Accident Case Study: Emergency Management

Link to certificate, WINGS credit, and ASI transcript: bit.ly/ACSEmer...
Description: As safety-minded pilots we need to make conservative decisions for the best chance of a positive outcome. In this case study, we share lessons drawn from this pilot's unfortunate decisions during a vacuum pump failure in instrument meteorological conditions. Take this opportunity to boost your awareness of critical and proper decision making in an emergency.

[@maxsmodels]

I cannot believe he went back into IMC no-gyro. Once in the clear I would have followed the blue sky and landed at a VFR airport.

[@airplanegeek893]

I believe the suggestion of ATC of trying for a non-gyro approach was enough for the pilot to change his mind. This is an important lesson to us about decision making and and know when to say no.

[@fadedflage]

Yeah the letters WTF come to mind

[@Alex-us2vw]

Or just descended to 500 agl and kept an eye out for obstacles. I’m sure dodging a few well light communications towers and tall buildings on the approach would’ve been much easier then whatever he was trying to attempt with no an inoperable vacuum system. Sure you would be breaking the 1000agl minimum over built up areas limit, but could’ve declared an emergency and been fine.

[@MrDejast]

You've got that right!!

[@brightymcbrightface]

as they repeatedly say, easy to see the better decisions from the ground at 0 mph and 1G. : )

[@homefront3162]

The announcer has such a perfect voice and delivery in all these videos

[@ChrisCoombes]

Homefront absolutely agree

[@mercedyzmarieguion292]

Yes, he is very good. Enunciates well.

[@Arcticfox7]

That is why he is the announcer.

[@dsandoval9396]

Reminds me of the narrator for CSB (United States Chemical Safety Board) videos. Those are also pretty damn interesting, the case studies are anyway, their other videos aren't bad but those case studies/investigation videos ...I could binge watch those in a heartbeat. Just like these case studies.

[@darkoflight4938]

He sounds a bit like Morgan Freeman.

[@clarencethomasisthegoat]

I went home after watching this, started a flight in P3D. Departed in IMC conditions and set vacuum and VSI to fail in 3-5 mins. Using only instruments and vectors from ATC (no GPS).. within 120 seconds I was in an uncontrolled steep spiral descent, where I overstressed the aircraft and crashed.... and I had the advantage of knowing the instruments were going to fail.

[@Aran2323]

That's terrifying.

[@nikhayes3396]

Yeah, I love trying to put myself in these situations in the simulator… makes you much more aware of what can happen, and how hard it really is. It sucks that he made the right call and had ATC over ride him in error.

[@clarencethomasisthegoat]

@@nikhayes3396 as an ATC, 90% of them don't know dick about actual flying.

[@AdamFlyer113]

And not having your physical body play tricks on your brain.

[@mortalclown3812]

​@@AdamFlyer113 💯

[@MrDlt123]

All pilots who watch these AOPA videos should be advised: When you hear ominous piano music when you're flying, get ready for something to go down.

[@guy_incognito7538]

XD

[@homefront3162]

Darrin Nunyah ⭐️⭐️⭐️⭐️

[@tritono666]

And I thought my humor was dark

[@jmullentech]

It's akin to walking into a room and spotting ammo, armor and medkits... you can expect for shit to get real around the following corner!

[@deeanna8448]

Or, if you hear that narrator's voice. "She had logged 150 hours, and 14 on this aircraft". Welp! We're puttin' her back in the hangar. Not flying today.

[@mrmikesparks]

This is the second ASI video I have watched today with the SAME EXACT SCENARIO and SAME EXACT OUTCOME. - dry vacuum pump - no backup - fails while in IMC - pilot and ATC both fail to state and understand the seriousness of the situation - tragic preventable loss of life So sad!

[@adotintheshark4848]

the other was a Beechcraft Bonanza

[@nemahs]

I think this point can't be stressed enough, you as the pilot are the final authority when it comes to the operation of the aircraft. You are allowed to and even expected to decline ANY ATC instruction which you believe compromises the safety of that and other aircraft. You have access to information the controller doesn't. Work with them to find that best solution.

[@ChristopherSaindon]

100% spot-on comment. There is a lifetime waiting on the ground that you can spend at WAR with the NTSB if you're correct in your judgement. Much better than "Accident was survivable."

[@etherealrose2139]

Yeah this whole thing was ridiculous he should have taken command of his craft. It was clear no gyro in IMC was a nogo for him. Why either would go for ILS approach again is crazy. Hit alternate VFR airport

[@toStringy]

These videos are incredibly well produced - sadly they are always so tragic, but they are very interesting to watch. Keep up the good work.

[@conqururfear]

toString yep awesome ly produced

[@philipp7935]

mayday mayday mayday, vectors to columbus. live to see another day. entered VMC, back to IMC partial panel -> failure of pilotage, dead

[@nolimitrc1]

Agreed

[@rileybobbert6527]

@@nolimitrc1 great im so fucking glad you agree

[@jonathantrunz4482]

As a pilot and ex-controller, I think this video should be standard viewing for all pilots and controllers. And now, for less than 2 grand, you can have a completely separate electric '6 pack' in a 3 inch sq. box. See Garmin or Dynon.

[@gbigsangle3044]

No need. You can get a $200 iPad with GPS and load it with Foreflight or Garmin Pilot and have a full backup to everything including navigation.

[@goneflying140]

What do you think of foreflight on an iPad as a backup? It has that HSI feature, with artificial horizon, altitude, airspeed, and heading... Are you familiar with it? Your thoughts please?

[@yamkaw346]

@@goneflying140 I know it’s not certified. Does not mean it won’t save your life tho

[@kyledbryant]

@@gbigsangle3044 If you are screwing around with your IPAD during an In Flight Emergency with no gyros....you shouldn't be a pilot. Install a secondary Attitude Indicator.

[@PassiveSmoking]

"I've just lost some gyros" in IMC should be IMMEDIATELY followed with "Declaring an emergency"

[@jibeneyto91]

I can't understand how both the pilot and the ATC were so cool about the no vacuum situation. Vacuum failure in IMC is an immediate emergency call. Try to fly straight and level using the magnetic compass and the turn coordinator. Small heading corrections with the rudder. Fly to regain VMC conditions in the shortest possible time and STAY in VMC.

[@topspot4834]

Agreed, but a lot of ATCs don't fly and might not know the severity. This was pilot error, not ATC ... Ultimately it's the person flying who needs to communicate with ATC and make them aware. When he entered clear skies that should've been discussed and it's his own fault for voluntarily choosing IMC over VFR.

[@steviesevieria1868]

ATC was very poor here. Is the location related to that problem?

[@nailersrule]

@@steviesevieria1868 smaller airports for sure

[@raajashtaputre2803]

Stay in VMC - that's the key. I've made it a point to not fly solo until I become very proficient in IMC. Weather (and your ego) can get you anytime.

[@etherealrose2139]

ATC aren't pilots nor mechanics, by and large. It's up to the pilot. See the other video I think it was N440H Beechcraft. He never declared an emergency and ATC didn't know what lack of vacuum meant.

[@erichert1001]

IMC? Failed Gyro? I'm declaring an emergency.

[@bluehornet6752]

...and you would be well-advised to do so.

[@antoy384]

Tom B I can’t fly an airplane, but after 400 episodes of ACI and 20 of AOAO, I know all failure modes. Lost your elevators? Control direction using asymetric engine power. Small aircraft and the ATC cancels your clearance in favour of a Boeing and it makes you feel overwhelmed? Declare emergency to land. Ultimate armchair master of failure-mode-only piloting.

[@greensphinx]

Adrien Ragot oh that video. Poor girl in the cirrus.

[@ChrisVonToph]

@@antoy384 Ha ha, great comment!

[@lockergr]

@@antoy384 What's ACI. I don't fly, and don't ever plan to fly but for some reason these videos are endlessly entertaining to me.

[@SimsulatedId]

I’m not a pilot, but these videos would be really useful if I were. They’re nicely produced. Not too brief or too laboured, neither sensational nor understated, with a human touch in the analysis - a disarming bedside manner this narrator has. This particular story is harrowing. As for who’s to blame; I think the video covers all the bases.

[@lessonsobserved]

Completely agree. I intend to become a pilot when I can afford it and will watch all of these videos multiple times as partial preparation.

[@coolmanjack1995]

It's no bullshit and matter of fact but isn't sensational or snide about it. It's very educational

[@megenberg8]

No gyros not good.

[@Bbknuckles]

I’m no pilot or controller but man do I love these videos. I’ve binge watched this channel for the last 3hrs now! These training videos are top notch.

[@vissitorsteve]

Love this channel. No drama, no BS, but straightforward information that is of extreme importance to us pilots.

[@airplanegeek893]

I believe the suggestion of ATC of trying for a non-gyro approach was enough for the pilot to change his mind. This is an important lesson to us about decision making and and know when to say no. RIP.

[@33moneyball]

A common factor in many accidents is a pilot using GA as basic transportation rather than a recreational hobby. Your skill set and plane quality need to be much higher if you’re going to rely on flying with a deadline.

[@kyletaylor6058]

I often wonder if some of these people trying to use a more affordable AC for transportation are trying to save money and have paid off an IA to pencil whip the annual on problems they consider small instead of paying to fix it immediately. My father is an AP/IA and some of the stories I’ve heard of mechanics being paid off is terrifying.

[@bryce7285]

​@Kyle Taylor I think that is part of it. But a lot of pilots just don't put much time into preventative maintenance. It's a shame and one reason why renting from a good business can be nice

[@710racingdbn9]

L I onmllmm pop Mom ok lo 😮😅po😮pllo oooopoooooo pm oloi Poplkm lol kpokom

[@gunsaway1]

As always a great video. I modified my 180 with a standby electric vacuum pump in the event I lost the engine driven pump. Lost it in VFR and the standby worked like a charm.

[@rickfeith6372]

Thats called redundancy...and you made it home. Lets try an ILS approach into IMC with broken gyros and a bad attitude (indicator). Doesn't work too well.

[@FrustratedFisher]

Great idea I don't own a plane but if I did it would have back up electric attitude indicator. I am a aircraft mechanic and I have changed many failed vacuum pumps,they fail more than most realize.

[@sparkymax4290]

Huge problem with military doctors, for some reason more so than civilian doctors, is the inability to recognize when they're in over their heads.

[@tysleight]

We love our former military doc's it is the new ones that we dread. Don't get me started on NP and PA's.

[@lizettewanzer8650]

Oh, I'm so glad to see this comment, Just watched this episode three times and said to a friend, "I wonder whether the fact that he was not only a doctor, but a MILITARY doctor, played into his cavalier attitude about the situation."

[@adotintheshark4848]

When you don't appreciate the gravity of a dangerous situation, gravity will take over.

[@dylconnaway9976]

These are invaluable videos. Thank you AOPA so much for releasing them, and please continue doing so!

[@Naoki09]

Your series of videos has convinced me that the most terrifying thing that can happen to any GA pilot is a vacuum pump failure in IMC. I literally bought synthetic vision as a backup. During my instrument training partial panel flying was never stressed as all that important, it was more an annoying thing we had to learn for the checkride. This really puts it into perspective.

[@megenberg8]

If one is not totally 100% qualified and competent to fly IMC, then 🥺 please - stay w/ VFR always,❤️

[@lgloffelmacher4913]

300ft OVC put him behind the 8 ball before he left the home field. He didn't know his own limitations and lack of practice soon went to sensory overload.......he almost saved himself with the Columbus get out of jail card, but then blew it completely. Really informative video............

[@davemould8261]

+LG Loffelmacher Excellent response to the clip, and its unfortunate & sad ending...surely ATC could have given weather for him at his alternate as it was quite close anyway, but to then get him to retry a 2nd ILS after such a badly failed 1st attempt at it...not good. ATC op should have diverted him (gyro failed/course tracking up & down), and given him new heading/vectors to alternate or just get him out of there. Pilot SHOULD HAVE also declared an emergency waaaay before things got so bad for him...disorientation sucks.. PILOT IS IN COMMAND & CAN OVERIDE ANY & ALL NOTIFICATIONS BY ATC if the pilot feels the situation is unsafe....BY SAYING "UNABLE" in response, THEN, ATC can offer further advice/guidance/course/action....they are there to help us. Great clips from AOPA, and it shows it is so important for pilots & students to be able to recognise their own limitations....shoot a couple of ILS tracks to Mins. from under the hood yourself in training...ask your instructor to show you these and PRACTICE them....it COULD save a life...YOURS..!! Stay safe guys.....

[@alk672]

A completely unbelievable decision to go back into the clouds partial panel after having struggled with maintaining control for a while. He saw he couldn't do it, he caught a break and broke out of IMC, and then he went back in. Incredible courage with little explanation as to why.

[@AK-rx6hv]

Problem was the pilot was a surgeon. As a surgeon I can tell you we don't like feeling or admitting that we're not in charge.. we rarely ever ask for help during surgery, we just power through and get through it on our own as much as possible. It's a necessary personality as a surgeon to be in charge of the situation, but not so much as a pilot.

[@HypePerformanceGroup]

Ironically the comment above yours says "I think this point can't be stressed enough, you as the pilot are the final authority when it comes to the operation of the aircraft."

[@kristoffersmith8289]

Your excessive ego doesn't mean you are actually in control - all the adults can see through your insecurity

[@HypePerformanceGroup]

@@kristoffersmith8289 what did AK do to you?

[@lasmith3129]

Its never necessary to try to still be in charge when you're over your head in surgery. It's your HIPPA responsibility to ask for assistance. The patient is the priority--not your ego. I hope you never operate on me.

[@coreyandnathanielchartier3749]

I'm not a surgeon, but I'm pretty sure they don't operate alone in a room with just the patient. Maybe your field could use some CRM training.....

[@NoriMori1992]

I just earlier watched another of your videos about a no-gyro partial panel situation. So when this guy so _casually_ mentioned he'd lost gyros, didn't declare an emergency, didn't seem in any hurry to get out of IMC, I was like "ARE YOU KIDDING ME?!"

[@M1A1cavalryman]

I can't imagine not saying the "e" word after a vacuum failure, or pressing on afterwards into IMC when it isn't required.

[@tytusabrahamson6575]

No doubt but it's tough, clearly his mind was in a fog. Controllers should know that a vacuum failure in IMC is an emergency. Or at least they could ask, "do you wish to declare an emergency?"

[@M1A1cavalryman]

Tytus Abrahamson I wonder if they understood it was a vacuum failure. He mentions a gyro issue but it seems like he was non-specific as to what the issue was or how serious it was until fairly late in the problem.

[@TheBeingReal]

At least he was solo flying b

[@davidwhite8633]

M1A1cavalryman Vacuum pumps are notorious for failing before their purported lifetime. Have been for decades. That’s why a lot of pilots have resorted to a second pump or ‘peanut’ attitude indicator etc. The overriding problem,apart from being proficient and comfortable on partial panel, is that most pilots don’t include the vacuum! gauge in their instrument scan most of the time, and who can really blame them? The effect is that the attitude and directional indicators ,not having off-flags pop up straight away and only slowly giving wrong signals, the pilot may not realize anything is out-of-whack until it’s too late in actual IMC. He may not even realize that it’s not the gyro instruments that have screwed up, but the pump.IF, and it’s a big IF, he can realize this and get on the turn coordinator ,flying partial panel while trying to cover up the vacuum powered gyros, he’s o.k. Accident statistics from the last 40 or so years suggest that a lot of pilots never managed this---and those type of accidents were usually fatal!!

[@Bryanscott88]

I remember this day very well. I was on I95 when we seen the plane coming down. We had just left the airport. I had no idea this was the accident that took the life of the doctor from Cape Fear regional medical center.. so sad. Being in the clouds with no gyro is a very deadly combination. God rest this mans soul, as many lives as he has saved in his life, to have his own taken. God bless his family

[@danieljohnston2379]

Not a pilot but just love engineering and technology and accident analysis. Being a pilot is certainly not a thing for just anybody to do.

[@phillipmckie4913]

CCCC.Climb, Call, Confess and Comply.

[@bluehornet6752]

Good advice. Not bad at all actually...

[@LimaFoxtrot]

Also circle...do a couple 360’s to buy time while you get your plan and bearings straight.

[@ellenorbjornsdottir1166]

No place for compliance. Climb, Call, Confess, Co-ordinate.

[@phillipmckie4913]

@Bill j Those 4Cs apply when you are needing help. However, in order to know where you are going you need to know where you are. Once your situational awareness is in order proper pilot decision making starts. That's how it is done in aviation.

[@VictoryAviation]

He did comply after already having requested rerouting to a VFR airport but being told to attempt another ILS approach, and that that very well possibly cost him his life.

[@djsunji]

i cant imagine how horrifying it must be with a vacuumpump failure in IMC with no backup.

[@gbigsangle3044]

Not having a backup is the first fatal decision any pilot can make...do not fly even in VFR without backup systems. These days there is no excuse for not having backups like a tablet with GPS on it and redundancy for the instruments.

[@stevenichols4639]

this. One reason why I no longer have vacuum pumps in my plane

[@enshk79]

Why is it so disastrous immediately?? I’m dumb. These things just render you incapable of flying the plane anymore?

[@djsunji]

@@enshk79flying in IMC (Instrument Meteorological Conditions) condition with zero visibility without any instrumentation like an artificial horizon is basically a death sentence because you have no ground reference and you cannot rely on your organ of balance. so sooner or later you will end up in a turn without noticing and hitting the ground without seeing it or very short before impact.

[@marylamb6063]

Since 2001 the FAA has made recommendations for ATCs to be trained in equipment failure. However, the ruling is not specific, training is sporadic, and none of the 3 controllers interviewed claimed they had training with scenarios caused by loss of gyros. They knew what it meant--no heading--but they didn't know what it meant to a pilot's inability to control the plane. They also did not know the weather of the alternate. The ATCs were not trained properly.

[@srstacy]

Goal as a pilot, never be in an Air Safety Institute "case study" video.

[@HistoricalWonder720]

These are the goals of non pilots too.

[@donaldadams4826]

Is that your go to comment for every vid. STFU

[@HistoricalWonder720]

@@donaldadams4826 I never said this more than once.

[@philo5096]

These videos are so frigging sad. But you learn so much from them. Its amazing how many of these tragedies could have been avoided.

[@ellenorbjornsdottir1166]

the goal is to be here living if you get here... not to be here in magnetis like this man

[@davejones542]

I think this is one of the best asi videos.

[@kristoferstoll587]

These videos should be mandatory viewing for all small craft pilots. Especially those who have a tenancy to think they're smarter then everyone else... Which seems to be the case in basically 90% of these situations.

[@pushing2throttles]

Even though many of these videos are discussing the factors, decisions and events that lead to someone's death i really appreciate not only the sensitivity the air safety institute takes with the production but also the educational quality. If all pilots of every experience level studied these i truly believe everybody will learn something. As a pilot myself I can honestly say that if I ever am involved in a fatal flight my hope is that someone will learn from any mistake that is made so history doesn't repeat.

[@tech99070]

These are the best videos on youtube

[@4wheelerDJ]

I lost one of my doctors, a well-known Houston surgeon who loved to fly his experimental ultralight aircraft as a hobby, to a crash in 1981.

[@TheSoloAsylum]

I want to sit in the section of the plane that has the planes numbers on the outside, that part of the plane always stays whole after the crash...

[@rekunta]

Four hours over nine years?? Shit, I’d be hard-pressed to get into my car with that amount of experience over such a timeframe, much less a plane. That’s absurd.

[@pizzaguyaz]

No idea why I'm watching these videos, but they are very interesting and well done. I do know a few pilots and can at least now have some understanding of their challenges.

[@CapFreddy]

It’s really important that aviators watch this kind of analysis, but I can’t help felling really sad with it. Nobody wants to do mistakes, nobody wants to get in dangerous situations, it’s really easy for us watching it all in the comfort of our homes to get conclusions we might not get in time if we were there. Good flying to us all, and that those losses may not be in vain.

[@williammann9816]

I am a doctor and considering getting my private pilots license. Doctors like anyone else get into trouble because they do not know their limitations. I suspect there are also a larger number of doctors that get their private pilots license and also their own plane more than any other profession due to financial ability and their education based on the sciences. I have heard surgeons are over represented in plane accidents more than other specialists but I do not know this is true. It would not surprise me since the surgical specialist is at the apex of specialties and I can see how they are known to have nerves of steel and take it upon themselves to make final and urgent decisions without asking for help. It is not in their nature to admit when they are in over their heads. As for me I am a psychiatrist and do not need to keep from asking for advice, help in the middle of a surgery. My experience in surgeries ended as a med student when I would just hold retractors and take directions from the surgeon. I have been reading and watching videos about topics important in getting a private pilots license. One thing that is missing is what a pilot has to fear or be afraid of when declaring an emergency. From my understanding there is nothing to fear or be afraid of but this info is lacking in the literature of my private pilots license text book. How many of these videos involving accidents seem to have the theme that the pilot is not clear with ATC telling them of their predicament at all or until it is too late?

[@RogerDiotte]

Perhaps because of these videos and audios it's all too real and out there now to see/hear and make validity of some of these mistakes unlike the old days of hearsay about an event, like a news clipping and you filled in the blanks. You being a psychiatrist and me operating railroad locomotives and working the ground switching cars for a few decades we can each surmise how one wrong split second move can be one that has no return. I'm not a pilot and can't vouch for what becomes in the mind of each in situations however I know well enough after seeing a career of mishaps on a railroad that it's an instant safe course of action regardless of personality. That is a fact written in blood in my field both witnessed and experienced. All I hope for you now is should your test come that you are gifted an ATC that feels you and puts it out in a tone that you may need to place your direction in him. How are you coming along in your flight pursuit?

[@dantee7893]

Bill, nothing bad comes to you for declaring an emergency. They may ask you to explain and if clearly not warranted they may have you take some additional training, no big deal compared to assuming unnecessary risk up in the sky. Remember the moto - speed that thrills is a speed that kills. I am sure that pilot was sweating it up there, it's obvious in his voice. When you are sweating it, assume command, do what you know is safe and / or declare an emergency. Lastly, there may be some contributing factors to doctor accidents such as they fly faster planes, and often after long hours and in a rush to get to their remote clinic in time for the next day, dealing with these factors is part of a pilot's basic training (IMSAFE), but it takes discipline to sticking to them even after many hours of experience.

[@arashishinkaku169]

@@dantee7893 ive been seeing a lot of comment in various video stated that the pilot could have been save if they declared emergency. What actually will happen after pilot declare emergency?

[@dantee7893]

@@arashishinkaku169 First, let me state the obvious, when losing gyro's in IMC, that's an emergency, meaning there's real risk for life. Second, once declaring emergency the controller must give the pilot priority and make sure other aircraft stay clear. Giving priority means going according to pilot's request to Columbus under VMC, and not suggesting another attempt at local IMC airport. Simply declaring emergency is also a mental thing affecting both the pilot and the control, removing any doubt as to the seriousness and gravity of the situation. I could be wrong, but it appears to me that while the controller obviously realized something was wrong, he did not draw the proper conclusion that the pilot is simply not in control, of the aircraft and himself.

[@arashishinkaku169]

@@dantee7893 so, declaring emergency means that ATC just follow with pilot's plan along with the pilot have the highest priority in landing? It may explain it in this case, but i still cant see how it would make a huge difference for other case

[@jaimhaas5170]

You can tell this was a very nice fellow and didn't want anyone to fuss over him. Too bad the alternate airport was not kept.

[@Skunkowork]

The tricky part of partial panel is flying the magnetic compass and correlating that with the CDI. This is what I think happened with this pilot I always taught compass turns and timed turns but the best fundamental technique I realized is to make a std turn in the correct direction for a few seconds then level wings and allow compass to stabilize. " turn a little wings level". Repeat until you're on the desired heading. Then once on course, make the same small corrections laterally referencing the cdi and turn coordinator. Makes life much easier. Hope this helps a bit.

[@davidwhite8633]

Skunkowork I agree . Trying to fly the mag. compass with all its lag , lead , and acceleration errors is extremely difficult . The Army used to teach that to its rotary-wing pilots , but I doubt they do so today. I also doubt any of them ever used it on a precision approach! As you say, timed turns are the way to go on partial panel. Personally, I’d use std. rate for the first half , and half std. for the last half of instrument approaches, but that’s just a matter of taste. BTW do you know of any flight sims that actually incorporate ANY of these mag. compass foibles in their programs? I doubt that, too. Must be yet another confusing detail for the desk flyers if , or when, they ever try flying a real aircraft.

[@Skunkowork]

@@davidwhite8633 I know some instrument trainers use Microsoft flt sim software, it simulates compass errors to an extent. The lead, lag and timed turns are a good base but I found better results from my students when referencing the compass as in my previous comment. Basically if I'm using the old fluid compass, I just do a std rate turn until I see the heading in the window, then I level wings. And make small, quick turns to center it. When you have to fly, navigate, communicate, and troublshoot a problem. Simple is easiest and safest.

[@blackhawkorg]

Rest in Peace, Sir

[@prorobo]

Those FSX graphics and aircraft are great.

[@22vx]

Speaking for us non-pilots, the critical mistakes and prescribed solutions here seem entirely intuitive. In layman's terms, it seems a pilot's basic training fundamentals are what will usually keep tragedy at bay.

[@libertine5606]

As PIC declare a emergency. Make sure you are at a safe altitude and have plenty of fuel. Maintain straight and level. Until you can do that don't do anything else. Unless we are flight instructors it is likely we are rusty. So keep the wings level and your altitude level and tell the controller that that is what you are doing. Aviate, navigate, and communicate. In that order.

[@UnkleJustin]

As a professional communicator, I understand that busy people who have to repeat boring information tend to speed up their cadence. But many of these controllers need to slow down their speech and focus their thought process once critical or emergency situations occur. ATC sounded perturbed with the pilot and was speaking so fast he sounded like a winded auctioneer. I'm sure his goal wasn't to kill the pilot but he did way more to hurt than help, sadly.

[@sinicodaniel]

Great accident case study, thank you for your efforts and for sharing it.

[@tomm4284]

Pilot did not state 2 imperative things: 1st: REQUEST NO GYRO VECTORS; 2nd Declare EMERGENCY. ATCS could have arranged an Radar Surveillance App (ASR) or Precision Radar App (PAR) into FBG. Pilot's responsibility to tell ATC what assistance is required: he did not.

[@markowen1295]

Don't blame the controllers. The pilot clearly did not have an accurate perception of his own capabilities; answering the controllers with "Im OK" type responses when he clearly wasn't; a denial of reality on his part? Or perhaps he didn't actually know he was in trouble? In addition he failed in his responsibilities at various times: not notifying ATC of the loss of capabilities when he detected it; not cancelling IFR and remaining in VMC when he could have, etc. The controllers are there to help and made good efforts to get things sorted out, but in the final analysis the responsibility is the pilot's.

[@icemachine79]

The controllers sounded disinterested and annoyed, especially the second approach controller with his snarky "you didn't turn at all" comment. The NTSB agrees which is why they placed a lot of blame on ATC's failure to recognize an emergency situation even after the pilot said he wasn't OK.

[@JS-rp7qb]

Shit controlling on both the part of the controller and the supe standing behind him. Embarrassing at best

[@letzrock1675]

Don’t blame the controllers? Seems that the NTSB already did...partially.

[@MegaBakerdude]

But they (experts) point out that the controllers should have known from his responses that he was not ok. He sounded almost drunk to me early on, or drugged. That changed to "I'm ok".

[@coolhari2000]

Am currently a student pilot thankfully I have a healthy discussion attitude w the atc & tower in requesting different instructions. E.g. Requesting a runway w papi instead of runway w no lights when I was tired or requesting vectors and asking for confirmation when am confused.

[@FlyersDistrict]

Not enough of these videos. Please make more.

[@Rockingruvin]

Smart phones can download free apps as backups. Compass, altimeter, horizon... I'm sure there are more. Compass has been standard on iPhone since inception, IIRC.

[@dlvox5222]

That eerie music and the picture of trees really close together. Yikes.

[@avproductions5184]

We practice partial panel to be IFR rated, never realizing that a true Vacuum failure won't have a failure flag indication. The only indication will be erroneous and inaccurate information from instruments you're used to trusting.

[@YouDingo88]

The second controller's voice had a hint of annoyance and less of concern. Pilots under stress could do without a condescending tone.

[@QemeH]

You hear that in a lot of accident tapes. The reason is arguably very human: ATC is ripped out of his normal work-flow by no fault of his own and there simply isn't anyone to blame but the pilot (even if the pilot isn't actually to blame). Sometimes they don't even know that something is wrong, they just assume it's one of "those" pilots again. The lesson of this should be: to pilots: Don't ever care about the feelings of ATC. There is a reason the order is Aviate, Navigate, Communicate. May they curse you to hell, you just save your aircraft! to ATC: Give pilots the benefit of the doubt. You may not know what's happening or how much they are in over their head. If you are right, possible pilot deviation can wait until they are on the ground.

[@sporkeh90]

If you cant still be assertive when hearing a condescending tone maybe not be a pilot.

[@icemachine79]

​@@sporkeh90 No, it was more than that. The pilot was obviously under stress and the controller had been told he was having problems during the handoff from Fayetteville tower. There was no need for such a nasty attitude. At 7:47 he says "stop turn" even though he knows the pilot wasn't actually turning... and then he has the gall to sound annoyed when tells the pilot he wasn't actually turning. Since the pilot was already confused, that made the situation even worse. He should have immediately vectored him (as best he could) above the clouds and towards Columbus. Instead, he acted like a jerk. I hope he learned something from this unfortunate situation.

[@daytonasixty-eight1354]

As a GA pilot you should be aware of and prepared for asshole ATC. Most ATC are very professional and friendly. However, in busy areas they hate our slow planes. Most centers are used to dealing with professional jet pilots. When they hear a piper or a cessna they get bothered because for whatever reason, they assume we don't know how to fly.

[@icemachine79]

@sallygo1234 Well, this specific pilot didn't sound like that. He was also very forthcoming about his difficulties and requested the alternate himself. But the real deciding factor here is that the pilot was in a life-or-death situation and the controller _wasn't._ Once the controller realized the pilot couldn't navigate or handle no-gyro turns in IMC he should've brought up flying to his alternate, not get snippy with him right before directing him to an approach that he obviously couldn't fly. After listening to a number of these videos, I'm amazed at how poorly most controllers seem to comprehend the basics of flying these days.

[@markbass9402]

Watching these excellent videos can be sooooo depressing.

[@SGTSnakeUSMC]

Unfortunate, wonder why he tried again instead of sticking to his plan to divert to VFR alternate. I assume the stress clouded judgment.

[@rubiconbaron9662]

So many of these cases tell me that the most important thing for a pilot to do is to fly their airplane. Don't listen to atc, passengers, or anyone else... Fly your airplane and declare an emergency if necessary. It's a lot easier to argue with ATC than to dig yourself out of the crater you created by letting someone else make decisions for you.

[@unapro3]

As soon as I heard "Physician" I knew it wasn't going to end well......

[@gbigsangle3044]

The worst pilots are arrogant. Doesn't matter what they do in real life for their work. It's about attitude and flying enough to stay current and proficient...not whether you take out kids tonsils for a day job.

[@KjartanAndersen]

The title "Accident Case Study" didn't give it away, you think? Have any of these had a happy ending?

[@badmonkey2222]

To this pilots defense he sounded quite cordial and was clearly having troubleand making that point known here the second controller was the one with the attitude.

[@brittneyjake2010]

These arrogant men put their family lives at risk as well. Its so so sad. R.I.P

[@Ramiiam]

Tragic. I wonder if he was aware that his alternate was VFR? If so it is hard to understand why he would have reentered IMC with a failed gyro. You would hope the automatic response to such a failure would be to declare an emergency.

[@ladyscarfaceangel4616]

I think the pilot was too timid to speak up. Some are like that. I'm a passive aggressive person who'll do almost anything to avoid a conflict, but I'm working on that as we speak/type. I've seen too many accident reports like this.

[@ladyscarfaceangel4616]

I hope my automatic response would be just that. I'd hate to die, or worse, kill an innocent person(s) because of my passiveness. That's defiantly something for me to keep working on.

[@keemez]

who/what are you defying?

[@KuraIthys]

ATC. One way or another if you have someone giving you instructions or who you expect to give you 'permission' to do something, even if you're well within your rights to ignore what they tell you, unless you can be sufficiently assertive it's easy to fall into the trap of just blindly following instructions even when they are probably stupid. Plus, if you're kinda shy or have non-confrontational tendencies you're not likely to attempt to disagree or argue with the controllers even if you think they're being idiots. I know that for myself, certainly, I have social anxiety, and as a student pilot that is by far my biggest issue that I'm having to deal with; I fly outside of areas that have formal ATC controlled airspace, but dealing appropriately with radio calls makes me nervous at the best of times, and being nervous puts you at risk for making stupid mistakes. It's something I know I'll have to work on if I hope to continue flying, but it's very difficult considering how much I struggle with it in day-to-day life. Yet poor/awkward communication and not being very assertive may just be a bit embarrassing in say a shop, yet in the air it can be a matter of life and death at times...

[@Thomas-kq4zl]

Grammar police whoop whoop!

[@tymcfadden8496]

as a mechanically minded person i have to ask.... why, after so many accidents, are critical systems such as attitude and heading indicators, single point failure systems?

[@DrGonzoChronic]

One thing I've learned from watching these videos is that having a medical degree and a pilots license will result in tragedy.

[@Awilgu]

Too much confidence and pride - distorts rational judgement!

[@rustusandroid]

Somehow the pilot made it out of IMC, then flew right back into it??!! WOW!

[@rinzler9775]

Yes, when he said gyro problems on an IFR approach I was shocked how casual they were.

[@nick81286]

Another vacuum pump failure. Basic maintenance disregarded.

[@WillaHerrera]

This is so sad to listen to. Damn.. 😞😕

[@nicolasgarcia7305]

Great video, very instructional.

[@emena6331]

Informative, thank you.

[@coastfan24]

Pilots need to assume that ATC has no idea what partial panel flying is like and/or no gyro. Most controllers are NOT pilots. The pilot in command has final decision and must not be afraid to be firm with requests to ATC. They might think you are a jerk but it’s better to be an alive jerk than a dead nice guy. In most cases ATC will go above and beyond in order to help facilitate a safe landing but we must be informed fully of the situation. We are just looking a lines on a scope. If possible I suggest any regularly flying pilot to request a tour/walk through of your local tracon/rapcon. It can help pilots understand what we are working with and how providing more information only benefits everyone. Rest In Peace to this pilot

[@SenorCrazylegs]

So atc know he has limited panel and is obviously having huge difficulty flying his aircraft, yet they continue to barrage him with multiple instruction transmissions. "Four miles from approach fix, turn right northbound 010, maintain 2000' until established on the localiser, clear ils runway 4". Stop. Just stop. Vector him to long final. Descend him to lowest vector altitude and clear him for the ils from ten miles out if needs be. Not impressed.

[@kewkabe]

I'm a controller and you forget most controllers are not pilots, nor are we taught about aircraft mechanics or avionics for 300 different types of aircraft. If you say vacuum failure probably 90% would assume your hand vacuum isn't picking up crumbs from the floor. Nor is it clear he's having difficulty flying, just that he's maybe distracted and wasn't watching his altitude and heading. Pilots are expected to tell ATC what they need and what they can or can't do if they're having problems. We can't see in your cockpit. This pilot should have said we need to stay in VMC (or get to VMC), otherwise the controller (who doesn't know your flight conditions) will assume you can accept normal handling. If you don't ask for a long final then the assumption is you can take a shorter turn (especially when you've indicated you're an emergency which the assumption is you want to get on the ground ASAP). Controller did nothing wrong here.

[@user-gc2jx4gj2q]

Indeed it's the pilot's fault 100% here. He just doesn't want to admit he can't fly the plane and needs help. Instead he's acting as if he's in control and can actually follow directions.

[@Bankable2790]

kewkabe Clearly the NASB disagrees with you. It’s one thing for a non-pilot, or -non-ATC to have that opinion, even a retired pilot or ATC, but for a current ATC to have that opinion is disturbing. Clearly the ATC shared some responsibility in recognizing the pilots situation and suggesting corrective action. Even if just 1% he shared. It is not true that “he did nothing wrong”

[@morganghetti]

@@Bankable2790 PIC decides what to do. The controller asked him what he needed. Im not going to start suggesting what the pilot needs to do as im not certified to fly that plane or 100 percent informed on the problem or his ability.

[@Raison_d-etre]

@Uhhh kewkabe and A did not learn all the lessons from the video.

[@stevetanai9669]

I just cannot understand what was that urgent reason not to divert to Columbus with 10 miles visibility ???????

[@FSEVENMAN]

Yet another dangerous doctor

[@jennydiazvigneault5548]

He clearly asked to go to the airport with good weather. What right do the controllers have to over ride that decision?

[@peterboody4629]

As usual, excellent video. Surprised,however, there was no discussion of the post-crash inspection of the turn-and-bank indicator (a misnomer for the old WWII needle and ball I had in my Cherokee 160) or the more modern turn coordinator this aicraft probably had. Neither one shows attitude but they do show rate of roll initially then rate of turn when roll stops. The pilot must have had some knowlege of that and seemed to follow the controller’s no-gyro instructions (turn/stop turn) successfully for a while. Curiously the narration never covers the challenges of flying in IMC with the TC (and its electrically powered gyro) with no pitch information except the altimeter and airspeed indicator. It’s not too tricky if you’re proficient, which this pilot clearly was not. Tragic he did not stick to his guns and go to the good VFR at Columbus. That’s a missing point in the narration too…both the pilot’s and ATC’s failure to go for the simplest least risky option: stay VFR or get to VFR ASAP.

[@silverhorder1969]

My gyro has failed but I have an 8 ball. What questions should I ask it ATC?

[@deani2431]

Ahh…yes. Creeping determinism. Always looks easier and simpler to resolve in hindsight.

[@nightwaves3203]

3:03 he tells ATC he has bad gyros and by course he is almost on the ground and gets the glideslope. But ATC for some reason figures well if you have an undeclared emergency then you'll have to do a missed approach. Then second shooting the approach ATC never gives him a descend order and ask him if he going to start his descent like the controller is playing a sick game with the guy that doesn't have gyros. "In hindsight it seems likely that the pilots troubles began around the time he was handed off to Fayetteville approach" you darn right it did.

[@mendelde]

NightWaves I wonder what would have happened had he continued the initial approach -- from the radar track, he seemed to be "close enough" to the glide slope to make it?

[@telubrico]

According to the NTSB 90 percent of plane crashes being due to pilot error .

[@greatkingrat]

This seems so weird. Why did they not just go to the alternate? How can you perform an IFR approach with partial panel?

[@kabaddiify]

Thank you AOPA

[@kabaddiify]

I meant air safely:)

[@treylem3]

Great lessons

[@jimwatson842]

Until the early '90s, commercial and GA pilots' names were always included in CAB and NTSB accident reports. Why is that no longer a part of the historical record? The bureaucracy and length of today's reports is appalling. Some are 300 pages. The 3 February 1959 Buddy Holly accident report is nine pages. Nine pages. I earned paychecks for 50 years and if I learned but one fact, it is this: many in both labor and management never admitted to cruelty, unseemliness, illegality or just making a mistake. They were just offended when accused of these things and had to make sure their gluteus was covered.

[@JediOfTheRepublic]

Did you just have a stroke?

[@Foxbat1155]

Is that Lou Dobbs talking?

[@stubadub2k]

how many of these are doctors?

[@nztv8589]

love the news soundbite at the beginning " the pilot may have been doing "Aerial acrobatics!!!" lol

[@richardweil8813]

Unfortunately most news people know nothing about general aviation. That doesn't stop them from speculating, though. The result is that, like too many Hollywood movies, the public can get a terrible image of flying. (Some movies are accurate but many are laughably bad on the details.) As pilots the best we can do is complain to whoever is giving a distorted view and when it comes up in conversation give a more accurate picture.

[@nztv8589]

@@richardweil8813 calling multiple aircraft "aircrafts" and calling an airliner an "airline" are common trends at the moment !!

[@SGTSnakeUSMC]

Once you activate plan B, stick to it.

[@Justatoy26]

I don’t know why the controller decided to have him go around. A good controller would’ve known that a GYRO is an emergency & would’ve possibly gave him a makeshift VOR/DME approach, by giving him DME-to-altitude reads to see if he can at least put it down long on the runway. A long landing and possible runway excursion is better than sending a troubled pilot back into IMC. However, the pilot should’ve declared an emergency when he seen his GYRO’s failing and should’ve asked for vectors out of the IMC area and to a VFR/MVFR field nearby. Yes, blame the pilot because he is the PIC and could’ve spoke up & asserted himself. He also should’ve been on top of his maintenance “if his vacuum pump and GYRO was not serviced”. I blame both. Edit: I did not watch the entire video, before composing my comment. Only watched a couple minutes. So, kind of repetitive to the video.

[@puppiesarepower3682]

Non pilot with question; I know what a gyro is, but can somebody tell me which are the instruments that depend on it?

[@maxbootstrap7397]

Here is yet another case where both pilot and ATC need to throw conventionality into the toilet in order to be safe in a clearly bad situation (reported no-gyro). In anything even remotely similar to this case, when a pilot can see the ground, he should *DIVE* as far as necessary to assure he can stay in visual contact with the ground. And the pilot should immediately say to ATC "screw everything, I see the runway and I'm coming in to land immediately, so do whatever you need to do to clear everyone away".

[@FrustratedFisher]

I don't own a plane but if I did it would have back up electric attitude indicator. I am a aircraft mechanic and I have changed many failed vacuum pumps they fail more offen than most think

[@garyvale8347]

question: as a non-pilot, are there any instruments available / sold for small private aircraft such as this type that would help get the plane automatically established on the localizer with very little or zero pilot assistance, and using only a standard airport ILS ? it seems that if there were such a devise developed and available, it would be mandatory on all aircraft no matter the cost...........

[@gregpalmer3831]

Why would you hand him the rake?

[@dalgrim]

Every time I watch this I get mad at the controller. The pilot clearly stated 6:24 "I think the best thing for me is to climb a little bit and go to my alternate of Columbus or some point south". yes ATC initially cleared him but he obviously didn't hear it, SOP says ATC should immediately repeat the clearance if he doesn't acknowledge it. ATC clearly failed here. The pilot did make mistakes as well but as a pilot, especially a doctor and former military, he made a request and never heard the clearance so he followed ATCs future instructions. Ironically his main mistake was following ATC instructions, who wrongfully decided for him that he should come back to Fayetville.

[@billyhogge8803]

going to have to disagree. He is PIC... He could have easily said UNABLE or denied the clearance. He accepted to try it again. Thats not on controller.

[@dalgrim]

+Billy Hogge there was a share of blame however it NEVER addresses the controller's lack of repeating the clearance south.

[@JediOfTheRepublic]

I think the worse thing is a pilot died. We can point fingers all day but it wont bring back our fellow pilot. Lets use this as a learning experience and less of blaming this or that.

[@gbigsangle3044]

ATC is NEVER at fault...the way aviation works is the PIC is the ultimate and ONLY authority for the flight and has the ultimate say over what he/she will do - any ATC instruction can be denied for example and the consequence of doing that rests on the PIC. It has to be that way because controllers are not in the cockpit and cannot know what's really going on.

[@JediOfTheRepublic]

Wrong, there are times ATC can be wrong. Such as if they fly you into another plane while you are in the soup. There are lots of times where ATC where at fault in Aviation accidents.

[@tomseim]

I would never consider doing a hard IFR flight with a single point of failure gyro - backup PFDs are plentiful and cheap. Obviously, continuing into an IFR approach on a partial panel when a VFR alternative is available is legalized suicide.

[@co8783]

@UC5AnhmkMgbEO8v63u3TXDiQ a gyro is the device used to gain multiple kinds of information that can be displayed on a an instrument. For example, an attitude indicator (the glass instrument that has the face that is blue and brown) uses a spinning gyro to tell you what your planes attitude is from the horizon. By breaking the gyro or the gyro not spinning, you loose the ability to recognize what youre actually doing in the clouds. There are a couple different systems run by a gyro like the heading indicator (which is not a compass as it doesnt use magnets) and the turn indicator. Hoped this helped!

[@endwood]

SE IMC is too risky for these very reasons. I've got many 1000's of hrs IFR in everything from C172 to Airbus & I would never fly IMC SE. It's hard to know why an obviously educated individual would intentionally put himself in harms way, I guess we as humans will always be the weak link in this so unnecessary accidents.

[@christopherwilson6527]

endwood why? If you got that many hours you know the turn coordinator, magnetic compass, altimeter and vertical speed indicator are not vacuum driven. Its plenty to get out of imc or make a diversion. Key is to not panic and use your training and brain. Information is right in front of you what the aircraft is doing

[@donaldday9811]

note to self, even doctors die flying, i have no business in the air

[@TCB-1]

As a non-craft owner: do the dry gyro pumps have a different inspection rate other than a typical airframe annual? Seems like since they are such a kingpin to safe flight into IMC, they would have a separate inspection schedule.... or can they even be inspected? Curious.