Bonanza Accidents in Low Visibility

[@captainlegs1]

From one (legless) pro pilot/current active instructor/ past examiner (SimuFlite) - pleased to contribute. I love your style, analysis and presentational skills. Keep up the GREAT work!

[@rhark25]

Just because you CAN doesn't mean you SHOULD is what I go by!

[@geofferyshanen7758]

This video was excellent and enhances basic piloting skills. As a dual rated pilot with over 45 years of commercial experience flying both rotor and fixed wing… I endorse totally every thing said. A successful landing at your intended destination starts before you leave home for the airport. Judgement coupled with situational awareness and good ADM (aeronautical decision making) are key

[@blueskyliao8480]

“Live to fly, fly another day….don’t underestimate the power of darkness”, these phrases should be embedded into the PPL written exam….Thanks Scott for your valuable and technical reviews of the accidents. I have learned a great deal as always._____Alex from San Francisco.

[@nancychace8619]

Thanks for a very good review. Get-there-itis can strike while driving, too. Long story short, I was helping my family make the big move from Calif. to Idaho. My mom and I had worked a very long day to get out of her old house. Really, we should have never started out to begin with (sound familiar?) about 7 pm, but she was excited to get going. It was a 14 hr. drive to our destination. We made it about halfway, then instead of finding a hotel room to get some rest, she wanted to push through. On the most remote stretch of highway all that distance, at 4am she fell asleep at the wheel. We ran off the road and skated across the desert like a rock across a river. We hit a drainage ditch and launched the car! We practically had to request permission to land! We survived, extraordinarily lucky it wasn't worse. Lesson learned -

[@FlyWirescottperdue]

Wow, Nancy! I’m glad that was the only outcome!

[@DARANGULAFILM]

That sounds familiar. I am a groundfowl. The long road journey from Perth to Port Hedland in Western Australia presents a temptation to do it in one hit. The one shot southbound journey is less attractive. The tail-end is through capital city traffic when fatigue and poor judgement are at their worst. The defining moment for me was waking up on a straight stretch of road with absolutely no memory of the last hour which included a few gentle bends. I can only conclude I was on the very edge of wakefulness and driving on muscle memory alone for far too long. It was no microsleep. That was the very last time. I also found that recovery from a 24 hour marathon spoiled the following day or two. Breaking the trip, even camping in the car in the roadside scrub left one alert on arrival and ready to go. I wonder if fatigue is a greater factor in the private flight fatal accidents.

[@karlbrundage7472]

as a 20-year veteran of law-enforcement I've investigated my share of traffic crashes. I'm convinced that if the general public only adopted the rules for commercial vehicle operators, the lives lost on our highways would be cut in half. NHTSA studies have shown that driving while drowsy (after a long shift at work, trying to get that last 100 miles to home, trying to beat weather, etc.) is like driving while being .18 BAC. I've reached that point in my life where I realize I'm not the guy I used to be and can't make those "Thunder Runs" for 500 miles and back in a day/night. I now take the term "Rest Area" literally. A 3-hour nap can make the difference between getting there and the morgue..........

[@jimsteinway695]

Nancy glad you made it. We seem to get more and more Californians here in Idaho. This is a great state. But always remember why you left. That way Idaho stays Idaho. I’m so glad for your safety, we’re glad to have you, welcome home!!!

[@nancychace8619]

Welll... kinda sorta, but we survived nonetheless. Thanks for sharing.

[@lbowsk]

Very nicely done. Retired 121 now flying BizJets with some very low time FO's. We take off in dog feces wx somewhat often. But for them, its often a NEW experience. For some its the first time ever. During the brief I ask them "What is the biggest threat that we face on this takeoff?" Few get it right. Precisely as you stated, its the transition phase from staring at the centerline on the roll to the ADI and then REALLY putting the pitch attitude precisely where it needs to be and not just...nose up. I ask them for the degree(s) of pitch, I ask them when are we going to start the turn and at what bank angle and at how quickly are they going to roll into the bank. In short, I want them to really examine what's going to happen immediately after liftoff and what their primary job is. Everything else is secondary, including raising the gear. The first time I have them fly a departure like that, it immediately comes to them just how important precise AC control is at that phase of flight. I've seen very good pilots get suddenly sloppy as soon as they liftoff into 1/4 mile vis. Low low VIS departures are not to be trifled with, even in a turbine powered airplane. Keep up the good work.

[@donalddodson7365]

Thanks!

[@FlyWirescottperdue]

Thanks Donald! I appreciate you watching!

[@rampuscontrolius3949]

Thanks for covering the accident of 33M in a classy way Scott. Not a close friend but I knew the pilot involved and it’s just sobering. I can say with all honesty that he literally made the worst decision of his life. You all fly safe out there.

[@larryblanks6765]

Sorry for the loss of someone you knew.

[@mikeoswald8053]

In my view, many of these GA accidents can be traced to three attitudes. I call the first one the " I don't need that..." reply when a pilot is advised to maintain his instrument currency. The second is the "I've done that before without a problem " reaction when weather or field conditions, etc. are changing quickly. The last one is the famous, "Hold my beer".which needs no explanation. Retired from the airlines, I work as a TCE (something like a check airman) at a flight school. I fly with customers from pre-solo to ATP. Attitude and ego play a big part in flying. Many years ago, a gentleman once told my new class that we did not work for the airline. Instead, he pointed out that we really worked for the passengers in the back. They trust us, he said, so fly for them. In my limited way, I still follow his advise. Good work there Scott!

[@jimheckert5383]

This man is a great teacher. Thanks

[@jclyles]

When I was a student in college, I had a CFI who had well over 2,000 hours at the age of 21 and was completing his aeronautical engineering education. He approached flying from two perspectives: mechanical and emotional. The reason that the fatality rate is higher for physicians is not mechanical, but emotional. They feel that they have to get home and that they can perform above normal. Airline pilots have someone or something observing them all the time. GA pilots do not and make more emotional choices. The Git Home It is syndrome is a killer in all environments. I keep up for myself the saying, “I see the enemy, it is I” and “My most significant challenge is to embrace reality.” I cannot make ice cream out of cow patties! And there are times when this determines if I get to live. Thanks, Scott for the common sense wisdom that you share so wisely!

[@hnkabraham]

Very sad and unfortunate accidents which could have easily avoidable. Your advice for general aviation pilots are very good. I did my flight training during mid 90’s in US. Since then I have been flying for airlines in India. Flown 737, 777 and currently A320/321. Since I have been flying for Airline for the last 21 years, safety is the priority and all your advices you gave here are already printed on to my mind by years of IRPPC and trainings 😃 When I see these videos, I sometimes wonder why people take such risks which we don’t take in Airlines. Then I remember since I left general flying so many years ago, I might have forgotten how relaxed general aviation flying was. Great videos and great advices, as a pilot we keep learning.

[@Philc231]

We can see the sorrow in your eyes. Thanks for explaining these terrible events.

[@Philc231]

Thanks for your service .

[@greggb1416]

Not a pilot, just a “geek” about airplanes and flying in them..., However every video like this, that you post.., I can apply the type of considerations, decision(s), and judgement you speak of, to many everyday life... Always love your video’s. Yes, thoughts and prayers to those whom perished in these crashes, and peace to their surviving family & friend. Thank you sir.

[@ejwesp]

Scott, you have a gift for relating a story that, from the git go, we know isn't going to end well; but your viewer invariably imagines themself in that accident aircraft struggling with what the pilot was actually thinking as the tragedy unfolded and in a real sense living through the whole accident sequence. When your viewer "wakes up" from the experience and finds themselves still around, we're spring loaded to absorb your "lessons learned". Thanks for what you do.

[@FlyWirescottperdue]

Thank you very much! I try to put you in the seat, its great to know that is working!

[@Indefensible]

Scott....it has been an honor to connect with you and enjoy your amazing content. Merry Christmas and blessings to your family. Tom Banks

[@budowens6478]

Departed on a beautiful day just a few days ago in my Cessna 172, got about 200 feet high, the access door on my cowling come open. Looking back on this, it’s amazing how long it took for me to realize what was going on and decision making. I wasted 4 or 5 seconds, do I go around or pull the throttle back? It all worked out ok, I had plenty of runway left, I pulled the power back and landed. I should have reacted faster though, in the future I will try to be better prepared, stuff like this happens fast and we as pilots must make good decisions quickly.

[@charlescrisefi8784]

You did the right this you flew the plane there is always gong to be that picker factor until you realize what’s going on . There was an accident like this in Houston many years ago that killed innocent passengers the baggage door opened and the pilot didn’t fly the plane . Great job !

[@kevgardner8548]

Your three “I DON’T LIKES” have been my mantra for decades flying small GA airplanes. My final questions is, “Am I at work getting paid for this?” This attitude has caused many canceled flights or destination diverts over the years. Great work!

[@Gronicle1]

That after dark, low vis stuff can be tricky. I once called an airborne radar approach into what I thought was Mather AFB. Turned out the mailboxes on Fulsom Blvd gave returns just like runway corner markers. It was a good approach but pilots refused to land in the road so we went around. I was a new guy and still learning.

[@kevincollins8014]

I sure hate to hear about yet another 2 accidents that could have been avoided. As always thank you for sharing your thoughts and insight on them though Scott. If you remember I was the guy that offered and helped you push your Bonanza backwards at ACCA. Thank you for the great aerobatic show you put on that weekend, I really enjoyed it and got some great pictures. Hope to see you there again this year.

[@FlyWirescottperdue]

Thanks Kevin and I do remember you!

[@markb.1259]

Thanks you for sharing your story Scott!!

[@montanaav8r]

Scott, this accident is very personal to me. I owned N354M for 11 years before selling it to the wonderful family who were involved in this accident. Thank you Scott for your videos and analysis, which I find to be a way for all of us to challenge our habits, practices, and judgements. The father of the son (who was PIC) was in the right seat and was an airline captain. To add context, N54M had a throw-over yoke and no co-pilot brakes. That was how it came out of the factory in 1964. The point is these were wonderful people, AND they were a family of aviators (father, sons, cousins, just about everybody was a pilot). My point is if "Get There Itis" (if that was a factor) can happen to them, it can happen to ANYONE. No one expects that this will happen to them. I am not going to speculate on what happened. We lost some great people that night and another person is fighting to survive. Prayers for them all.

[@FlyWirescottperdue]

Thanks for watching and commenting! You got exactly what I am trying to do... if you think twice risk analysis might result in a different decision and a better outcome. For any pilot we have a razor thin margin between us and a mistake we might not be able to recover from.

[@steelestephens5701]

I am the oldest son of the family involved. I am also an professional aviator. My brother was given a 4% chance of living and on Feb. 1st he walked out of the Burn ICU on his own two feet. The factors at play were more complex than noted in the video, but the information you shared is good nonetheless. Thank you for approaching this accident respectfully.

[@emergencylowmaneuvering7350]

what caused the crash was not the low ceiling or IFR. It was his many pilot errors on the touch and go he did. He thought he had to do an emergency take off after landing. But it looks like he does not practice touch and goes, so in fear, he made the student pilot error of not applying hard rudder and aileron for torque correction. That is what caused the accident, not the IFR above him. You have to apply rudder and aileron controls when full power, and that is not depending on the weather. Its all times.

[@FlyWirescottperdue]

You conflated these two accidents. The first one was takeoff into low clouds-- and clouds did not cause the accident, it was a factor. The second one was a botched landing at night, there was no weather. That was the botched go around. Low visibility was a factor in both accidents.

[@jameshuggins7320]

Thanks Scott

[@jeffrogers2349]

Scott, Really appreciate the humbleness and personal story. Some very good points.

[@eltonreeves8477]

Powerful, educational, n resourceful accident reviews! Thank you!

[@steveprice4779]

Safety before Schedule Always.....

[@MichaelLloyd]

I'll take this one as a guide to fly by. I stopped flying at night a long time ago. It's pretty looking down from up there but I can get anywhere I want to during the day with good planning. Thanks for taking the time to make this.

[@blueskyliao8480]

Completely agreed to fly during the day.

[@quinntalley1681]

Low-time former VFR pilot who hasn't flown in years, but I love your channel and wish you a very Merry Christmas.

[@FlyWirescottperdue]

Merry Christmas Quinn!

[@coonagh1]

Wise words, thanks.

[@adventuresof3bravowhiskey896]

Your accident reviews are my favorite videos of yours. Very comprehensive and informative.

[@billk8579]

Scott, thanks for these videos. I am sure they will save lives. I have not many hours in a T-41 and T-37 and these accidents make my hands sweat.

[@alanwright3172]

Every pilot when he starts is given two bags, one is empty and marked "Experience" the second has an indeterminate size and is marked " Luck" the object of achieving a successful aviation career is to fill the first bag before you empty the second! A great way to cheat is to listen to others stories and read the accident reports and get free experience from others. Your channel is a great way of passing on a lot of experience 🧐 A Merry Xmas and hopefully a more normal new year to you and yours🎅🏽

[@FlyWirescottperdue]

Actually, I think it is 3 Bags... I did a video on that, as well as Fighter Pilot Rule #1.

[@robinjohnston2232]

More messages like this one need to be shared. Thank you for these stories, and for encouraging us with your good judgement!

[@williamoddo9199]

Another great review Scott, the other day, Departure/approach controllers wanted to send me into known Light Rime ice conditions to shoot approach at destination flying in my 74’ V35B, I refused; aeronautical decision making of avoiding situations that you & Juan Brown describe in videos, life giving! God Bless those souls lost.

[@FlyWirescottperdue]

Great story! Thanks for sharing!

[@Col-Hogan]

The same tragic story happened to a local family 6 years ago in N36402. Such an unnecessary loss of life. Thanks for what you do!

[@Darkvirgo88xx]

That one haunted me for awhile. In his last transmission you can hear the kids screaming.

[@Col-Hogan]

@@Darkvirgo88xx Yes, I remember that vividly. And that screaming prop!

[@pamshewan9181]

Thank you.

[@MichaelBrodie68]

I really appreciate your expert analysis, given straight to camera, with the perfect balance of critique and compassion.

[@connielentz1114]

My father was a part time flight instructor engineer with Asperger’s syndrome. He taught me to fly and I earned my private license at 18. We took a family trip across the country and back in his Cessna 182 and I did a lot of the flying to build my hours. My dad had a thing about being as precise in his calculation of fuel usage as possible. On one leg of the trip when we had to fly around some weather we had 2 gallons of fuel left. On the return trip I made a perfect landing in beautiful VFR conditions, advanced the throttle to taxi and nothing happened. We were out of gas. I think I might be lucky to have survived. I stopped flying shortly after getting my license.

[@arthurbrumagem3844]

Older pilots are safer in one respect - our bladders fill up before our tanks empty. Everytime someone asks me how far I can fly on a tank of gas that is what I tell them. And it is true

[@Stephan352]

Thanks again for all you do. I hope we have more informed and safer pilots out there because of your efforts. I know I'm a better (newer) pilot learning from these tragic mistakes. It really sucks we have to learn the hard way sometimes....

[@sarahingle1432]

Scott, after watching some of the other channels, I have come to really appreciate your demeanor durning your clips. And my money is betting on you that you can look at the south end of a 731 and recognize it has a Dee Howard TR installed. Keep up the great work.

[@FlyWirescottperdue]

Maybe, I grew up in San Antonio and saw a lot of Dee Howard's stuff there.

[@CanadianTexaninLiguria]

I tell the guys at work all the time - just because it can be done , doesn't mean you should (or its safe) do it.

[@f14flyer11]

Merry Christmas Scott....cheers

[@centralwebs]

Great analasis Scott, we really appreciate the benefit of you personal experiences with the occasional little gem that makes us think what we'd do in these situations.

[@n6mz]

5:15 dear departed X-15 driver Milt Thompson describes this linear acceleration issue in his outstanding book "At the Edge of Space." He wrote that all of the X-15 pilots probably suffered some degree of disorientation due to the incredible straight-line acceleration of the X-15. "Every pilot thought he was climbing straight up or was even over on his back at engine shutdown." Sadly, this may have contributed to the loss of 56-6672 and Maj Mike Adams on the program's 191st flight. Merry Christmas Scott, keep up the outstanding work.

[@danielkeirsteadsr6939]

ATTABOY Scott. Live long and prosper. Never let what you want to get in the way of what you should do.

[@F84Thunderjet]

36 years military and civilian flying. I reflect on some bad decisions I made during those years and realize I’m still here because of dumb luck.

[@RGB06084]

Well done Scott!

[@robertthrailkill1368]

Excellent review and advice

[@2Phast4Rocket]

Thanks for the lesson. I am older now and I need to wear bifocal. Even with the best bifocal, I am not comfortable shifting my focus to read the instrument and looing outside at night because my eyes take a lot more work to keep everything in focus comparing to flying during the day time. This is one of the main reasons I don't fly at night.

[@FlyWirescottperdue]

You bet, and I don't fly at night anymore either.

[@StephensonRaceTech]

Very good video. Thank you for sharing your own story. That really brings it relatable.

[@lessharratt8719]

Unfortunately stories like this seem as old as flying itself and continue to be told. It must just be human nature. I don't see an end in sight but I appreciate that you keep telling them. You are saving peoples lives. Just can't save them al I am afraid.

[@kurtak9452]

Tragic, I used to do a lot of this flying for the Gvt. won't do it again......great debriefing and words of wisdom.

[@whathasxgottodowithit3919.]

Great review Scott, you are so right, sometimes there is that urge to continue a little further which is so wrong. Like you said the ironic thing in many incidents is the day after the incident the wreckage is still in the middle of a field under clear blue skies. Single pilot IFR at night is best avoided if it is not necessary.

[@kenhurley4441]

I learn so much about flying from you, Juan, and Dan plus others. I only fly locally and recreational. I got a lot of my experience flying from a WW11 bomber pilot. It wad drilled into my head from the beginning,,,, 1. you can't pull over on the side of the road and pop the hood to see why you engine isn't running. Oh you'll make it home, either safely in your airplane or the back of a hearse. Keep up the videos, you have a ton of experience to share with us KZbinrs! See you in July!

[@FlywithMagnar]

"An instrument rating indicates that the holder has received enough training to know when to stay on the ground." Bob Stevens.

[@DoogieFresh]

Thank you Mr. Perdue. good, respectful analysis, and even better advice!

[@mutthaam2396]

Maybe we need rubber wristy-thingies with WWSD? on them...And the Flywire logo, of course. Thank you, Sir. One of your best.

[@chuck_in_socal]

When I do low visibility departures I’m on the gauges before rotation. Special attention to rate of climb after lift off.

[@funkdunk]

In my younger days I read an article about "get home itis" in an aviation magazine, when we found ourselves in difficulty some years later, I called it to return to the airport and do the trip another day. I was the pax on this flight. Fortunately the pilot had the fortitude to return to the airport. I have been on a flight where the pilots elected to do an emergency landing on a road instead of flying on in inclement weather.

[@hosegooseman5]

Nice review. Thanks for sharing. Saludos !!!

[@mercerconsulting9728]

Learning to fly with instruments was exponentially harder than I could imagine. In my first attempt when I put the cap on, I immediately became nauseous, started perspiring, and felt like I was rolling. My instructor kept telling me that my plane was fine ("Just trust your instruments!"), but I sure didn't feel that way.

[@lenflier3826]

Thanks for the story. My takeaway is that weather delays and diversions are part of the adventure. Fly to live and live to fly.

[@liquidintegrity]

Thank you. Really great review. Better be safe than sorry. They also say, that most of the good pilots judgements decrease with amounts of hours flown, around a thousand plus, then after if they live it through increases back after 2000 hours.. Not sure if that’s right, but the best way to avoid it is to have a good healthy respect for a fact being in the air having two legs and two hands controlling a machine which can do things that can kill you and your loved ones.

[@speedfinder1]

Much better to arrive a day late, than "Dead on time!"

[@billylain7456]

Another great video, Scott. Thanks again. Merry Christmas.

[@EastTNflyer]

Great video Scott. Owning a Bonanza myself with all the latest “gee whiz” avionics, I have no desire or need to push the the limits flying hard IMC or otherwise. I get enough of that flying for the airlines.

[@JackOkie]

Great video, Scott. I always learn something from you and the commenters. There are a couple of thoughts I'd like to share on improving safety.: Simulators: I was fortunate enough to have a long-time CFI who had been a civilian instructor for the Army Air Corps during WW 2. (yeah, I'm one of those "seasoned citizens). He made sure we flew actual approaches in challenging conditions, like turbulence. The confidence I gained was priceless. I don't know how common a practice this is these days, but full-motion simulators could be used to desensitize pilots to kinesthetic sensations while on instruments, like tilting up and to the right while in a descending left turn, etc. If the insurance companies would get on board to tailor their rates based on such recurring training perhaps it could happen. Engine-out accidents, fatalities Ignoring the hype about sustainability, zero carbon, etc, we seem to be close to practical electric aircraft, which can provide significant improvements in safety and reliability. Electric aircraft have a lot of design options in distributing the weight of motors and power sources. The battery or other source of electric power remains a problem, but new design axial-flux electric motors provide a much better power to weight ratio than internal combustion engines, with a dramatic reduction in complexity. For example, a YASA 160KW motor puts out 215 peak horsepower (134 continuous) and weighs 53 lbs. A Lycoming IO-360 rated at 180 hp weighs around 295 lbs. The electric motor does not lose power at altitude. Best of all, the hollow shaft allows two motors to be stacked together, so that with redundant sources of power the propeller shaft and propeller are the single point of failure. From Flywire's review of the North Perry crash and several loss of control below Vmc incidents, the redundancy available with electric aircraft might protect some pilots from themselves. We should remember that the aircraft of today evolved over time thanks to a great deal of R & D, and went down a few blind alleys. Alternatives to the Lithium-Ion battery appear within reach: * Aluminum Air fuel cells: No rare metals like cobalt required. Not really batteries, they would be swapped out rather than recharged. The aluminum hydroxide of the depleted unit is recyclable back to aluminum. * Graphene Aluminum batteries: Rechargeable for many cycles. Also recyclable. Under development in Australia. * Hydrogen fuel cells: Hydrogen storage in solid-state metal hydrides gives twice the energy density of liquid hydrogen, at room temperature and low pressure. Already being commercialized for non-aviation uses. * Lithium-Sulphur batteries. Better power density, reduces or eliminates fire hazard. Bye Aviation plans to use these for their eFlyer aircraft. MAHEPA is a European consortium created for R & D into electric aircraft. Pipistrel is a partner. They have already flown a couple of demonstrator aircraft. Their website has a lot of information.

[@FlyWirescottperdue]

Great ideas. Maybe it will come true. I’ll miss the engine noise.

[@richardlincoln8438]

Thank You for the summary. Well done as usual.

[@jazzman5598]

Fine vid Sir. Man, “get homeitus “………….so inconvenient………..dying is too. Prayers to the family.

[@RaysDad]

The Montana accident shows that it is sometimes safer to complete a bad landing rather than go around. The pilot added power when he wasn't sure he could execute a go around, making a bad situation worse.

[@bills6093]

Yeah, why in the world did he not just shut it down right when he veered off the runway into the grass?

[@RaysDad]

@@bills6093 I think a lot of CFIs stress the go-around as the only option whenever a landing starts to go bad. But when the plane is on the ground and off the runway and out of control with a wing dragging the chance of a successful go-around isn't very good. Better to idle the engine, brake, and hopefully steer clear of trees, ditches and other hazards.

[@bluetickfreddy101]

very familiar with that area and flown in winter at night marginal VFR its basically IFR cheers

[@gonetoearth2588]

Fantastic video...thanks for all your insight!

[@edwardwerthner7717]

Smart Smart Commentary, thx to help people with that decision to save their lives

[@erictaylor5462]

10:00 Inconvenience of landing several miles from where your car is parked: Level 4 Inconvenience of being dead: Level infinite

[@JohnComley]

Great learnings here, Scott! Thank you 🙏🏼

[@jonclassical2024]

It was very interesting, even with all your experience to hear you say for a moment you thought about continuing, then said, no I will divert to MWL. It certainly drives home your point, thanks for another excellent video. Merry Christmas to you and yours..... not going to Tomball, TX this year to see my granddaughter, just staying in Raleigh, off the roads!

[@terry12327]

So something most never non-pilots comprehends nor understands vertigo and the distorting effects on your perceived motion. Like when you drive a vehicle on a road. Also, Like the point, ": When you use good judgment! " and not push your luck and abilities as you know when the best flight planning is not to go or make it safe and maybe another day with better weather, and the best advice is to try another day when it gives you a larger safety margin!

[@FlyWirescottperdue]

Well said!

[@donalddodson7365]

Thank you. Indeed very sad cases. Your honesty in sharing your applicable real life decision making and happy ending could be very helpful to any pilot who will be facing this "go / no go" decisions. I like how you often urge pilots to work out their take off and landing contingency plans they pull out of the parking spot.

[@ReflectedMiles]

It's been interesting to see all the comments surrounding this first accident and similar ones on Kathryn's Report lately, including from those flying Part 135, about how difficult and dangerous it is to depart into these conditions and transition to the instruments at night. Maybe it just comes from so many years as a controller at near-coast airports, approach controls, and a radar center, but I have to think that the frequency of a pilot doing this plays a large role. There were pilots I knew who had little choice but to do this as part of their jobs for much of the year in coastal environments, for decades, without any control disasters or near-disasters off the ground. I personally flew countless departures out of the marine layer on the California coast at night, as well as out of the usual low winter WX around Portland and Seattle, with no issues. I'm guessing that these recent accidents were not the 7th or 8th similar departure that the respective pilots had flown in the last month or two. Like any other higher-workload IFR flight phase, if you are well aware of the elevated risk, know what it takes to address that for yourself, know your limits (incl. lack of sleep), have the appropriate automation to assist, and are well-practiced in doing it _recently,_ it should not be a Damocles' Sword situation just waiting to take you out. If those factors aren't in your favor, then of course it can be. If it's attempted at night, maybe without even being on an IFR plan but still trying to fly some kind of departure procedure for the sake of obstacle clearance, then of course all bets are off given whatever has happened, or not happened, behind that scene.

[@willhibbardii2450]

Scott, thank you for sharing your valuable insights as to what may have happened with these two accidents. Get-there-itis is always a bad choice when aviating. Inconvenience of alternative airport environment destination has never been a factor in my decision making. I learned early in my aviation career to enjoy camping out till the weather clears. Bad weather is time off and taking time to get to know new folks at unfamiliar airports.

[@gscop1683]

Take Aways from Your Observations (and experience).....It isnt "convenience" that should Ever Rule Our Decisions....It is whether it fits within our skill set and our safety!....It is Not Going To Save The World for Us to overlook these things ! God Bless You and Yours Scott, Thank You....And Merry Christmas !

[@FranksMSFlightSimulator]

Great safety info, thankyou. Cheers.

[@rickrickard2788]

Excellent.

[@kasm10]

thanks, Scott! great content

[@jimmbbo]

A sobering video, Scott. Contributing to the Visalia mishap is that there are only a handful of ground lights visible departing runway 30 at VIS, with absolutely none once the turn away from the airport is begun, so the pilot was immediately cloaked in the night... RIP to those who unnecessarily lost their lives and peace to their families.

[@neatstuff8200]

That wx looks great. Honestly.

[@Flying_Snakes]

Thanks for the insight on these two scenarios in which many of us could easily find ourselves..

[@dmc8078]

Great video Scott. I appreciate you sharing your knowledge and experiences, and most of all your honesty. Life becomes more precious after some scary moments. “Flying is hours and hours of boredom sprinkled with a few seconds of sheer terror.” Pappy Boyington

[@colinwallace5286]

Simply put, often when you CAN, you really need to examine if you SHOULD. I drive truck, and at this time of year a lot of places have signs telling me I need to carry chains in case of icy conditions. Mine are under my bunk in the handy buckets they came in. I will get where I’m going without them, or I’ll be parked somewhere watching the fun. I run good tires. If they aren’t enough, I don’t need to go, thanks.

[@SubTroppo]

This reminds me of stories I heard whilst helping to sail a yacht down the Atlantic coast of France. Instead of waiting out a "blow" offshore, sailors I met had experienced very "hairy" trips into small ports to drop off crew/passengers who had to get back to the UK for jobs etc. One of them had received the heavy end of a heaving line tossed from an ocean-going tug on his forehead and had the resulting gash stitched-up on Ushant in primitive circumstances.

[@markg4459]

Always good content & good advice. Sobering & hopefully saved a few lives.

[@megadavis5377]

Just remember the basics: Anytime you bank the airplane you lose lift; the nose will start to come down. The more you bank, the more lift you lose. Gee whiz, I've lost so many friends and acquaintances over the last 52 years after they did nothing but bank their airplanes while climbing on instruments. It seems such a simple task...

[@akrammy9251]

Great informations .

[@bartonrobinett3790]

My dad was an FAA accident inspector for many years. He told me once he’d arrived at the scene of many accidents less than 24 hours after the event yet had almost never started his investigation in rain or low ceilings. Sometimes it was muddy, windy and or cold but it was a flyable day. He also advised me that the best way to kill yourself in a GA airplane is to try to fly on a schedule. As he and Scott said, “ this isn’t wartime, you don’t have to do this, there’s no Colonel telling you how imperative it is to go. We did stupid stuff in the war because we had to or because someone with more rank told us we had to, you’re not in that situation so don’t go unless you’re ready, rated and equipped.”

[@dennisharrington6055]

Sir. Thanks. From a VFR pilot owner not likely to ever go twin, flying at night: I HEAR the business about flying at night in singles all the time. Then I READ about accidents, in the dark, involving twins. Seems like, to me, you lose an engine in the dark, you just became a statistic with (maybe) one good engine. Maybe just no one writes about the guys & gals who hold it together long enough to find the nearest lighted runway. Maybe I’m envious.

[@Firestorm637]

GREAT Video as usual

[@Joe_Not_A_Fed]

Maybe it's my mood at the moment...but I'm getting so damned sick and tired of feeling sad for friends and families of pilots who succumbed to bad decision making. I have worked in the oil patch for decades. Danger is everywhere and there is lots of training to teach people how to avoid it. One way the training is often flawed, is by stressing the 'think of the other guys' approach. My technique is different: Screw them...think about yourself first. If you survive the trip...so do they. If you don't...they don't. Your selfish survival instinct is your best friend...and the best friend of your passengers. Listen to it. Thanks for the nickel, Scott.

[@FlyWirescottperdue]

Joe, I've always felt that my survival as the pilot was #1 priority. If I survive then my passengers have a much better chance. Being on the pointy end has its perks and its risks.

[@Joe_Not_A_Fed]

@@FlyWirescottperdue Amen to that.

[@nickinportland]

I love this channel. I don’t fly, I don’t intend to fly. But it’s like I’m gaining some secret knowledge.