Accident Case Study: Single Point Failure

Link to certificate and ASI transcript: bit.ly/ACSSinglePointCert
A vacuum pump failure on a sunny day is no big deal, but in IMC-and especially without backup instrumentation-it’s a serious emergency. To see how a Bonanza pilot coped with that situation, and learn how you can do better, watch ASI’s new Accident Case Study (approx. 16 mins.)

[@junglejetdriver]

To have the vacuum failure occur in VMC, and to actually realize it, is a very lucky break. All this guy needed to say was "I am declaring an emergency. I have lost critical flight instruments. I need you to give me vectors to the nearest field reporting VFR. I'd like to stay at this altitude as I am visual at this time." Thank you ASI for these invaluable training videos. I've learned a lot from all of them, and I surely hope you continue to make more.

[@topspot4834]

Yeah, and he didn't even ask any Hartford weather the first two calls. Don't know why he didn't do what you said, but I guess you're not thinking straight in those situations.

[@180mph9]

Sorry, but that statement means almost nothing to a controller, you need to indicate exactly what instruments are working. Controllers receive training giving no gyro turns.

[@Virtualmix]

@@180mph9 What part do you think a controller wouldn't understand?

[@junglejetdriver]

@@180mph9 Sorry, I disagree. The preferable communication in this case is to be concise and obvious. “I’ve lost critical flight instruments and I need to stay VFR” will get you what you need much quicker than saying “I’ve lost my vacuum system/gyros” and assuming that the controller understands that you need to remain VFR. Most controllers have a basic understanding of flight instruments, but it requires a high level of learning to make the connection that losing that specific instrument means you must remain VFR. This pilot was VFR, he didn’t need any no-gyro turns. Going into an unnecessary amount of detail and assuming the controller knows what you know will lead to a breakdown in effective communication, which will increase the risk for an unwanted outcome. An in-flight emergency is no time to make assumptions about what the controller does/doesn’t know, nor is it a time to get into the weeds explaining things to a controller. Imply a sense of urgency, and tell them what you need.

[@Riverrockphotos]

Pilots really need to practice ways to say things to ATC. You are after all PIC and you make the decistions.

[@tshelby10]

I told a customer of mine that his vacuum pump was approaching 500 hours, he asked me if it was a big deal I asked him " how good are you at partial panel?" he said "change the pump"

[@Bartonovich52]

They usually fail at 900 hours. The Rapco ones with the wear indicator, anyways.

[@rolandocrisostomo2003]

On my car, the gas meter was bad, ran out of gas twice, can't imagine dealing with partial info on a plane!!

[@youngtschakaloff]

@@Bartonovich52 let me tell you, these pieces of shit like to fail before 500...

[@TheFrogInYourClosetWatchingYou]

@@rolandocrisostomo2003 the solution to that is to just top it off routinely. In a car all you have to do is set a trip and refuel ever 150-200 miles. If you don't have a trip just keep track of odometer.

[@SVSky]

You prob saved his life.

[@petertimowreef9085]

Bloody hell, these videos are brutally honest. That's what I love about aviation, that singular all-encompassing no-room-for-egos focus on safety.

[@flagmichael]

After all, the environment is brutally honest. If we fall short we fall... short.

[@Xemwood]

... until Boeing got to the Max, when safety, along with a century of aviation wisdom seems to have been trashed in the name of profit.

[@shocktide6428]

I love that!

[@flyboy712]

As my airplane mechanic told me, when I asked him why we were checking everything three times, "This is aviation, this isn't the space shuttle, we don't cross our fingers and hope for the best."

[@Raison_d-etre]

@@shocktide6428 It's not really true though. Many times a day a private pilot violates a safety rule with no consequence. Then one day their luck runs out. Many safety-related accidents are the result of a practiced disregard for safety rather than one momentary lapse of judgment.

[@morganghetti]

I'm ATC and I had a similar situation happen this week. It started when him not holding a heading and slowly realized he was losing his instruments. Thankfully he was training the the CFI immediately asked for a decent and he was out of the soup after about a 1000 ft decent. He initially told me he we thought it was a vacuum failure and didnt tell me he lost everything until he got VFR. I dont have any flight experience and wouldn't have known how serious this failure is if I hadn't watched this video.

[@josepina8793]

Have you had any other similar experiences in this past 3 years?

[@Heyu7her3]

Sounds like ATC need to be trained on flight & on cases of past flights where ATC was crucial

[@Vejitasei]

"It is a risk that no passenger would ever agree to..." Really hits home for me. I know that people trust me when they fly with me, and when I watch these ASI videos I always wonder what the passengers knew before they got into the plane, what they knew during the emergency, and what they felt when they realized they were going to (likely) die...

[@chuckschillingvideos]

Honestly? Most people are idiots. They hear that flying is safe - but what they are hearing about is flying on AIRLINES. General aviation is still quite dangerous even for the most experienced and careful pilots. Passengers need to understand that light aircraft do not have the redundancy and safety equipment that passenger airline aircraft have. GA pilots are not required to maintain the same training and proficiency as airline pilots, and aren't able to fly in the same controlled airspaces that airlines do, particularly when it comes to VFR flights. Every GA pilot who carries passengers should not only understand this implicitly, but owes it to any passengers he/she carries to educate them as to the reality of the accentuated danger of flying in light personal aircraft.

[@suspicionofdeceit]

chuckschilling What do you think the risk comparison is between GA and commercial?

[@eda73194]

@@suspicionofdeceit Check out this video ( kzbin.info/www/bejne/oqGqnWWVm7ulaLs ) by avweb, does an excellent job of breaking down the risk of different types of flying, from part 121 (airlines) to part 135 (private charter) to part 91 (general aviation, like the one in this video)

[@JP-vs1ys]

@@suspicionofdeceit HOLY GOD. It's not even close. If you are not a pilot and someone you don't know well is (and offers you a flight), take care. The world is littered with GA pilots who don't take this seriously. Commercial is way way safer because of the regs they have to follow. And the fact they are incentivized to do so with a paycheck.

[@Mike-01234]

@@chuckschillingvideos Friend of my family he passed on now but he actually started flying before the FAA even issued a license. He was one of the first to receive a license he flew Cessna's mostly from the early 1900's though 1987 he finely gave up his license because his wife thought his eye sight was not good enough although he still passed the AME exam. I asked him once way back when I was a teenager 1980's if he ever had a scary experience flying he said never not once. I asked him why he thinks never had any bad experience flying he told me he never flies in bad weather. He never got his IFR rating he always flew in daytime VFR he flew all over the country like that. Lot of business trips when weather wasn't good just took an airline flight.

[@AlphaCompRepair]

After I saw this when it initially released I replaced my vacuum pump. I was told by the mechanic, that it could have failed at any time, as it was well passed it's replacement time.

[@Alvan81]

I don't even OWN a plane. But I now know to replace the pump sooner than later! If you're gonna have to replace it anyway sooner is better. For those talking "Costs;" How much would _any of these folks_ have been willing to pay in their final minutes of being alive?!

[@RedShipsofSpainAgain]

good pre-emptive save. (Btw, it's "past" not "passed". Also "its" not "it's")

[@chrisoconnell4183]

BUTT.......did you have a secondary pump installed ? Same thing happened to me. I switched to my secondary and that wasn't working, i had an attitude and vacuum failure !!! DON"T GO INTO THE CLOUDS UNLESS ITS A SCATTERED LAYER !!! I threw out my vacuum system and bought Garmin attitude and DG. 5K is cheap for my family.

[@wazza7575]

@@RedShipsofSpainAgain agree. Sick of the poor spelling and grammar these days as well.

[@marcm5929]

@@wazza7575 English is not always peoples first language, so grammar and spelling isnt always on point. At least they try.

[@PInk77W1]

I saw a comment once where a kid use to fly with his neighbor on the weekends. Neighbor was a commercial captain. He said on more than one occasion the Captain would warm up the plane and then cancel at the last minute. “I’m not comfortable with this weather, we’ll try it again next weekend.”

[@MrDagassman]

For the most part airline pilots are much more conservative when it comes to ga flying. Best pilots don’t get complacent when it comes to safety.

[@PInk77W1]

MrDagassman yes. I ride bicycles long distance. Like across China USA Australia. I have quit many rides because of safety.

[@Bartonovich52]

Airline pilots are usually too conservative. They don’t have all of the fancy toys like they do on their airliners so don’t know what light aircraft are capable of.

[@richardernsberger5692]

@@Bartonovich52 Better safe than sorry...

[@sarahalbers5555]

@@richardernsberger5692 Thank you!

[@jbarrer2196]

I had a vaccuum failure, also in VMC. I watched the attitude indicator just sloooowly roll over inverted. It was a great learning experience in that I could easily see how someone could just follow such a failed AI and lose control of the aircraft. Lucky for me, it was a CAVU day and we were near ERAU in Daytona. They had a repair shop and replaced the AI overnight and we continued on the next day.

[@sanelendlovu1893]

Been reading accident reports since I was a teenager. I'm now 33 and starting my PPL flight training soon. I hope these stories will help make me a better pilot. These are tragic, but invaluable lessons. Thanks

[@gerilynntarvin9402]

the advice given is correct- I had a situation at long Beach California in the90's I am VFR in broken clouds, some visibility in holes but not much more I wanted to land at Long Beach and wait for the overcast/clouds to dissipate. I flew over the airport VFR I could see it below and tried to d o a 180 to get back to the area I'd spotted Long beach.after a few circles I called the tower and unashamedly said I'm having some problems up here trying to land at long beach I could use some help, they immediately vectored all other aircraft away from the airport told me to fly till I could get a visual, and land- in another 5-6 minutes I was on the ground, thanked them for their help and they said"that's what we're here for" . so ,declare whats going on and they will help --but hey have to know..

[@newname4405]

They do, the difference is you spotted it and didn’t enter IMC conditions you couldn’t handle, sounds like you kept the aircraft safe and explained your issue to them, giving them time to react as well. Well done... clearly not all are so circumspect. Although, had the clouds gotten worse, would you have diverted far even if it was a hassle? Seems like that’s what got him.

[@daveth121864]

I just love stories like your Long Beach situation. If you leave your ego at the FBO, things seem to work out more often. Strange, eh? Thanks for sharing.

[@Bankable2790]

Not a pilot, but I praise your unashamed attitude. From reading/watching these vids it seems like admitting only VFR clearance is very difficult for even experienced pilots’ egos. One can see why it’s difficult to reach out for help, and inconveniencing others, all while probably thinking “I’m not in the big leagues, I should have stayed out of the kitchen, etc, etc”. One can see why some pilots fail to do as you have done. Congratulations on being a good and responsible role model for other pilots.

[@jesspavlichenko5745]

Very rarely, I think, will an ATC harshly judge you or even think less of you. They may get annoyed if they're busy but at the end of the day, they don't want you to crash either

[@marquizzo]

What is VFR?

[@lawrencemiller3829]

I had a vacuum pump failure in a Piper Arrow. Took off into IMC and it failed in the clouds. Called an emergency and got on top at 6000 ft. ATC gave me a radar landing, thankfully all uneventful.

[@flyingdog1498]

I had a vacuum pump failure but luckily it was a clear day at 3000 feet 10 miles from home airport.

[@zippoc04]

I’ve also had one, was an MVFR day. Fortunately was only about 60 miles from home at the time and had plenty of cloud clearance, was just low vis. Not a good experience. The worst was watching the AI slowly tumble. If you didn’t see the vacuum gauge at 0 and were in IMC, following that would have been deadly. Fly with dual G5’s now, much better!

[@charleskennedy1712]

Sounds like you did some good flying. Vac pump failure in actual IMC is an extremely serious emergency. Well done

[@katieell4084]

Did that result in the loss of the attitude indicator and did you have a passive gravity backup? You know, a sphere with a smaller sphere inside that uses gravity to keep the black half on the bottom and the white half on the top?

[@katieell4084]

@Grace Jackson Oh, duh. Thank you! Now let's pretend I didn't have to have that explained.

[@lincreed-nickerson7949]

Cessna 310, two engines, two vacuum pumps, two generators, every vacuum instrument backed up by an electric instrument, full co-pilot panel, even two transponders... More than 30 years flying the airplane, now age 74. about 7,000 hours. I left nothing to chance. Only vacuum pump I lost was in a 1979 Cessna Hawk XP, new airplane, less than 100 hours, VFR conditions, and I still chose to cover the useless instruments to avoid any chance on confusing myself. That, however, was a good lesson, and why I decided to equip the 310 as I did. For a lot of years I flew the 310 5 to 7 days a week, those were fun times.

[@endokrin7897]

Thank you for your service

[@49kittypretty1]

The narrator has a great voice, he sounds a lot like the narrator on the Chemical Safety videos.

[@jaysmith1408]

He IS the CSB narrator, Mr. Sheldon Smith

[@playgroundchooser]

I always wondered about that! 😆

[@southwestxnorthwest]

I binge watch those videos

[@thishandleistaken1011]

They sound nothing alike...

[@thishandleistaken1011]

@@jaysmith1408 Are you sure?! Does he change his voice? The CSB one sounds super hoarse and old.

[@suryarrrr]

I am no Pilot, but an IT engineer - these videos are so helpful to understand systems in general. Great job guys in making these videos and doing the analysis - the concept of “Single point of failure” is something which every mission critical operator needs to understand all the way from a ER doctor, Pilot, IT engineer ....

[@shermansquires3979]

That's not a real engineer.

[@tcolondovich2996]

I'm a network admin, which is a real IT professional field. I'm also going to school for Electrical Engineering. I've never heard of "IT Engineering"... What do you do? Design people like me? That's got to be made up.

[@shermansquires3979]

@@tcolondovich2996 you may find that this gentleman has used the phrase 'engineer' as do many others with no engineering degree, or a completed engineering apprenticeship, a bit like the cable TV 'engineer' or the guy doing your plumbing! it happens a lot in our country! so perhaps made up indeed.

[@Alvan81]

@@shermansquires3979 About Stanford A place for learning, discovery, innovation, expression and discourse COMPUTER SYSTEMS ENGINEERING (CSE) Completion of the undergraduate program in Computer Systems Engineering leads to the conferral of the Bachelor of Science in Engineering. The subplan "Computer Systems Engineering" appears on the transcript and on the diploma.

[@harryhenrygebel3506]

Holy crap, what enormous piles of worthlessness you guys are. Multiple attacks on a guy over something completely irrelevant to either his comment or the video. Grow up.

[@zap2002]

These are excellent training tools. I'm going to donate to ASI.

[@MothaLuva]

You donate to airspeed indicators?

[@subeyguy66]

@@MothaLuva You gotta keep it alive.

[@davidboonzaier4098]

David Steward Steward is is is

[@kayakook]

I work at an avionics shop in North Carolina and I love removing vacuum pumps and their related systems and throwing them away like the garbage they are. So many people killed by this mid century technology.

[@mytech6779]

I know, FAR restrictions stifle equipment development to the point of insanity. Three decades ago every mile long uphill on a highway would have some car pulled over venting steam, and gaskets leaked a black streak down the middle of every lane, but I haven't seen one overheat in ten years now and lanes are bone dry. (I ride a moto. so take notice of oil in my tire path) Nothing too wrong with a vacuum system but why does it need to be a dry pump? I know why some air compressors need oil-free outlet air (ie spray painting) and why a lab vacuum may need to be dry,(removing specific chemical vapors) but dry in this case just seems stupid.

[@UncleKennysPlace]

That is changing (as has "FAR", which is a word that hasn't been used in over a decade, as the olde FAR system was pulled under the Code of Federal Regulations.) The FAA is making it much easier for non-essential aids to flight to be installed. They'd really be doing us a favor if the whole thing went under ASTM rules.

[@raoulcruz4404]

The system you install is likely not cost economical for many aircraft owners? A simple, 100 year old + technology could have helped that Bonanza pilot. There is a standby vacuum system that takes it's suction off the intake manifold. Simple to install. Simple to operate. Uses a push-pull cable. Recent and realistic emergency procedures training would have helped that Bo pilot, too.

[@GWMRed]

I’ve never had a vacuum system failure in a Venturi-equipped airplane.....

[@WackyBroProductions]

@@GWMRed Why don't they use these more?

[@nancykaufmann3993]

As a complete novice, it's amazing to me how calm both controllers and pilots are. I've watched many of these case studies (since the Kobe Bryant crash) and in not one have I heard any pilot sound alarmed or desperate. The pilots always sound like, "No worries, I got this" - example, this guy, being vague about whether it was an emergency. I guess that's part of the gig - remain calm, but some sound TOO calm to the point of over-confidence.

[@michaelfitzgerald3467]

Heh heh...keep listening. You'll find some where the pilot is nervous and scared, and some where pilot and passengers are in full panic, screaming in terror.

[@drnogueiras8783]

Yeah, there’s some bad ones out there. Heartbreaking ones.

[@jaysmith1408]

Well the first controllers would naturally be calm, sounds like they believe this is any other aircraft, nothing unusual. Especially when they tell him to turn left. Uhh, hate to break it to you Sherlock, but he doesn’t know what left is, that’s the entire problem.

[@DoRC]

Watching these has really helped me realize the importance of leaving pride on the ground. It seems like the I've got this attitude is at least partially responsible in so many of these situations.

[@winstonsmith6204]

I've learned that having a redundant system is critical to flying.

[@newname4405]

Brandon Tucker You should also see from some of the bigger, newer planes (especially Airbuses like the A380), that too much redundancy can cause complacency. Tbf, if you’re watching for your own GA readiness and training, you needn’t worry about the things a super pilot might. I’ve seen too many where things are so automated and redundant that pilots just assume everything is fine and forget to keep reading simple instruments, often not realizing the onboard systems are actively fighting them. That A380 where the pilot let his kid fly is one example, they literally thought the kid couldn’t mess it up. They also were clueless as how to fix it, which was as simple as letting go of the controls. Anyway point being, redundancy is good, as long as it doesn’t breed complacency.

[@c182SkylaneRG]

@@newname4405 The irony of your description of that accident, is that Michael Crighton wrote a book 20+ years ago called "Airframe", and that was EXACTLY what happened (with one or two minor variations). A pilot let his kid fly the plane, the kid accidentally deployed the leading edge slats in cruise, and in the process of fighting with the plane to keep the pitch attitude the same, caused it to porpoise several times, quite severely. I forget how the incident was stopped, but I think it was something about the kid getting thrown out of the seat, or knocked unconscious by something, and when he stopped fighting the plane it leveled out.

[@redjr16]

It's called the God complex.

[@flyyourdream9716]

Please please keep these coming. They are amazing and are invaluable to us aopa pilot members. Thank you so much for producing them.

[@superhacker35]

Instead of saying I have problems with the vacuum Pump, you should just say I lost critical flight instruments and what you need to do. Thats amazing advice, imagine how many lives these videos will save.

[@CrazyNate]

These lessons written in blood are the toughest to listen to. So sad.

[@Watchdog_McCoy_5.7x28]

Sadly, these blood written lessons are sometimes the only way to learn...

[@rykehuss3435]

@@Watchdog_McCoy_5.7x28 Indeed. Many safety precautions in most fields are written in blood. Whether its flying, scuba diving or mountaineering

[@Snakeassassin563]

In the Navy, we always say procedure is written in blood.

[@karlsnow5281]

@@Snakeassassin563 a lot of OSHA materials say that exactly. Pilots have surely written endless regulation manuals in blood. It's seems that it takes a cool customer to fly the plane, communicate with whoever you need to whileh quickly and accurately remembering specific training details

[@Awesymoto]

I’m IFR and with a no gyro situation staying VMC is my Number 1 priority this video reenforces my belief.

[@steveo1kinevo]

Really enjoy these videos. Its a shame this accident had to happen but hopefully we can all learn from it.

[@BaronPilot]

Just watching this video my heart was skipping a beat imaging myself in this situation. I pray no one ever has to be in this situation and I pray even more that if they are they have learned from this tragic story so we never hear about it. These videos are always great learning tools.

[@nonmihiseddeo4181]

Steveo: That's the thing that makes these deaths meaningful. If others learn and are helped from them. If lives are saved, their deaths are not in vain.

[@johnisaac8520]

Baron Pilot Yep same here, as I listen to these I’m putting myself there every time and it’s pretty scary.

[@mattcushing5216]

seeing a couple of my favorite you tubers commenting and watching these videos shows me my admiration is well placed.steveo1kinevo and Baron Pilot are watching and learning so why shouldn't I? the answer is, I will always strive to learn more with everyday I'm here. as an aspiring pilot (old man) at 43 I am sure I will commit to a flight school very soon and bring some dreams to reality! but with every video I watch I promise I will do my best to learn. a very tragic situation indeed but not to learn would be even worse. my prayers to his family.

[@endwood]

Yes it is a shame & totally unnecessary:( We each have a personal limit but it's sometimes challenging to stay within it. It's human nature to go beyond what we feel comfortable with, sometimes we learn sometimes we don't:-(

[@pa226pable]

This is good training. In my profession, after every operation, we debrief in a round table discussion. Sometimes it’s embarrassing... but we learn from ours and others mistakes.

[@Itried20takennames]

I am not a small plane pilot and am too risk adverse to ever be one, but this is one of those channels that is made with such care and competence that I watched every one.

[@davidmotter5140]

If you are risk averse why do you drive?

[@billwindsor4224]

@@davidmotter5140 Not an appropriate response.

[@billwindsor4224]

@Itried20takennames Constructive comment; I agree about the high degree of careful research and sequential situation analysis in this channel!

[@SCrosby52]

I have lost vacuum three times, _all_ in IMC. My IFR training involved _lots_ of partial-panel. There is no reason for anyone to not survive vacuum failure. Being able to fly with just the turn coordinator is _mandatory_. Make _sure_ that _your_ instructor works with you until _you_ are comfortable you can do it before you get your IFR rating. After the second time, I bought the alternate-source vacuum hook-up - then forgot I had it when I lost vacuum the third time. Oh, well: at 8 or 10,000 feet, it doesn't work so well, anyway. February of 2017 I had the Garmin G-5 installed in my 182 as soon as it was legal. The old vacuum AH was moved over to the right side. I also bought a new autopilot, an S-Tec with its own turn coordinator; so the old one was also moved to the right side. Love that redundancy! If you cannot survive vacuum failure, get an instructor who will teach you how! Quick hint: without vacuum, only change altitude or heading at a time; _never_, _never_ try to do both at once. And tell ATC not to ask! You're PIC, not them!

[@bellboy4074]

I call bullshit on that one.

[@newname4405]

You’re talking about what to focus on for IFR training, but this guy wasn’t certified. I’m certainly no expert but I’ve seen plenty of situations where VFR pilots enter IMC and that’s all she wrote. Ofc if you have IFR training you’ll be more capable. Pretty sure the only thing for a VFR pilot to do would have been divert far away. Also everyone talking about pumps says they’ve always failed in IMC. There must be something about clouds and weather formations that increases the likelihood of a failure, there’s no way that’d be coincidence, unless people just tend to forget failures under perfect conditions.

[@TheRoguelement]

That's my feeling as well . I'm really not clear how a pilot could rack up 4000 hrs and NOT be IFR rated I mean is that a common thing ?

[@RonAmundson]

@@TheRoguelement Its pretty common unless one is either actively employed as a pilot, or is highly committed to maintaining IFR competence over their entire lifetime. The pilot in the video held an ATP certificate, which is like an instrument rating but with much tighter performance standards.The certificate is good for life, but the skill set starts to degrade in as little as a couple months of non-use. If he retired from an airline career at 60, and either chose not to maintain currency, or just did the minimum legal requirements, after 6 years, he is ill equipped to deal with a partial panel situation. This is often a very difficult thing for retired pilots. They have memories of years of recurrent training and checkrides... so their is a tendency to believe one can always put those skill back to use. And there is an element of truth in this... Most retired airline pilots can become proficient and safe with only a very modest investment in recurrent training, even if a number of years have passed. However, without recurrent training, they can and do get in over their head very quickly.

[@MyRadDesign]

@@newname4405 There is no correlation between IMC and vacuum pump failure, the pump can't tell if the pilot can see the ground or not. The pump failing on a flight in visual conditions is a non-event, however, if in IMC it can be a big problem. This is why you hear about them failing in IMC. If you find yourself operating partial panel, communicate this clearly to ATC, get to and stay VFR on top if possible. If you must shoot an approach to land, get vectored for a straight in approach in a radar environment where ATC can monitor your heading as you descend. An airport with a CAT III ILS has more lighting, which can assist with nighttime approaches. Some airports can provide no-gyro approaches where the pilot is guided as to when to turn left/right by the controller. Ask if these are available! Use the resources of ATC, they are more than willing to help, but you have to clearly ask for their help.

[@brianb5594]

I had similar issue happen to me in a Mooney M20J seven years ago in hard IMC. I was able to keep wings mostly level and the flight ended successfully with an ILS approach, but when you are in the soup with turbulence trying to keep the wings level with just a turn coordinator, it is tough if not extremely difficult. The scenario is also correct about it taking time to notice the vacuum pump failure. It took me a few minutes when things were not behaving as expected to figure it out. It’s not the same as having a CFI cover up instruments. As soon as ForeFlight came out with the Stratus and synthetic vision, I was one of the first to get one and practice partial panel with it regularly. I remember John King saying in one of the King Schools videos, “Always have a way out and a backup plan, and know where the nearest VFR is”. Too bad this guy did not have standby vacuum pump or ForeFlight with a Stratus, or divert to VFR. He would still be alive. When these things happen first priority is to safely get on the ground. Forget about getting home. These scenarios are excellent! If you are a pilot you should contribute to the AOPA Safety Foundation, and practice what if scenarios regularly. They just may save your life one day.

[@rockwjz]

I’m not a pilot nor a controller but just a lover of aviation. These videos are so informative and emotionally gripping!

[@hankcarter1021]

This is a GREAT EXAMPLE of the need for pilot/ATC joint seminars, with the intention of educating both sides as to what options the “other” side has.

[@AviationNut]

In 2010 I flew a 1972 musketeer into IMC without being instrument rated and the worst thing was just as I flew into IMC my vacuum pump died and there was no back up also. It was a miracle that I got out of these conditions without killing me and my friends. ATC was really helpful, he understood everything I told him because he was a pilot also and I was lucky that within 5 minutes after the pump failure I flew out of the IMC conditions, if I was stuck there for another 5 minutes I would have most likely ended up like this guy. That incident scared me so much that I almost never flew again, my friends never realized the extreme danger we were in, they thought as long as the engine is running we're were fine but after I explained to them how close we were to dying and I showed them few videos of what happens when a non instrument rated pilot flies into IMC then they realized how close to death we really were.

[@dryan8377]

I'm not a pilot, but my sons are. For ga pilots... Why not have a back-up plan to follow your instruments when hit with an imc situation. Heck my youngest focused so much on his instruments, the instructor had to teach him how to keep his head UP (he loves flying the instrument panel! He's a gamer so go figure). PPL Training does teach a bit of flying on instruments, it should become a regular training regimen imo. Like bring with you someone in the right seat, and at some random time put on the foggles to force you to fly by instruments alone. That will instil confidence and ability to get out of a bad situation. As far as your incident goes Aviation Nut - and I asked them - My son's FI's always teach to follow the turn coordinator & mag compass in partial panel ops, and to cover the bad instruments with post it notes. It does work. I could never imagine a confusing panel blaring all the bullshit they do with a bad vacuum pump system plus being in the clouds or at night. It's scares the hell out of me just thinking about it. As a dad I do the fsx bit from time to time, but can stay out of trouble by following those 2 instruments (if I fake it). (God, the mag compass in fsx sux video quality wise). My youngest keeps wanting to steal my simulator.. haha! Guess I need to buy him his own rig. Cheers man. I love musketeers... and totally go apeshit over sundowners! I love the twin doors, 180hp... full ifr capable. Maybe looking to buy one some day.

[@Rickenbacker69]

You always have (or should, anyway) a plan to fly on instruments if you inadvertentely enter IMC. But this isn't as easy as it seems, as evidenced by this, and many other similar accidents.

[@androidkenobi]

wow, Aviation Nut, I am so happy things turned out well. 5 minutes is a long time though, relatively. It's even longer than the story presented here. Do you recall how ATC helped u out in ways a non flying ATC maybe wouldn't have?

[@michaelwood5519]

Scary story Aviation Nut!! Glad you and the friends survived it!

[@megadavis5377]

How do vacuum pumps know when they enter clouds? Seems uncanny, but I've lost seven pumps in my career. All of them were while flying in IMC. How in hell do they know?

[@JoeRantCT]

If this is me: "I'm declaring an emergency and here's exactly what I'm going to do... I'm going to stay VFR above until I am above a destination with highest ceiling in the area and then I'd like a no gyro descent to final." Once you declare an emergency, TELL THEM what you are going to do. Have a plan.

[@xjboy550]

I totally agree but i also have to admit to being so transfixed on the end result i have made very stupid mistakes luckily with no bad results just embarrassment and a feeling to learn better be better

[@dryan8377]

big difference between training and real life ifr. Glad to see you are alive to post this! From a dad with pilot students and long time aviation enthusiast (ie arm-chair pilot). Good report.

[@endwood]

We all would do things diff in hindsight but in reality most would spiral in.

[@sparky6200]

If that doesn't sum up every aviation-related video post I ever read..."Well I would have..." from some PPL in a 172. Dude was a 4,000hr ATP, but you're the guy who has a good bead things. The avatar says it all.

[@hb1338]

Remember the saying "no plan survives contact with the enemy". Far more important than creating a plan is maintaining it - making calm and accurate assessments of the current situation and adjusting the plan accordingly. It is the assessment process which is most vulnerable to failure, particularly when things are stressful.

From the high quality of the production to the excellent instructional structure with partial analysis and final conclusions, to the humane and respectful tone of the narration, these are amazing, humbling and very, very pedagogical. Thank you!

[@innocentbystander3798]

"Pedagogical"? LOL!

[@dryan8377]

@@innocentbystander3798 It means teacher dumbass.

[@M1stersupersonic8]

Classic case of get-there-itis... Despite the weather and the failure of the single vacuum pump, the pilot kept going to his destination, even when a long diversion could have prevented an accident. Your life and the life of your passengers are more important than getting home. Better to delayed temporarily than canceled permanently.

[@scaman2]

To be fair, both him and the controller determined the ceiling/weather was better at his destination.

[@enshk79]

I still don’t understand why this was dangerous. What made the plane break up???? Why is it so dangerous, wtf is imc

[@gaflying3448]

I flew this same flight just 6 months earlier, Grand Strand to middle CT with 2 non-pilot passengers. Only I was a 250 hr VFR pilot. When I heard of this accident it shook me and this video was hard to watch. If a 4,000 hr ATP rated pilot can't survive this, what the heck was I doing? Granted ours was VFR all the way, I did not attempt a IFR flight as a VFR pilot. Videos like these are helpful and if any good can come from such a tragedy it is that lessons we learn may save the lives of others. Please keep these videos coming. The plane we did our flight in had a wing leveler, rate based Century autopilot. I've learned just how awesome that simple device can be to a VFR pilot, they continue to keep the wings level even with a vacuum failure. Our new plane has a more capable, rate based autopilot, standby vacuum and I always run FF synthetic vision on an ipad. In addition I keep two of those suction cup instrument blockers in the accessories pocket near my left knee. I would apply them upon realizing the vacuum system has failed if the standby could not keep it erect. Lastly, I've started my IR training. God bless those who lost their lives and the families involved.

[@IslandSimPilot]

VFR pilot here as well, in IR training. I wouldn't have flown that day, simple as that. Sure as heck not without a backup vacuum pump.

[@raoulcruz4404]

Total flight hours is not the end all measure of safety and competence. There is no safe flight hours zone. Complacency can become a real problem for high time pilots. Recency of training is crucial. I think pilots, particularly high time pilots should spend more time with the basics of flying. There is an attitude among pilots that as you get advanced ratings and hours, you graduate from Student pilot. I wish they would call beginning flight training something else. Core Training, Fundamental Training, etc, and do away with "Student pilot".

[@terriecotham1567]

Its not all ways the Flight time. Its all so knowing your skill level at times a new VFR pilot can make a 100 mile or 1000 mile VFR flight as long as he is safe and on top of things like weather, fuel to me new pilots if train well and keeping safety in mine each time they fly are as safe as old pilot who dose's the same Accidents at times can come out of the blue and not at other times May all your flight end in with smooth landing

[@raoulcruz4404]

GA Flying, there is an old saying: “ a superior pilot uses his superior judgement so he doesn’t have to use his superior flying skills.” That Bo pilot made a judgement error long before he lost control.

[@craigjhr]

I know what you mean. I used to drive through Dealey Plaza in a convertible, and always thought that it could have been me. Granted, I wasn't President, and did not attempt to be President.

[@terribleTed-ln6cm]

I'm sure these videos have saved lives , i have flown for 23yrs and I learn from every one of these. Outstanding presentations.

[@MrDonJBerg]

I am and electrical engineer and have never flown, but all problems have a start and I enjoy you analysis and clear understanding. Always a sad ending but hopefully some will learn from these videos.

[@Dilandau3000]

Since I'm currently training for my instrument rating, this was very informational. It makes me feel a whole lot better to have ForeFlight with a Stratus 2s, knowing that if I ever had a real partial panel situation (not a training situation), I'd have its AHRS to fall back on.

[@Darklife66]

Subtitles for the ATC communications would be very helpful !

[@naveedquadeer3752]

There are subtitles just click the CC button on the bottom right

[@homefront3162]

Naveed Quadeer KZbin Subtitles suck

[@feldon27]

@@homefront3162 Improve them.

[@ErikN99]

@@homefront3162 There are manual subtitles that have been added for this video - we're not talking about the autogenerated subtitles

[@richardernsberger5692]

@@homefront3162 No, they don't.

[@coreyphilbrook1314]

These videos are extremely useful for training, keep up the great work!

[@AndyMc1952]

These are hard to listen to but they are extremely helpful i am sure.

[@greatlakesgliding7901]

Another fantastic video, thank you ASI/AOPA. Even as a glider pilot, I still draw lessons from this. @Joseph Szarmach - good addition, one thing that declaring the emergency out loud, to ATC, also does is helps to declare the emergency internally. I never heard a really clear "I'm declaring..." from the recording. Easy to see this in retrospect, but, did the pilot realise, internally, the emergency he was in? When you declare out loud, you are also declaring to yourself. Remember we celebrate the brave pilot who admits his mistake/short comings and lands safely, not the ones who create scrap metal. Fly Safe

[@NicholasLittlejohn]

Gliding makes the best pilots.

[@Prefect99]

I don’t know what the reluctance in the USA is to using the nice, clear, unambiguous MAYDAY MAYDAY MAYDAY. Having declared a PAN 3 times in reality even that focuses the mind and shuts everyone else up.

[@JetNmyFuture]

I had one situation that was close to this but in clear VFR. I was stunned at how confusing it was relative to my training. The failure was slow and obviously not just an instructor covering the panel. If I was in IMC at the time, I can only hope that I would have interpreted the failure fast enough to not chase a leaning attitude indicator.

[@wildbillkelso1946]

I am a student pilot currently. I just completed my first solo flight a few days ago and am excited to move onto the next steps of my training. These videos are excellent. The outcomes of these accidents are tragic but they provide are excellent training material on what steps to take to prevent these kinds of situations and how to act if you find yourself in a situation like this. Clearly the lesson in this video is if you lose part of your instrument panel and are flying above the soup the only option you should take is to fly to the safest place where you can set the plane down without losing VFR. And to prevent a situation like this if you know you're going to encounter bad weather make sure your aircraft has backup systems available in case the main one fails. I know pilots are required to have confidence in their abilities as aviators. It is who we are. The more we fly and practice the better our skills become and the greater our confidence and ego becomes. But you also need to be able to immediately recognize dangerous situations such as this when they present themselves and know when its time to put ego aside and find the safest solution. At the end of the day the safest way is always the best way.

[@DA-bp8lf]

Iam not a pilot, but I’ve watched all of these Accident Case Studies, numerous times and can’t quit understand why these pilots would rather stay silent about a bad situation that there in, then to reach out and ask for immediate help? Are they to proud? Arrogant? I would immediately ask for assistance! You can call me whatever you want as long as iam back on the ground safe! I sure as hell wouldn’t care about any self pride!

[@ZILOGz80VIDEOS]

This is why having backup avionics on your phone or tablet (preferably those with external hardware for more accurate readings) is important. Even if they aren't as accurate it's better than nothing and especially if they're powered by your phone's battery you can still have at least something to assist VFR flight in the even of a vacuum or certain electrical failure.

[@georgiaflyer8702]

Yess! I love this series! I was wondering if y'all were going to make another one and i'm glad to see y'all are! Thank you Air Safety Institute! These are very useful

[@TP-hv9vc]

Glad to see this series from ASI come back. Hopefully one day it will no longer be needed. Everyone fly safe.

[@johnthompson6550]

1979 almost ran out of fuel at night in the Rockies, landed at Gunnison,,,,,over two police cars......had 4.8 gallons remaining after app at Aspen,,,two uncertified apps at Gunnison,,,,( given to me by those wonderful Frontier Convair 580 pilots, saved 3 lives, ) then the visual over the police lights....THANK YOU FRONTIER!

[@happysawfish]

Holy smokes . . . I bet you were scared to death. Who called the cops to get their cars in position? What did the Convair boys tell you?

[@itzajdmting]

These features are so good I have learned so much thank you ASI

[@tommypetraglia4688]

As my tugboat captains would say, when preparing to tow oil on snotty days... The schedule is more flexible than the bow... promoting a log entry of Wx, as we were weatherbound anchored or tie to the pier waiting for the weather to pass

[@jannepeltonen2036]

This series is really useful, I binge watched all the previous episodes while doing my LaPL training. Good to see a new episode out, as informative and professional as ever.

[@Wavicle]

You know, sometimes when I'm exhausted all I want to do is get home, get some sleep, and recover. It becomes the singular focus of my being. Should I become a pilot? No. No, I should not. Thanks, air safety institute!

[@Raison_d-etre]

Even pilots should not fly when they're trying to get home and rest.

[@JuanAdam12]

ATC works mostly with and for Part 121 and Part 135.They want VFR pilots out of the way of IFR traffic, and off their plate. Part 91 pilots are easily cowed by ATC's bluffs due to lack of experience and knowledge of IFR operations. That said, ATC is here to help you and will always be helpful *if they know what your problem is.* Do not mince words. Use plain English. Declare an emergency.

[@MarksTournaments]

@Bart Solari judging his last flight, hopefully you have your pilots license so one day we can judge your last move

[@pak0033]

Know your airplane!! As a young pilot, back in the late 80s, I often thought of ATC as the big Pilot God. You know; they could help/get you out of anything. Not! They are there to help you and that is true. But, many are not pilots themselves. My next door neighbor is one of those. He is a great guy and a fantastic controller by the way. In reality, they are there to assist the "Pilot in Command" during an emergency and one needs to be very clear in telling them EXACTLY what you can and can't do. Remember at the beginning of this film how the pilot was reluctant to declare an emergency? I do believe many pilots look at ATC as the "Father of the sky". (Don't ask daddy for help when something is wrong. You might get into trouble type of mentality.) Fly High

[@abc-wv4in]

Great post!

[@noneofyourbusiness43]

I've been guilty of it too, there is a reluctance to declare an emergency, which is just silly, as long as you aren't maliciously abusing your PIC authority the worst you will have to do is file a written report. When the pressure is on like that you need all the help you can get.

[@TheFoyer13]

@Terry Melvin Well he can't fly very well with a partial panel. ATC should be a lot more helpful in this situation.

[@rogerwilco2]

He never told ATC what his problem was. They are not pilots, not engineers, and certainly not familiar with the techical details of your model plane.

[@courttower51]

Really enjoy flying with Steveo!!That storm you beat out was insane!40 year Pilot!thank You cct

[@fahnestockjohn]

Another excellent video and learning experience for this pilot. Thank you for taking the time to produce and share.

[@tomm4284]

Loss of Vacuum Instruments w/o backup IN THS CASE declare EMERGENCY; request 'NO GYRO VECTORS". Partial Panel phraseology is meaningless' Pilot did not tell ATC what assistance he needed

[@Hedgeflexlfz]

Exactly. It is extremely dangerous, tell them MAYDAY.

[@tech99070]

I agree that would have been such a smart move. But it also seems like something you'd want ATC to know, that a plane without instruments in IMC is a pretty serious issue especially after they've declared an emergency. IMO a very casual discussion on both sides considering the serverity of the situation and they both fed off the calmness of the other party.

[@deanVetUk]

yes, with the benefit of this g8 instructional, i would use plain english. "..declaring an Emergency, i've lost my only attitude indicator and need VFR"

[@SamSung-ww3rp]

Captain Sully noted he was constantly enhancing and upgrading his skills to be able to deal with critical situations.

[@Hedgeflexlfz]

I wonder if he could fly partial panel.

[@bluethermal]

@@Hedgeflexlfz in his sleep...

[@Hedgeflexlfz]

@@bluethermal lolol

[@HectorWPadilla]

Thank you for these videos, they’re gold

[@andrewbeattieRAB]

Two points (from a sailor non-pilot): 1. “Two is one and one is none.” 2. Black humor: A 1/2 jar of honey glued to the dashboard is better than nothing.

[@deanVetUk]

heh heh. and i hope that cockpit is nice and warm for that honey.

[@benniereeves3812]

Excellent points taken from this video.. Partial panel proficiency and IFR go hand in hand... Thank you for the video

[@drewleevy5420]

Foreflight Backup attitude/altitude and heading mode. Though not certified i can imagine if this was used and was calibrated correctly could've saved this mans life.

[@beggyjohn]

Loved the way it was explained! May the people in that plain RIP.

[@GoldenAura32]

One thing I learn from all these videos, if ATC asks if you are declaring an emergency just say yes and deal with any consequences after the fact. If they suspect it could be an emergency and ask, its an emergency.

[@geezerhull]

Retired controller here. There have been times I've declared an emergency (that's allowed) and the pilot never knew, before or afterwords.

[@robinj.9329]

It looks like a simple venturi tube powering some backup instruments would have saved the day. For IFR, always have multiple redundancy aboard!

[@flagmichael]

If you lose vacuum from a venturi tube you have bigger trouble....

[@ronarnett4811]

@@flagmichael good one!

[@Moonraker11]

This really hits home. I had an identical scenario happen to me 25 years ago, almost to the day...

[@lorencharnley9262]

How did you survive the situation? Any insights might help others (including me!).

[@Moonraker11]

It was at night and in IMC conditions. Having only my magnetic compass and turn coordinator to survive with was extremely dicey. The only reason I survived was due to no turbulence upsetting either standby instrument. I detailed the incident in my blog entry here. Even though it's been 25 years ago, I still think about that night and how it may have ended differently... mikehowells.wordpress.com/2011/04/08/my-worst-flight/

[@dryan8377]

wow. now that's a story!

[@itzajdmting]

That was an amazing blog I really enjoyed it thanks for the link

[@wiloghby]

LOVE THESE VIDEOS! Can always use more AOPA Air Safety Accident Case Studies!!!

[@michaelchesny656]

Well presented. Thank you.

[@RaineStudio]

They say on a cloudy afternoon when there is an unnatural chill in the air, you can almost hear "Partial panel!" in the moaning of the wind.

[@anonymousfarawayland3890]

I've been watching quite a few of these videos, and one thing I noticed about these accidents is that they all indecisive in their decision making. Second, they seem not to understand the dire situation that they are in.

[@stephenbritton9297]

Recognizing the voice of the controller who handled the A/C until the end, he had one of the best dispatchers in the NY area at his disposal...

[@penelopelopez8296]

Great educational value to explain this tragedy. Thank you

[@macmedic892]

Two is one, and one is none. A critical component must have a backup.

[@tommegg8486]

Heck, big bird have even 3 gyro backup

[@vicwiseman6038]

I can attest that many controllers (especially radar controllers) are unfamiliar with aircraft systems and OFTEN have no idea how dire a situation may be especially if the pilot doesn't communicate the urgency. What should have happened here is that the controller should have asked about fuel and then worked to obtain a feasible airport (clear weather) along the route of flight from initial contact. None of the controllers truly understood the gravity of the situation and the pilot (and his passenger) died because he was hesitant to speak up and say, "I need you to find me a suitable airport within this range (fuel being the limiting factor) of my location as I am unable to fly in IMC." Never hesitate to declare an emergency and always communicate clearly as to the nature of the emergency and the the new limitations of the flight. Safe flying.

[@juniormckie2462]

I relish these videos and I just cannot get enough of the wealth of information they hold. Keep it up AOPA.

[@Soordhin]

Interesting video. Especially this one hits close to home and i am grateful how many redundancy my workplace plane has. Recently, shortly after settling in cruise, i lost all attitude, map and air data information on my screens. Not a big issue, my colleague still had the full set and the standby screen had attitude and air data information. I switched my screens, according to the procedure, to system 3, recovered all the information (apart from a roughly 120ft difference between system 3 and the rest which is still RVSM compliant) and we continued on. No need to declare emergency, no need to crash.

[@fernandovillanueva2429]

For a better understanding of your audience, you should put the ATC text and pilot communications on KZbin screen

[@mrgilbe1]

Turn on closed captions (CC).

[@ggurks]

The controller almost had to force him to declare an emergency. For some reasons the pilot didn't want to say this word

[@AK-rx6hv]

Undoubtedly due to pride.

[@conqururfear]

🔬🔭🗝🧴🎐🎀✉️🧧🧧🎐🛁🧹☮️✒️. Great NARRATOR

[@MrGoogelaar]

Thanks for the videos, very informative and can be life saving. Thumbs up.

[@eigobike3929]

“Under the gravity of the situation” - quite the double entendre.

[@williammickelson403]

Even the most experienced pilots are vulnerable

[@irgski]

These are very well done!

[@stevemarshall5197]

Excellent video thank you for all the time and expense it takes 🏍️😁

[@N8844H]

Another excellent video. But that vacuum pump was 17 years old, and had only accumulated 373 hours. Since the pump runs whenever the engine runs, and the engine runs only when the pilot starts it, it suggests (unless a used pump was sitting on a shelf for a long, long time and then installed, which makes no sense), that the airplane was not flown much. If the pilot was equally rusty, an accident under partial panel pretty much explains itself.

[@raoulcruz4404]

Yep, that's it, right there. I would also guess that the pilot's 4000 hrs total flight time convinced him that he could accomplish the feat.

[@lostinasia25]

In the good old days of Stermans my instructor said the magnetic compass tells alot more than just heading. You have to know/train to read the movement. The most interesting fact after reading the comments is when there was no ATC the pilots would enter a spin to descend thru the clouds. This worked perfectly well. Full back stick and full rudder will drop you in a stable descent. In this instance given the weather and visibility along the route after failure...the first VFR airport within fuel remaining would be the first choice. Option 2 would be gear and flaps down, trim for speed below manuavering and keep wings level with electric turn coordinator.

[@Eltoca21]

Very educational video. Thank you.

[@malachimaxxel]

the pilot was just to calm he really display a sense of urgency RIP to the men who passes away

[@amelliamendel2227]

Why do they have an alternate in the exact same area, doesn't that defeat the purpose?

[@gmonnig]

Listening to ATC makes me cringe. As a Center controller and a pilot, I can tell you that 80% or more of the controllers don’t even know what a vacuum failure is. It’s sad.

[@terriecotham1567]

Kind of like working with pilots at times when's there's trouble with a system those who hold the - A/P or IA ratings at times have a much better understanding and at times give a lot of help or Ideals to the ground crew as well as knowing a little more of what to do or not do in flight

[@craigjhr]

Yep, at N90, what they lack in ability, they make up for in attitude.

[@YouTube.TOM.A]

If you have a failure it is best to indicate to ATC [ Air Traffic Control ] in plain language what the failure is and what is affected by the abnormalities.. You can go on and on all day about controllers not being technically savvy but that is not the point. No matter what you are flying the limitations and restrictions if understood will get you more help even if the controller could build an aircraft.

[@abc-wv4in]

@@KZbin.TOM.A Failure to communicate well enough.

[@abc-wv4in]

ATCs aren't supposed to be pilots or airplane mechanics. It's up to the pilot to tell them how big of an emergency something is, not just tell them, "I'm having a problem with such and such." Tell ATC you have an emergency and then tell them what you need to do.

[@kingpin6989]

I love these videos!

[@Latabrine]

These vids are really well made and very interesting. I hope more are coming.

[@artrose1717]

Tower: do you declare an emergency, yes or no? Pilot: bla bla bla bla

[@lizettewanzer8650]

Not only were those longwinded responses extremely annoying, but that was the third time ATC asked whether he was declaring.

[@Skunkowork]

Turn coordinator becomes your primary lateral control instrument. He had a turn slip indicator which is slightly more difficult to use. Anyway, poor maintenance and lack of proficiency caused this.

[@Skunkowork]

@@SusanKay- I can't understand anything you wrote.

[@dkktse]

I find the videos captivating, so many variables and so much to do with weather, and feels like accidents with small air crafts are frequent? We just don't hear about it as much There was a time in my life that I flew every week on commercial airlines, mostly NorthWest, AA, Delta, and thought nothing of it, now I feel very very fortunate that there was not a single incident in those few years, and really appreciate the level of skill of the pilots, the quality of the aircrafts, the work of the control tower to get me there and back every time....hats off to everyone

[@chrisliam3017]

These are great little episodes, I'm just starting my PPL(H) then on to the CPL(H) these videos (although more about planes then helis} help stack up more aviation knowledge.

[@BadWebDiver]

I understand helis are inherently tougher to control. Best wishes for your flying career.

[@garretmonnet9397]

So let’s say he had a Garmin G5 attitude indicator and G5 DG/HSI. I know it’s not exactly cheap but if you plan to regularly fly IMC wouldn’t it be worth the cost?

[@schweizer3301]

Wouldn't a G1000 be enough

[@SuperchargedSupercharged]

@@schweizer3301 I can not think of a way to say this that might not sound bad. My answer to you would be, how much is the life of your passengers worth? If it will always be just your life on the line the question does not have true meaning. When you are taking care of others lives, you should not betray there trust with just hoping for the best or settling for it should be good enough. Please do not take this the wrong way.

[@schweizer3301]

@@SuperchargedSupercharged It seems you misunderstood, i asked assuming that a G1000 offers a similar level thats at the very least better than what was used in the vid. It seems youve taking this the wrong way. This is a discussion not a rule book.

[@SuperchargedSupercharged]

@@schweizer3301 understoood, thank you

[@Itried20takennames]

Wait...why did it break apart mid-air? Was the strain during the spiral just too much? (Non-pilot here)

[@BadWebDiver]

I'm guessing the erratic manoevering over-stressed the aircraft.

[@junglejetdriver]

Usually when pilots get into spirals due to spatial disorientation, the aircraft breaks up before it even hits the ground because the red-line speed of the aircraft is exceeded. At speeds above that, not having the airplane rip apart due to the huge amount of parasite drag is not a guarantee. Pair that in with a pilot making possibly erratic maneuvers in attempt to recover from the unusual attitude which add stress to the aircraft, and you are almost sure to break the plane. Google a V-G diagram for a more data-based way of seeing this.

[@apackwestbound5946]

The wings and horizontal stabilizer on the tail are attached to the "body" of the airplane with bolts. The wing has spar(s) that give it strength. The airplane is rated for so many Gs (force of gravity). Every airplane is built to withstand so much weight in flight-they all have limits. At 1 G, flying straight and level, a 100 pound person weighs 100 pounds, easy so far. Now the airplane is in a 60 degree banked turn and is pulling 2 Gs. That same 100 pound person is putting 200 pounds of pressure on the seat. At 3 and 4 Gs, the person weighs 300 and 400 pounds. The weight of the airplane is well over a thousand pounds and that weight is being carried by the wind spar(s) and the hardware attaching the wing to the airplane. The attaching hardware and wing spar(s) all experience the same increased weight (stress) when the Gs increase. When you are in a steep dive and a steep angle of bank then pull hard back on the controls to try and climb you place a tremendous strain on the wings and attach points. The airplane I fly is rated to 2.4 Gs positive, beyond that I risk structural damage or failure. The airplane broke apart mid air because the pilot allowed the speed to reach a point combined with what he was commanding the airplane to do through his control inputs that the resulting forces did exactly what you said "strain during the spiral just too much". Hitting a big speed bump on the road at normal driving speeds is uncomfortable. However if you hit that same speed bump at 100 mph or 160 km/h over and above the posted speed limit they you are likely to do some damage or even lose control. Same with the airplane, as the speed increases the resulting forces acting on the airplane also increase, up to and including the point of failure. This pilot lost control of his airplane in the descent, and in trying to "fix" it he pulled it apart.

[@Codehead3]

This should be mandatory viewing for ALL pilots! IMC is nothing to fool around with if you aren’t proficient at flying in it (not just having the rating and going under the hood once in a while).

[@sophiarodriguez1861]

Amazing! Thank you!