FlyWire Accident Review PA 30 N8357Y Loss of Control Inflight

FlyWire Accident Review PA 30 N8357Y Loss of Control Inflight
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FlyWire is about exploring flight and the freedom this incredible experience brings us on a personal level. Flying has always captured the imagination and excitement of living life to its fullest. Hi, I'm Scott Perdue. In a former life I flew the F-4 and F-15E, more recently I retired from a major airline. I've written for several aviation magazines over the years, was a consultant for RAND, the USAF, Navy, NASA as well as few others, wrote a military thriller- 'Pale Moon Rising' (still on Kindle). But mostly I like flying, or teaching flying. Some of the most fun I had was with Tom Gresham on a TV show called 'Wings to Adventure". We flew lots of different airplanes all over the country. Now with FlyWire I want to showcase the fun in flying, share the joy and freedom of flight and explore the world with you. Make sure you subscribe if you want to go along for the ride!
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[@davidstrahle9523]

After 50 years of flying and reviewing thousands of these types of accidents we must now force flight schools to tell the truth to all VFR pilots that you’re not a pilot until you have an instrument rating. A VFR pilot should be labeled an experimental pilot just like we use this label on experimental aircraft to warn people of potential limited abilities. When I first learned to fly in the 60s and 70s the rule was… “You don’t need an instrument rating, that’s just for airline pilots. Get your commercial license and that’s all you’ll ever need.” Now, we know the truth.

[@cgirl111]

Flew a lot with my dad in his Cherokee and he'd be damned if he was going to book a hotel. He carried two sleeping bags in the back and I spent many a night under the wing waiting it out for favorable conditions. I can still hear him saying "well we can sleep on top of the ground or under it - up to you".

[@MalcolmRuthven]

Scott, you really said it all at the end. If you don't have an instrument rating, stay out of IMC, period. I also can't imagine flying that high-performance plane, with the willingness to fly "high", without having oxygen on board at least for the pilot. Both items are an invitation to disaster.

[@tonydeaton1967]

I am not a pilot. I am befuddled at how pilots, frequently it seems, become disoriented in poor visibility and ultimately crash even with instrumentation to keep you oriented.

[@zidoocfi]

Thanks Scott, condolences to the family and friends of the 3 onboard. I agree that this has all the telltale signs of a loss of control by a VFR pilot in the clouds, and on that note I want to emphasize that as long at pilots keep the bank angle at or near zero, everything else SHOULD be fine. Loss of bank control is the "first domino" that starts to topple all of the other dominoes. First the airplane banks, then the pitch angle goes down because of the bank, the airplane accelerates as it dives, then the pilot tends to pull up and that's when the structural failure happens. If pilots would keep the bank angle under control, the first domino doesn't fall and neither do any of the others.

[@badmonkey2222]

Imagine the terror this guy put his family through that whole flight.

[@neatstuff1988]

Very under powered airplane. You lose an engine on this one and You essentially are a glider to your landing

[@wallywally8282]

So tragic, so unnecessary😞

[@chuckschillingvideos]

I'm sure lots of folks will correct me here, but...I find it completely baffling that a multi-engine rated pilot wouldn't also have an instrument rating.

[@travelwithtony5767]

Love how you always insist in the beginning of your videos that you don’t speculate, and then spend the remaining time doing nothing but speculating and second guessing…

[@marvinsannes9397]

I was motoring the 38' Serina sailboat west in Juan de Fuca on a bright sunny morning, into a dense fog bank, and suddenly could not see the mast 10' or the water 6' to my left. 5 knts and I slow to 2 knots and cannot believe the compass - I begin turning to port, then back, then turn again, then notice my heart rate, stop the boat, run up and drop the anchor in 30' and go below and make some tea, and feel my heart slowing down. Cannot imagine that freak-out at 200mph. Sad.

[@F84Thunderjet]

An instrument rating is great IF the pilot flys with reasonable frequency and maintains instrument proficiency by strict adherence to scheduled recurrency training at least twice a year.

[@tgmccoy1556]

I knew a business man who had a turbo Navajo.

[@skyking7477]

There’s so much talk of the importance of an instrument rating, which I basically agree with, however even more important is IFR . To me, that’s the deal breaker. I fly a Twin Comanche I’ve for owned for 30 years, am commercial and instrument rated, but no long fly enough to even pretend I’m capable of flying in conditions such as this pilot was. It takes a tremendous amount of effort to keep a twin Comanche and the avionics updated and current, and even more effort to keep myself current. I wish there was more emphasis on competence in various instrument conditions. Keeping IFR legal is relatively easy, but remaining safe, confident and current is a whole different level. Like Scott stated, a night or two in a motel, or a bus ticket, is much preferable to the lousy outcome this family experienced. A lesson for all, and reinforcement for myself. Thanks Scott.

[@MachTuck]

As always, very interesting accident analysis Mr Perdue.

[@jhaedtler]

Very well thought out comments! Thanks.

[@FutureSystem738]

Heartbreaking to hear of these loss of control accidents. ADSB shows us much that we would never have known about in the past, though the outcome is the same.

[@davecat1458]

I cringe when thinking of the utter horror this family experienced. Reminds me of an accident near Bryan Tx in 2011 wherein a family perished. Weather related as well.

[@WolfPilot]

Excellent video as usual Scott! I agree with some of the other commenters, I think state of mind and attitude played into this.

[@paulpochan9631]

Thanks Scott...!!!