crashes then experimental. There is some design effort into absorbing crashes keeping the cabin intact.
Bob Hover I think “fly into the crash As far as possible”.
Great post and analysis. Thank you.
Bonus points Simon!
Dang I was too late. Mr. Robert A " Bob" Hoover had a lot of experience to help develop that wise axiom. Let's all learn from the wisdom gleamed from his and others experiences before we have to learn the hard way.
That was then ... todays advice were he around would be pull the red T handle , whince as the explosion behind your head tears off the roof panel and the rocket rips that chute skyward ...then enjoy the ride down plane and all under the canopy .. turn your emergency locaters on, both the one in your plane and the one on your handheld Garmen GPS radio ... Step out of the plane after it hits the ground .. go for a nice little hike around the crash site ... not too far ... call your wife on your satellite radio ... perhaps make dinner plans with her that evening as you wait near your plane ... crack a soda .. eat a snack .... Whats that you say ...no red T handle !!! Then stare at your splintered bones protruding from your body as you burn to death ...
@@markdoan1472 oh my god that last part is morbid as fuck.
As a truck driver and trainer I had similar advice for people. If you are going to crash, you drive the truck until you're unconscious or stopped.
I heared someone once say .."use you plane as your survival capsule", and this accident is a clear exaple aswell.
Hi Scott. I really enjoyed this episode. I live in the Seattle area, and western Washington being heavily forested, most roads are impossible to see, even in extreme VFR, unless you are directly above them. For this reason, I also bring along my Garmin truckers GPS, that shows where all these roads are. It is accurate enough, to even show which lane I am in while driving down I-5. Flying a single myself, this could be a life saver, if I ever find myself dead stick over unforgiving terrain.
CD, now that is a good idea! Maybe it needs to be in the iPad Apps!
Neat idea
“Never give, never surrender”-> Galaxy Quest! Great commentary. Thanks!
Great video Scott. “Fly the airplane as far into the crash as you can “ Keeping pilots, and the memory of the great RA Bob Hoover alive!
Thanks! And Hoover gave great advice!
Looking at the damage to that aircraft wedged into those trees, it is understandable why the pilot isn’t ready to talk about it. Must have been one hell of a ride and frankly i’m not so sure i could fly again after experiencing something like that. Glad you made it bud!!
"i’m not so sure i could fly again after experiencing something like that" If you are a prepared pilot, you have to concider things like that can happen to you every time you fly. If this preperation is not preventing you from flying, than you would do it again after you experienced it or you don't spend enough time thinking about what could get wrong at the moment.
@@friendlyreptile9931 are you a pilot? Do you fly regularly? Have you experienced a accident such as this?
Unless you can say yes to all 3 questions you have no business telling a survivor of a crash how he should think.
He has earned the right to have his opinion and respect it.
@@johnrabourn5325 You missed the point in my comment so maybe read it again. I wrote that you have to concider that bad things can happen or you should maybe not fly. Airline pilots brief for emergencys before every takeoff so in case they know what to do. I see what you did there with your questions but it failed.
@@friendlyreptile9931 you have chosen to push your opinions and beliefs on to someone who survived a accident. Feel better?
You know he didn't have a plan I place for an emergency?
Everyone who flys knows something back can happen at any time. The experience outways the risk or we wouldn't fly.
You didn't answer my question.
Are you a pilot? Have you had a accident like this fellow did and survived?
@@johnrabourn5325 Whats wrong with you? Is there a crack in your Vinyl? Learn to understand what you read instead of interpreting BS into it :D
Who else has noticed that at the ending of Scott's videos there is the shot of a F-15 in a turn but the sound of a prop engine? Who else thinks that was done on purpose for a little humor? Its always a treat when a new video comes out .
Shades of the movie Airplane... good catch
Yeah, humor indeed. I used to fly the F-15, loved it and now I'm flying the F33C and love it. Can't fly fighters forever. The engine sound is from the F33C;) Great catch!
@@FlyWirescottperdue Thank you so much. I think it would be great if you could tell us the location the pilot was in, and if possible the tops and bases of the weather, so we could set these scenarios up in our flight simulator, and see how well we could have done. Maybe that is for another you-tuber, but sounds like a great way to understand these pilots situation. Would probably need aircraft, altitude, heading and speed, then the issue faced (like downed engine).
@@sunnylowe7307 Sunny, you can setup a similar situation and try it out. You don't have to have the specifics of this one.
"Too many people have not made it trying to make something they didn't have the energy to do" are words to remember in these situations.
Literally 100's of life-saving nuggets in this one. Thanks Scott!
I love the accident dissections.....and even more so when the pilot survived with only minor injuries vs multiple fatalities. Very instructive as always Scott and thanks for another well done lesson.
Hi Scott, great video. I lost my engine in a Cessna 152 over the Hoosier National Forest around 4500 feet back in 1989, I was a student at Vincennes University in their flight program. I was in my second year, already earned my private license and was on a solo cross country. I give high praise to the instructors and Vincennes University, they always had us practicing engine out, as well as other emergencies. When my engine quit I didn’t freak out, went through my emergency procedures as I was taught. I found an open field and circled down and was able to successfully land the plane with no injuries. Cause of the engine failure was a valve broke and fell on top of one of the pistons punching a hole in it. The Vincennes University mechanics fixed the engine in the field and my instructor flew it out and back to the university airport which was in Lawrenceville Illinois. I’ll never forget the tail number of that aircraft, N6362M.
Thanks for sharing JT!
I came across your videos and can't get enough, total marathon going on right now. Love your delivery like you were my dad. Very comforting and relaxed so I spend all the time listening rather than worrying about how my instructor would have told me and me thinking it's class and would think about tests etc, rather than just taking it in. I like that. Thank you.
Glad you mentioned pulling the prop back. It makes a huge difference in how much glide you can expect in an engine out situation. I remember the American Bonanza Society safety course where this was demonstrated. With the power pulled back to idle in a simulated engine out, I raised the nose and traded speed for altitude until I hit something close to best glide. Then, I found a survivable place to land and headed for it. It was a rice field. There was an airport a bit further away but getting there was a question mark. I knew I could make that rice field.
The ABS instructor then said, "Now pay attention." He pulled the prop full aft (which I had not done), and the airplane seemed to jump forward and gain quite a bit of speed. Pulling back on the yoke and retrimming to best glide really flattened our descent. Now that airport was clearly reachable, and we carried the simulated engine out all the way to touching down on it.
So don't forget the prop!
And don't ever hand the yoke to the controller. You are PIC, not him. Drop the gear without a road or runway assured????? Not on your life.
This B36TC pilot made a few errors (turning away from lower terrain and possible landing sites before correcting) but he flew the airplane all the way to the ground, and that likely made all the difference.
Robin
Voice to text I need a better job myself. He should’ve said descended pilots discretion. The only thing he did do is maybe build a little confidence with the pilot but most everything else he did I do not agree with the controller
And another thing reading some of these comments. Most people don’t realize that the fatalities are higher in an engine failure in a mole the engine airplane by almost 6 times they are in a engine failure in a single engine airplane. And I can prove that I’ve seen so many ass in air traffic controller that lost an engine including the twin bonanza I mentioned above he was at 6500 feet when he lost it all he had to do was circle down beautiful VF our conditions and he died. Because he got below VMC
Pull the prop back in a case where the engine has pretty much blown up aint gonna make much diff, unless you have a feathering pump and singles don't have that crap..
@@DaveyCrockett001 Agree, if you run out of engine oil, the propeller will automatically move into the low pitch/high RPM setting. You need oil pressure getting to the governor, so the governor pump can work the pitch. No info here on the engine. But heard from the pilot "a lot of smoke here". Sound like catastrophic eng failure.
Just to be clear, this was not a B36TC. It was a turbo normalized A36...Turbo charger added to a non-turbo engine. You are correct...Pulling the prop lever back can absolutely make a huge difference. Only if oil pressure is available, though. Recall of the prop governor uses oil to adjust the prop blades. The part reported oil in his windshield, but we don’t know if the oil supply was exhausted or pressure was available.
"In a crash, fly the plane until the last piece has stopped moving"
Grab a copy of the Airport Information for Aspen CO. KASE. There's a paragraph that clearly states "UNLESS CEILINGS ARE AT LEAST 2000 FT ABOVE HIGHEST TRRN & VIS IS 15 MILES OR MORE; MOUNTAIN FLYING IS NOT RECOMMENDED".
This is even more important in a single engine recip. I'm happy this turned out well for the pilot but he should have chosen a better day.
I instruct in a Cessna Caravan 208-B Redbird motion simulator. One of my missions is out of Seattle SEA-TAC and flies east on V-2 /298 which is very near where this Bonanza was. I'm going to have my students watch this video. Keep 'em coming FlyWire.
Great info, I am a surviver of a single engine engine failure, everything you say is correct, especially the What if? comment. Always have a mental rehearsal before you fly of the what ifs.
Wisdom dispensed here... thank you Scott.
Great story, can't even imagine being in that situation. Can't believe how calm the pilot was, but it was like you said he was not thinking of the ending.
That big flat reservoir sure looked inviting. I’d rather swim and watch the insurance companies Bonanza sink than fight trees and rugged terrain.
Guess I’ll be saving up for AHARS unit to get full benefit of the synthetic vision Foreflight offers.
Non-pilot here so I'm pretty clueless but why wasn't that reservoir a viable option? Why wasn't it considered? Of course I wasn't there but considering he couldn't see the ground all that well it seems a like a lake would be much easier to spot than a tiny grass strip.
This controller should have received a medal. He went way beyond normal ATC service by pointing out the terrain around, that he could do only if he was very familiar with the terrain itself.
Great analysis Mr Perdue. I think single eng IFR in IMC is very delicate, specially over mountains or rugged terrain, ...too much to loose in case something goes wrong
I’m a non-pilot with a long-time keen interest in aviation and aeronautics. I chose electrical engineering as a career. No regrets because it is the physics of flight that interests me most, rather than flying itself.
However, descriptions of incidents like this one consistently drive home the importance of the physics to flying. I suspect that training for general aviation licenses is a bit light on the physics of flight. In contrast, Scott, your discussions are almost always heavy on the physics, even if you don’t advertise that. I’m always impressed with what ex-military test pilots have to say. And I’m always impressed by how fighter pilots approach flying any plane - even and perhaps especially something like a Piper Cub. I see the gears turning in their heads about how each craft is going to perform. They take nothing for granted.
I heard Bob Hoover describe the way he continuously made mental math calculations and predictions of things like fuel burn, glide ratio, and so forth. The gears were always turning in his head.
That’s not to say I think flying is only mathematical. There are many other important factors such as situational awareness and decision making ability.
But wouldn’t it make sense, for example, to show every student pilot what happens to altitude when a plane turns when its engine is off (idling)? Have them watch the altimeter while the instructor handles the plane. Surely that exercise would help a pilot avoid the impossible turn. (Steve Appleton was a leader at Micron Semiconductor who, even though he was a fairly experienced pilot, was killed when his turboprop plane lost power and he tried the impossible turn.). Seems there are lots of possible ways of demonstrating the physics of flight.
Thanks so much for sharing your insights and experience. I very much enjoy your channel.
Thanks Max! My BS was in physics. It informs everything I do.
" Never, never, never, never give in." Sir Winston Churchill, Harrow School on October 29, 1941.
Around 1978, when I was vacationing in Puerto Rico, I wanted to rent from a flight school. I saw from the coast the nice looking rain forest mountains to 4,000 agl. Green, and then blue color higher up. it can be hot on the coast, but you go up the mountains and there are a lot of towns where the temperature all year round will be between 60 and 80 degrees. No ac or heating needed ever. So nice.
They told me about a Bonanza owner that took off one very early morning, was planning to fly over valleys and the rain forest mountains on the right side..
He felt asleep on the climb. Woke up with a lot of noise and been thrown forward to the seat belts, it was still dark. He shut all the switches off, and step out of the wrecked Bonanza into the thick rain forest. Saw some car lights and started walking there. He got to the road and a car gave him a lift. He only had a few bruises from the seat belts and a few scrapes while walking in the forest. Bought another Bonanza later on..
Thanks for sharing that story. A truly amazing one!
@@FlyWirescottperdue And yes, He was a Doctor. In that case the Bonanza saved him. The Doctor Saver this time..
How in the world could someone fall asleep on climb out? I’m not a pilot, I’m a flight test engineer and am normally in the back. It always feels to me as if ever cell in my body is at 100%, colors are bright and I’m more alive than ever when climbing out. At altitude? I sleep so deeply I even dream if not working.
@@kaptainkaos1202 It is called been tired. It happens.
I enjoyed that dissection of this whole engine failure and inevitable crash landing. What a fortunate pilot he is, and good on him for flying it right into the crash and avoiding the stall spin. I learnt some stuff from this thankyou for doing a good job of explaining the important priorities. I’m a PPL holder.
As soon as you said "Today is a Treat" IMC over the mountains I knew the pilot survived and that's why you phrased it that way. I appreciate the video, thanks.
Great for you to be putting this reminder out for those OH SHIT! moments like this when what you do in the next few seconds determines whether you live on or die
By Grabthar's Hammer, I'm gonna practice the engine out checklist in my T210 next time I go up.
Pick me u, I’ll go with ya
Pedal to the metal.
Congratulations to the controller for not distracting the pilot with fuel and souls on board and not even mentioning the minimum vectoring altitude.
The pilot and controller did a great job. As an 82 year old pilot , I have experienced 5 engine failures, 2 single engine. Both ended on airfields. I never shut down the engine for smoke or vibration, only for visible flame. Any thrust however small may make the difference.
I learned a lot from Kirshner's books. In his Student Pilot Manual he said fly all the way to the ground and let the wings/trees absorb the energy; don't stall it in above the trees. So, being one of the first things you learn, also makes it one of the things you never forget. Kirshner obviously knew the importance of that since he mentioned it in his student pilot book - the first one you read. I used his books all the way up through instrument, commercial and CFI, among others of course.
Scott, tremendously valuable video and your constructive criticism is spot on! Excellent training video. Both pilot and controller did a really good job, but agree with all of your inputs here. Excellent!!
Much appreciated!
I fly an A36 and while in annual I am planing on a one day course in a simulator just to practice this exact scenario. Very timely video for me. Thx Scott.
There seems to be a lot of bonanzas going down lately. Great job on dissecting the incident and so glad the pilot survived
Thanks for producing this video Scott. Sure beats reading another NTSB report!
Scott, outstanding presentation. Yes, fly the airplane, best glide speed, pull the prop to high pitch, leave the airplane clean, advance the most distance, fly the suggested headings (VFR or IFR), never give up or resign, use the energy, still, fly the damn airplane and onna heading that takes you to the best outcome and keep the wings absolutely level. You are so right about the gear (leave it up), airplanes don't make good garden tillers or agricultural implements landing on soft or unimproved surfaces, they're not the best chain saws either. Energy dissipation prior to hard collisions, that's hard to teach and better learned from prior accident reviews. Still, with the review and thinking thru the scenarios, a very difficult situation to confront and settle. Glad this pilot survived and can share his experiences with others. Again, thanks for leading us thru this agonizing and terrifying scenario, it is so thought provoking.
Thanks Robert!
Superb video. Congrats to the pilot, the ATC-controller and Scott. Big lessons learned here: no panic, fly the plane, don't be married to an airfield, land in the trees if necessary. Have always felt that trees are not necessarily a deadly threat, given a low-speed 'approach config'. Together with the airplane they will dissipate a lot of energy. In general about this and other aviation channels: seems like a new kind of NTSB is growing: swarm intelligence by the online pilot community.. Keep on this great work, Scott.
I am a B36 pilot. Thanks. I am glad I found you. This is my 2nd Bonanza A36 and now B36 Since 1984
Great video, thank you. Only fly R/C aircraft,sadly, but when things go pear shaped height is gold,just as in the real world of flight.
Never give up Never Surrender, Galaxy Quest
Great analysis Scott. I fly a Cherokee 6. Its a good day if I have 5,000' AGL, IFR or VFR. At that altitude if my engine quits, I am going to be on the ground in 4 minutes or less (1,500' + descent rate) and within 4NM below me. An airport would have to be below me, for me to consider.
I agree Scott....we have to preserve the cabin and sacrifice the rest of the plane if a field doesn't present itself. With fixed gear, I would pull the handbrake hard on before landing if field was short and collision was imminent. Peter
Quote by Mr Bob Hover , thank you for the great videos!
Excellent analysis and so good the pilot got thru it. Seemed pretty much a good "Aviate, Navigate, Communicate" - flying all the way to a stop.
Fantastic! That pilot did an incredible job ignoring the controller on the things he needed to, and sounded calm and under control. Kudos to the controller doing everything he could to help the pilot. Lots of luck involved too. Glad he didn’t try for Auburn.
Thank you for Your superb Debrief. I’m a PP who will review your post regularly!
Great dissertation as usual. For the bonus points, "Never give up, never surrender" is from the movie "Galaxy Quest", 1999, staring Tim Allen.
You bet!
I thought it was Winston Churchill.
@@FlyWirescottperdue Yes! Galaxy Quest, very, very underrated movie!
@@saiajin82 Anybody who can quote from "Galaxy Quest" always goes up in my estimation - by Grabthars Hammer.
Engine out IMC in mountains... Crazy. Just Crazy. This is a hell of an analysis. Great job. Really great job!
Bob Hoover...The most important flying you will ever do is after you have hit something.
Spot on!
I saw Bob Hoover at Miramar airshow, he did a >20 minute aerobatic flight and most of the time the engine was "off". ;-)
Would you mind further explaining his meaning? Thanks.
@@GodsMan500 If you give up flying after hitting something, disaster will definitely ensue! Try to fly the airplane until it stops! IE "Never Give up!'
Any landing you can walk away from even with a broken leg is a good one.
Scott, you provide an excellent service. As a pilot of 40 plus years, and crash survivor, there is one option not often discussed, descend to and or over a body of water (no obstacles). A water landing, crash, I'll take those odds over crashing into a forest. And like you said, keep the GEAR UP.
Depending on the cloud bases, I would have ditched in that lake too. Also a turn into the prevailing wind would have helped some energy dissipation as well.
All I have to say is, lucky, lucky, lucky. 🍀
Great analysis, this is a very good video.
My ears still ring with my CFI's engine out procedures some 30 years later. He constantly drilled (even once called me once in the middle of night "you just lost your engine - what do you do??"). His procedure was almost word for word what you covered. But you missed his final advice... " when all else fails hit the softest, least expensive thing at the slowest possible speed!"
One of the better jobs we’ve seen recently!
Pilot did a far better job than many ATPs have done!
excellent video Scott - thank you for sharing your perspective...some really great learnings here. As someone else commented, this will no-doubt increase awareness and hopefully save some lives. Great job!
Worst possible scenario - engine out over the mountains, IMC ! Wow! Good job
Great, great discussion.
Thank you so much for making this video. You really brought up some great points that will no doubt make all of us safer. Keep making them!
Another outstanding analysis and presentation Gunny - great nuggets to store for future flights.
This was great! Thank you for making these videos, they are awesome!!!
Thanks Scott, excellent learning and safety video. Very interesting and wonderful when someone lives with those circumstances.
Such good info I’ll be signing up for patreon account soon . You keep me focused thank you 👍
WOW, so much great advice I need to watch this many times to grasp it all.
No fire in a bonanza crash. Another huge bit o luck! Imagine surviving that only to die in the fire . Great job scott!
Excellent video Scott, your saving lives! Thank you sir, you are appreciated.
Excellent review of a tough situation. Thanks Captain Perdue
Great analysis on this one Scott thank you. I don't fly anymore but lessons learned here are metaphoric for how I navigate challenges in my business. Keep up the great work!
Your experience is really helpful and is very helpful to keep pilots focused on what they need to be doing. Like flying all the way to the landing. Thanks 😊
This was my first time watching your channel. Even though I am not a pilot, I very much appreciate the facts reported to get a clear understanding of what happened as well as the precautionary measures which should have been taken. Have just subscribed.
Excellent video Scott, I was on the edge of my seat and learned a lot. The comments below are so valuable too.
Great job. Really enjoy these videos. Helps a lot to think through these scenarios.
Another great video Scott - You video will save lives in the future
Great analysis, again. This kind of learning will save lives!
Sorry, had to get that in there quick before anyone else. Anyway, Scott, I love your videos and I enjoy the very methodical and technical way you review and examine each incident/accident. It's hard to do that and remain real, gritty, and human. You do that well, and I think we all really appreciate it! Keep em coming!
Quite a story and good advice. Glad to know this fellow survived. Thanks for sharing.
Thank you for putting this together. So much food for thought. Always have plan B in mind
I try to have one device on “Nearest Airport” at all times. Always know your glide distance per thousand feet agl…1.5mi per 1000’. Consider winds too.
Great job on the analysis of this crash site. Glad to hear that the pilot survived.
VAS does an amazing job.. It is even more so when other youtubers incorporate VAS material into extended and enhanced analysis and critique. It IS a true win-win circumstance.
Thanks, they do indeed do a great job.
Best one I have ever seen. I am out of the game medically it is good to know there is good learning tools that may save your life!!
Perhaps my favorite FlyWire video ever.
Scott, thanks for this video. Again, you make accurate concise and useful statements. I find your work very enlightening. Please, keep up the good work. I find you and Juan are very good at explaining these incidents very clearly and well. Neithrr of you don't grandstand or go on ego trips. You both simply tell it as it is and you guys try to give good advice of what and what NOT to do. Well done
Scott, once again what a great video, and excellent pointers towards controlling a sick bird to a walkable landing
Great video. Controllers have available an “EOVM”- Emergency Obstruction Video Map. This map shows terrain like a Topographic Map and is very useful in vectoring an aircraft in difficulty towards lower terrain. Controller did a good job. Assigning an altitude is wasted time, If IMC I would just advise the pilot of the terrain elevation so they can be prepared for impact at the proper time.
Top10 video on my list for advice. Great way to start 2021, thanks 😊
Awesome! Thank you!
Great insight Scott! Thanks for sharing.
Another great review Scott. Thanks a lot.
I find these accident reviews as helpful and thought provoking as anything out there for GA practical knowledge. This should get 2x the wings credit or credit for any continuing education required for pilots.
Not to mention interesting. Especially because of the actual element.
Good to see that the gear was STILL up at the crash site. He wasn't going to need it in those trees!
Good job by the controller putting something together for this guy.
Great Video! This is the area that I live and fly. Last February I had an engine out in a Saratoga. Everything you said was spot on, we need to train for this (sims are a great tool) . You will lose a few seconds on the shock and disbelief factor, but knowing where you are and where you would land in an emergency at all times is key. First, step turn toward your landing spot. The other thing I would add is use flight following if you are not flying IFR. Having ATC at your finger tips without having to look up a frequency when your already stressed is a HUGE advantage! I was fortunate to have exactly enough glide to make a small airport in Quincy. Thanks for doing these videos, your experience and knowledge will save lives!
Controller says "Start a slow glide", Pilot thinks... my engine is out... glide is all I got.
Videos like these are very helpful. It's a reminder to fly the airplane when things aren't "normal". No matter what... fly the airplane. Good stuff. I spend a good bit of time thinking about where I'm going to go if the engine quits on every flight. I'm not "afraid" that it will happen but I'm aware that it could. The worst case for me, as far as I know, flying out of KFMN, is engine out on takeoff. Especially if the wind is from the east.
Thank you, nice presentation and good advice.