Bonanza Accident Review Spatial Disorientation

[@markmcdaniel3975]

Thanks Scott, probably your most important video. It may save someones life.

[@FlyWirescottperdue]

I hope so! Thanks!

[@skid2151]

Doing great Gunny! Flying MU-2s for a DoD contractor here at Tyndall! Keep up the great work with the flying videos! Cheers!

[@chrisboyd4171]

I'm an experienced high time commercial IFR pilot, I appreciate your attitude & the advice you give to all of us fallible pilots.

[@FlyWirescottperdue]

Thank you Chris, I really appreciate that!

[@dandrewmd11]

22500 hours and almost 4000 IMC but that is all worthless to the task at hand if you let the illusions take over. My worst disorientation ever was a crystal clear, moonless night takeoff from LAX in an MD80 and we started a left turn while pitched up about 20 degrees. The shoreline was in my peripheral vision and the stars were up ahead and EVERYTHING started rolling. I told my F/O to take it as I had vertigo and he said “I do too” so I yelled Autopilot on. All was well as soon as we leveled and stopped turning. Spatial disorientation is a killer.

[@FlyWirescottperdue]

Excellent story Dan! Spatial-D can hit us all!

[@occyman]

Yep I have experienced similar taking off in my Aerostar on a very dark night from a country airport with no real horizon....I was by myself thankfully I picked it up very quickly.

[@ska042]

Reading stuff like this, I understand more and more the reasoning behind the nice blue "LVL" buttons you find these days in some panels, that override every other autopilot feature and simply return the airplane to a straight and level flight. Must be nice to have in the back of your mind that if things go really badly and the illusions take over, there is a single button press you can make to give yourself a moment to breathe and return to thinking straight.

[@vikramgupta2326]

Wow, amazing, even for such a high experience level.

[@dennissullivan7119]

That is very scary to here

[@williamoddo9199]

I just got my IFR ticket this past summer, I’m current shooting ~4 approaches under the hood each month in V35B. I filed ifr flight plan this past week and when given a change in heading by ATC while climbing in IMC took every bit of concentration to follow the six pack and fight the illusions, especially during hand flight. Great review again Scott!

[@FlyWirescottperdue]

Great story, thanks for sharing!

[@raildawg8338]

Even in the big commercial jets with well north of 20,000 hrs I still occasionally get fooled. In heavy weather in turns I'll think we're doing one thing but the instruments tell a different story. I always find myself at those times going back to my first instrument training and say in my head "Trust the Instruments!". It works every time. Any one of us can fall victim to the lies our bodies are telling us. Nice work as always Scott. You are saving lives. Chuck

[@FlyWirescottperdue]

Thanks, Chuck!

[@bryanjones7126]

Took off out of Houston Hobby one blustery wet rainy morning and after about 30 seconds in the clouds started a prescribed right turn in the clouds with uneven tops (blinking/flashing inconsistent light), I could feel myself loosing it. Called tower and said "Tower Nxxxxx needs to go wings level for just a second....focused on the instruments and especially artificial horizon for what felt like forever and gradually felt "ok"...called Tower and told them we were ready to proceed.". I raised my minimums for departure after that flight. Thanks for the video. If spatial disorientation doesn't turn on your pucker factor, you haven't thought about it enough.

[@FlyWirescottperdue]

Bryan- that is my biggest fear!!! Good on ya, for saying... I gotta fly level for a bit!

[@RideMalibu]

I experienced mild spatial disorientation when executing a missed approach in a C172 about 16 years ago, it was something I will never forget. Weather report was wrong and we had to go right to minimums. It is a VERY unnerving experience. Thankful for all the modern backups we have today. This was an experience I will never forget and could have easily claimed my life if I had not held everything together. Scary.

[@FlyWirescottperdue]

Thanks for sharing!

[@tomjones2348]

About 10 years ago a friend, who is a pilot, was encouraging me to buy a plane and learn to fly. I love the idea......but, I knew it was a huge commitment of time, energy, and money. So I passed. I'm still an aircraft enthusiast, but I've selected the things I can do, and am willing to become proficient with. Thanks for the great presentation.

[@l.gilder5586]

Great video and message Scott. Your words "fly the airplane" were pounded into my head by an old ag pilot CFII way back in the 90s when I was getting my private. Ironically those words saved my life when I was a 17 yo newly minted private pilot taking off from Hilton Head Island SC at night. In a Cessna 172 with my mom on board, I encountered fog on an already moonless night.

[@FlyWirescottperdue]

L. Wow, what a story! I'm sure glad you Flew the Plane! You were trained well!

[@JaySchaper]

Very helpful picture of spacial disorientation challenges and what to do. I plan to avoid this type of situation altogether. Thanks for sharing.

[@Gronicle1]

I was just a Nav back in the days before Opec made fuel expensive, so we got decent flight time for crew proficiency. I never did GA but am constantly surprised when you do these accident reviews and tell how little time people have either in total, in the past year or so, or in the aircraft they are piloting. Seems like I spent hours at a time just sitting at a mock up cockpit and running through the check lists to get switch-ology and order into muscle memory.

[@gilbertbreakwell1503]

Been there! A couple of decades ago, I'd offered to fly a couple of friends to Charlottesville VA from Near Pittsburgh PA. I arranged to borrow a Piper PA28 for the trip. The weather forecast was for VFR, and my original planned mid August departure was to be around 6:00PM, still daylight, and with a distance of less than 150 NM. I should also point out that I'd already flown for about 5 plus hours, that day. As things turned out, there was a delay in the departure. The person I was flying to Charlottesville was delayed, then had to visit the ATM, then had to stop at the convenience store. Arriving at the airport, I noticed during the preflight that the inside "dome" light in the plane wasn't working. Additionally, one of the VOR indicators had been removed for maintenance service, leaving just one VOR/LOC head for navigation. This aircraft never had an ADF, but did have an altitude encoding transponder. I borrowed an extra flashlight from the guy, also a pilot, who owned the restaurant on the field. I was quite familiar with this airplane, having logged quite a few hours in the ship. A re-check of weather indicted VFR conditions over the route. Since it was going to be dark at departure, the route chosen was IHD, (Indian Head), Grantsville, Kessel, direct. To assure obstacle clearance, 7,500 feet was chosen as an cruising altitude. It was a perfect, smooth, clear VFR night. Of course, the sparsely inhabited mountains of Maryland and West Virginia provide little visual night outside clues, and navigation would be with VOR. The flight would be operated VFR with reliance on instruments, with requested flight following. Sometime after passing Indian Head VOR, with attention focused on the panel, it was noticed that the attitude indicator was turning upside down! A check of the suction gauge indicated no problem with the vacuum pump. Still, it was VFR weather, so here was a chance to practice partial panel work. Though still about 40 minutes from Charlottesville, I'd picked up the ATIS at my destination, which at the time was 3500 scattered and six miles. ATC was advised of the partial instrument failure. With head buried in the instrument panel, a "flash" caught my eye. Lightening? What? No weather was forecasted or reported. It was the wingtip strobe reflecting off the solid IMC in which I now found myself. So here we are, in a single-engine plane, at night, over the mountains of West Virginia, UNFILED, on partial panel, and in solid IMC! Decisions: 1. Make a 180, but if weather moved in behind, that might not get us out of the IMC. 2. Descend to get under it? It wasn't forecast, and not knowing how low it extended, that might not be an option. Care was taken to be sure the last ridge north of CHO had been passed well behind before a descent was begun. A 180 degree turn and decent to 3000 feet put the CHO airport visibly dead ahead. A normal landing was executed. It was a learning experience. What saved me was that we used to practice practice partial panel frequently, on sims and under the hood. This episode could have had a very different outcome.

[@FlyWirescottperdue]

Thanks for sharing!

[@garycasey5788]

I really like your analysis. Suggestion: I typically get night currency by starting before sunset and then do multiple landings until it gets really dark. In that way, I can stop if I get uncomfortable before it gets really dark.

[@MichaelLloyd]

This is an extremely valuable video. Listening to the stories gave me that sinking feeling in my stomach for the pilots but your advice is easy to remember and extremely important. I long ago decide night VFR is really flying in IMC. Especially here in FMN. A takeoff to the west, off of a mesa top, into pitch black desert below is not for a VFR pilot.

[@craigdreisbach5956]

The hairs on the back of my neck were up this entire video. I no longer fly, but I remember the sense of comfort I had with the "Hood " on and the instructor to my left commanding me as to what to do like a flight controller. Do you think it is wise to have a hood in the seat next to you for situations when things don't make sense so as to force you to "rely on your instruments"? I know it may be crushing to one's ego, but judging from some of the comments, it's clear that spatial disorientation can affect any pilot, even those with massive hours in his/her log book Thank you Craig

[@badmonkey2222]

VFR into IMC and spatial disorientation are both the biggest killers of all GA pilots experienced or not.

[@michaeldougfir9807]

Hi Scott, I am not a pilot. Just a fan of aviation. I appreciate the lessons you and Juan Brown give us. Some of it even applies to driving in the Sierras, oddly enough. One thing that has long been clear to me is, believe your instruments. Am I on track with this? As a retired mortician I have picked up a number of aviators in both ends of California. In a couple of cases I actually knew their circumstances. Lack of wisdom was a big factor. You really may have to wait out the weather. Or a big forest fire. Flying can be much more deadly than convenient. I hope the people watching you and Juan will pay attention. Learn and live.

[@soaringdan]

Great analysis Scott. You are so right about having backups to a single point of failure. That he didn't have a backup to his single vacuum pump and flying hard IFR proved to be a terrible error in ADM. I've done it, but not anymore. I always fly with my Garmin GDL39-3D with my iPad, and I just removed both vacuum pumps and my attitude indicator and replaced my KCS-55 HSI system with dual G-5's which each can display attitude and have hours of battery backup. In addition to my turn coordinator, I now have 3 independent attitude sources in my T210. It is essential to have backups to attitude in hard IFR.

[@FlyWirescottperdue]

Thanks for your inout Dan!

[@wolfganggreiner6710]

Out all the great videos Scott has produced this one is among the best. You will never know how many lives it may save.

[@williamwuolo8926]

Scott I can't tell you how many times I was just lucky when I was a young pilot in my early 20's. Now returning to Aviation in my late-50's I am truly sober about these issues. I watch all of these so I don't become a statistic. Thanks

[@FlyWirescottperdue]

Glad to have you back in flying!

[@davechalmers6309]

I lost my best friend to a controlled flight into terrain incident. No doubt he was trying everything to keep his bearing. Your advice of do one thing at a time is wise. Other than your advice to not stack the cards against yourself. Brent was a private pilot who wanted to go commercial and was eager to garner hours to work toward his dream. Now we are all left to wonder "what if" he hadn't flown into the weather he did. Thank you for your wonderful insightful life saving reviews.

[@garyvale8347]

thank you sir for creating this very informative video about spatial disorientation...as a non pilot ( except for the RC airplane hobby ) I have always wondered why a seemingly qualified pilot just losses control of the aircraft....your explanation helps to have a much better understanding of what can happen with no visual ground reference.. thanks again

[@patriot8white]

Scott, you're a master at delivering pragmatic and articulate videos. Thank you. I'm a new owner transitioning to an A36 with a BPPP instructor. Just updated with new IO550, propeller, and panel. PFD/MFD G3Xs, G5 backup, backup alternator, GTN650, GNC355, GFC500 (wing level button!), Garmin Pilot on ipad and iphone connected to GDL52. Yes, much new tech to master but, slow and easy on the transition. Fly the airplane...

[@FlyWirescottperdue]

Thanks, Robert! You A36 sounds like a great setup!

[@colinwallace5286]

I have watched a lot of video of pilots getting their instrument ratings, and it looks like something you really need to learn well. These aren’t low-time pilots, and they usually have experience with a number of different planes, and they often struggle with certain aspects of both the knowledge AND putting it into practice. I agree completely that it’s something you would have to practice fairly regularly. I have contemplated taking lessons, but I often think that as a fifty-three year old, maybe I should just stick to being an observer. As a truck driver, I know exactly what happens when you wrongly assume your equipment is ready for the task ahead, especially when that equipment isn’t your familiar “old friend”. Not quite the same thing, I know, but it’s a mindset you have to try and avoid, and instead assume there’s something wrong that you need to find before setting out. As to spatial disorientation, I’ve been in driving snowstorms in the mountains where you swear you’re stationary, but you’re still doing 30mph, or the reverse, where you’re stabbing at the brakes after you’ve already stopped, and your peripheral vision starts sending you bad information. I can only imagine the horror at having this happen with the added dimension of altitude in a plane. These analysis videos are a free chance to learn about consequences BEFORE you’re experiencing them. Thanks for what you do.

[@FlyWirescottperdue]

Thank you so much Colin!

[@johnathancorgan3994]

I got my private pilot license at age 50 and my instrument rating at 52--it would have been easier and faster if I were younger, but it just takes discipline (and money 😀).

[@billolgaau]

One flight that stuck in my mind was a NDB Approach I was making in A Fokker F-28 jet turning in for final vertigo affected me & man it is hard sticking to the instruments. I was a Training Captain at the time but as you say we are still human. One of the things I impressed on my students was "Over confidence can kill you".

[@packingten]

As a mechanic vacuum pumps 4 or 5 yrs old known to fail.GM&Ford Diesels had vac pumps to operates,heat&AC operations as well as transmission controls(gm) The diaphragms are pretty thin and really subject to age related problems more so than hours.

[@trumpsmessage7777]

The best advice here is return to straight and level flight then add new tasks after that important reset. Almost all flying technically revolves around straight and level flying.

[@johnstreet819]

Scott you are one of the best I have ever heard at what you do. So sad to hear the professional analysis of what dead people did wrong. Blessings, J

[@artnickel7624]

Perhaps the best thing I did while flying was to attend the ‘seat check’ course for back seat passenger in Navy jet. The physiological instruction part of the class included spacial disorientation training in the spinning chair and hypoxia recognition at 40,000 ft in a chamber. It made an indelible memory as to how easy it is to “lose it” when visual clues leave. When I did my IFR training it helped me go through he problem of changing to IFR conditions. About ⅓ of my IFR training was actual IFR including my commercial rating.

[@tyrionlannister6769]

Succinctly presented👏🏼👍🏽.! Having experienced an emergency landing in a field, from en-route fuel contamination; when interviewed, I told the Crash Investigator I was totally focused on getting to the ground by staying calm & executing A-N-C step-by-step. He replied; that's why we are able to have this conversation today.!

[@FlyWirescottperdue]

Excellent Job!

[@tyrionlannister6769]

@@FlyWirescottperdue Thanking You. FYI - later discovered that the Crash Investigator was a former A4 Skyhawk jockey flying off carriers.

[@GlasairS2-RG]

I appreciate your video and I’ll remember this when I’m flying in the soup unexpectedly. I’m not uncomfortable flying IMC but... Things multiply in airplanes and I respect that... Aviate-Navigate-Communicate

[@ntxaviation-seansullivan5274]

Great video Scott! I really like the mantra of "do one thing at a time." Thanks!

[@Col-Hogan]

You explain it so well, thanks for what you do!

[@padsliderfranco9561]

Great stuff. So important. Train like you fight, fight like you train. In the future we also need to gather backup strategies for glass flying. We are transitioning with technology and will see more issues. Too much information builds over confidence in the information devices. This talk is so important on so many levels. Thank you for setting the example. Great lead.

[@FlyWirescottperdue]

Great points!

[@timmholzhauer3342]

Yes, fly the airplane! Great and important video to learn from! Thanks! G500Txi, B&C standby alternator, G5 as backup (internal battery for 2h), ipad with Foreflight on yoke, 2nd ipad, iPhone all with foreflight Backup instruments still in panel (airspeed, altimeter and electr. Attitude indicator) I try to go up once a week and do some task. 14 days pause has been my worst. Most important: If in doubt, bail out (stay on ground). Better safe than sorry - is my motto.

[@FlyWirescottperdue]

Timm- Excellent plan and currency plan!

[@williamprice7823]

Thanks for another well reasoned description of sequence of events which led to catastrophe ... twice. You asked what we plan to do when our vacuum pump wigs out. By the way I had a rented C172 vacuum pump go out on me in daylight and CAVU afternoon conditions, and a month later in my C182 it happened again. Subsequently, the owner of the C172 added two G5’s stacked for artificial horizon above and Direction Indicator below. At the time I lost the vac pump in the C172 I had an iPad with ForeFlight and the split screen moving map with magenta highway and also the synthetic vision electronic EFIS type display on my knee board. For backup used iPhone with ForeFlight. Fortunately I caught the analogue needle drop even before the horizon and directional vacuum gyros spun down. Then a month later vacuum pump on my 1976 C182Q went south. Again, I was VFR, flying daytime. Had same backup with ForeFlight both on iPad Pro and iPhone. I did replace the vacuum pump but later moved the vacuum horizon to between the front seats and put in 3 Aspens ... 2 of the 3 can do the 6 pack functions ... in front of pilot left seat. I splurged on new audio panel and GTN750 and new transponder for ADS-B imminent requirements in 2017.

[@FlyWirescottperdue]

Great story, thanks William!

[@soaringdan]

We have dual Garmin G-5s which are AHRS based, both with battery backup plus I use a Garmin GDL-39-3D linked to my iPad using Garmin Pilot. My dual vacuum pumps were removed along with the indicator and associated plumbing.

[@lostcreek163]

Great Video! Partial Panel instrument training is a real eye opener, get you some with your friendly buddy CFII, or get some sim time, either way you'll be a better pilot for it!

[@FlyWirescottperdue]

Well said!

[@lostcreek163]

@@FlyWirescottperdue Thanks for thoughtful coverage of flight safety!

[@curtiscurtis6630]

Wow Good job Scott I think I would pay more attention to my weather in night flying I would want a clear night with a full moon no clouds thank you for another awesome video Mr Purdue I have really learned alot from you again thank you.

[@gregoryball8474]

Scott, you just have a humbleness, realness and way of talking through things - if you are back around Denton sometime I'd be happy to buy you some decent TexMex for what I've learned. At about that dangerous 100 hour mark, a break from flying and well, life, I only dream of flying a Bonanza. But those are some solid lessons. I'm very grateful to you for the human comments - because I know some of my flying weaknesses well enough. An acquaintance of mine was in a fatal mid-air, which as you say appears to be a chain of events, but I wonder if you could address at some point one likely common situation. That being, when faster aircraft like a Bonanza share the pattern at an un-towered airport with slower training aircraft.

[@FlyWirescottperdue]

Gregory- thanks for watching and commenting! I'm up for TexMex just about anytime. I might be going through Denton later this week. Your topic idea is a good idea, I'll put it on the list.

[@allanhaggett]

Really interesting presentation Scott. Learned a lot. I have to say, I was on edge for most of the video and I was in a chair at a desk! Thanks for all the work you put into these videos.

[@pamelaorisek4822]

Thank you. Very significant review of critical, overlooked data. Great for currency training and review. For us, We love flying in our single engine Bonanza V tail. To simplify things we never fly in IMC, period. And in the busy socal airspace always IFR anyway. And never at night. In the mountains never after 10am and always 2000 ft above terrain. ( I fly rt seat of my husband, an MD in this doctor killer 42 yrs now). And yes, I can land that slippery bugger. N4353U. Pam.

[@FlyWirescottperdue]

Pam, thanks for sharing! Enjoy that V-Tail Bonanza!

[@DrDave-zk6nf]

Sobering discussion. Excellent teaching points that I’ll take to heart. These videos along with the ASI videos are extremely important. Keep them coming. I have ForeFlight and a Sentry for backup.

[@FlyWirescottperdue]

Well said!

[@celestialdream49]

Great video... Good point on the diversion option. "Get there-Idis'?

[@troywalls2801]

Thanks for doing these videos. Always good to LISTEN to someone with experience.

[@lornes7526]

Listening to the ATC tapes of yesterday's crash in Santee, this 15:25 sounds very similar. I'm not speculating that was the cause, I can just envision that's what it would sound like in a recorded conversation.

[@greggaverett9949]

Scott and Dan Gryder are offering some of the greatest GA advice available.

[@FlyWirescottperdue]

Thanks Gregg!

[@vicoastdog]

12:57, waxing moon is not one that's "declining" rather it's a moon that's increasing in brightness each night. Although it of course could still have provided limited illumination depending I think "waning moon" is the term he's lokking for.

[@marcphillips4593]

Backup and a backup for your backup. Great video !

[@utah20gflyer76]

I once flew an hour forty five minutes over the open desert with no moon and I have to say it was no joke. Even in good weather no horizon is basically IMC.

[@jdoe4983]

It is imc, maybe not legally or definition wise but it 100% is. Blows my mind you don’t need IR to fly nights.

[@bobrkh3336]

You do an excellent job and provide a great service and is much appreciated. One thing I think is missing for a backup and go-to option in IMC is AUTOPILOT. This would reduce workload, and the pilot can trim the airplane, adjust throttle, and turn heading bug. I feel even VFR plots should train for this more when they get caught in IMC.

[@FlyWirescottperdue]

Bob, thanks, I appreciate it. One thing to note is the V35B had a Century Autopilot. It is dependent on the Vacuum system... and when the vacuum failed it would no longer work.

[@bobrkh3336]

@@FlyWirescottperdue Thank for the reply I should have been more specific and referenced the flight into an 800-foot ceiling.

[@Landrenk]

When I was working on my private pilot's license my instructor had to constantly tell me to get my eyes out the window because I was always flying looking at the panel. I often wonder If I would have stuck with flying if I would have done well with IFR flying. I know spatial disorientation is pretty scary and not sure how I would have dealt with it. Thanks for your videos.

[@LSC2001]

Same here. Working on mine right now and I always want to watch my instruments. I think it’s from watching videos like this and realizing how easy your senses can be thrown off.

[@jdoe4983]

I had that tendency and still prefer it to visual and I’m coming up on my cfi ride. I even flew the commercial maneuvers mainly off instruments, I simply thought they were more reliable indicators than my eyes. My IR training I had no issues developing a scan because of said tendency. Night flying, I definitely was mostly inside regardless. That being said, visual is a skill you need to learn as well. Some pilots are better sticks and some like numbers more.

[@blackdiamondradio]

Three - Two G5’s and ForeFlight. Thanks for another great video

[@V1Speed360]

My plan is and always has been to stay proficient. If there was risk of IMC conditions the day this guy decided to fly.. he should’ve gotten a weather brief and stayed home. Partial panel flying is also a must- practice if the event does happen you will be ready.

[@chuckschillingvideos]

The second pilot looking to renew his night landing currency would have done himself a huge favor by having a CFI aboard.

[@bodriver9719]

Chilling video. Spatial D is one of my worst fears. I keep my FF and stratus fired up all the time in flight in case of instrument failure.

[@packingten]

About Spatial Disorientation. Only a cpl weeks ago went to our bedroom in back of house (no street lite) I got totally disoriented and nearly fell....I then realized how easily that occurs.

[@pappybo49]

I always enjoy your videos. You always give good constructive advice. Thanks for sharing your knowledge.

[@lrh411]

You have a really sound line of thinking as it applies to GA Scott, excellent videos.

[@FlyWirescottperdue]

Glad you think so!

[@marlensands943]

Scot, I enjoy watching your videos. I having been flying Bonanzas since 76. Hav owned a 64 Dev for 16 years and a 66 V35 for 14 and my current 92 F33A for 17 yrs. I also retired after 27 years a ATC and last 20 at OIA (MCO). I think one thing when I teached operation rain check before 911. I would tell pilots declare an emergency and get help now. Too many pilots are afraid to. Thinking about getting into trouble. Most emergency they will never be contacted. I have too many stories I have seen first hand from the job. But one is use a autopilot it does not get vertigo. Like JFK that plane probably had a good AP and he just didn't think to use it.It might have saved the guy night flying in this instance.I have a great vertigo in Bonanza story to tell and was lucky to come out of the clouds at 1700 AGL to regain control.

[@lostcreek163]

Bravo, great info on a very serious subject! Much appreciated.

[@montanaav8r]

I believe the key here is never stop learning. Never think that you are infallible.

[@RaivoltG]

Great video, I have to believe this video has or will save lives! Couldn't a special checklist be made for when you enter a particularly dangerous situation have a malfunction. It could remind you what to do/focus on, hopefully "breaking a link in the chain," avoiding an accident. I think pilots know, for the most part, what to do, but in the moment, your brain can make you do things you know you shouldn't do. I know there is no magic fix but maybe a reminder to follow the safest plan could make a difference. Strictly following safe minimums and not deviating from them would probably prevent most accidents. Too bad it's easier said than done. Great video, thank you for your hard work trying to keep pilots safe!!

[@davidpearn5925]

Our A36s back in the early 70s had wing levellers. I never knew what drove it however.

[@Windian95]

I love the foreflight backup instruments as well as my own stratus in case I loose ship power. I am also a big fan of digital attitude indicators (g5). Hopefully I am not IMC when the next major solar flare hits!

[@SOPsurvive]

Don't Fly in IMC with a single point of failure, have a backup vac pump installed if you want to fly IMC

[@ronnieeubanks6559]

I'm not a pilot but enjoy your frank discussion on aircraft accidents. I'm sure if I were a pilot I could easily see how this could happen to anyone.

[@philipcobbin3172]

Have waltzed into IMC once...swett blood...got the guages idled and figure out my heading back to where I came from was 62 degrees...set a climb and leveled out at 10,000 to keep the outside air temp well below 32 degrees then sweat blood for a half hour....came out in the leading edge of the storms shield 20 miles or so from Winslow....got on the ground..a masonic brother met me and I said wait just a minute...got down on all fours and kissed the pavement. Older and wiser...well at least older...but not a dead chicken neither. Great video and we should pray for all those that mouse up and don't get home safe, just sayin...as the story goes there but for the Grace of God...we go....ya been warned...

[@FlyWirescottperdue]

Thanks Phillip!

[@robertbandusky9565]

I was always comfortable with t/o before sunset and working myself into night conditions, in the traffic pattern, for night landings.👨‍✈️

[@DW-od8jx]

Scott thanks for the video. I’m in process of getting my ppl and def plan on my fir rating. Very informative video. My question /thought about this for ANY pilot in IMC with this spacial issue, why Jp not just tuen on the Autopilot until situated? I would belie both had it and the A36 maybe even had an emergency wing leveler function. To me the autopilot is a major safety feature in IMC and not sure why it wouldn’t be a major part of the plan for this type of situation when hand flying in IMC has led to an emergency. Would love to hear your thoughts? Thanks!

[@DW-od8jx]

Ps. Sorry about the spelling ..meant “ IFR “rating and “turn” on autopilot…😮

[@rinzler9775]

Scott, just wondering what your 4 personal backups are ?

[@tonybaird7710]

Good job Scott. Fly the plane!

[@trent3872]

Not a pilot but ride motorcycles, I've noticed when I've forgotten to put my clear shield on my helmet and have a tinted one on st night, it's weird but when you cant see the horizon out of your peripheral vision it messes with my head when I stop. Like I wanna fall over lol.

[@dangryder3763]

Great job! All good info!

[@FlyWirescottperdue]

Thanks, Dan!

[@wicked1172]

Excellent video. I can relate.

[@royd7984]

Not a pilot but I watch your videos to learn new things. Is there a back up that doesn't rely on vacuum to show the position of the wings relative to the horizon? Thanks

[@FlyWirescottperdue]

Good question Roy. There are electrically driven gyroscopic attitude indicators and there are MEMS solid state attitude indicators. There has been a lot of innovation in this area lately. The Garmin G5 was revolutionary and UAvionix just got the AV-30 certified.

[@royd7984]

@@FlyWirescottperdue Thanks very much for your reply. Good to know about these options. In my opinion, IMC should be avoided if possible.

[@FlyWirescottperdue]

@@royd7984 If we don't fly in the weather, then it reduces the utility fo the airplane. That being said, I don't fly to minimums anymore... for real. I just avoid those situations.

[@olbuck]

Excellent and very important video, Scott.

[@FlyWirescottperdue]

Many thanks!

[@stankakol5195]

Scott, interesting to know that your dad was a CFI. Teaching is in your blood. Nice video.

[@FlyWirescottperdue]

Thanks Stan!

[@robbydolson2973]

Kobe Bryant,Buddy Holly,Stevie Ray Vauhn,Patsy Cline all victims of probable spatial disorientation.Makes you want to go back in time with a warning but it can never be.Best to learn the lesson before the fact ! Thanks for your videos sir !

[@Rhaman68]

Hi. You mentioned a Bonanza with a 16 year vacuum pump whereas it’s supposed to be changed at 6 years/500 hours flight time. Since aircraft have annual maintenance inspections, why was this pump not replaced each 6 years? Is a manufacturer’s recommendation optional to do at annuals? Thanks

[@FlyWirescottperdue]

In Part. 91 operations requirements like this are up to the owner/operator to make a decision on. Some folks don't have the same priorities as others.

[@prycenewberg3976]

It's spooky. I'm going through these old videos and am recognizing a disturbing number of them from VASAviation or another channel... My backup plan is to avoid IMC.

[@adjuaadama6623]

Great video/monologue. You also mentioned my thoughts on what most likely resulted in the Bryant crash as well: though one may be rated for instrument flying and may be the chief pilot of an operation, you have to look at when's the last time someone has been in IMC or equivalent because that is a skill that can devolve quickly if not maintained, and if your job is fundamentally VFR-restricted it may have been a while since he experienced actual IMC. And it will surprise you. I guess the only thing I slightly disagreed with is whether one can maintain proficiency by flying 25-30 hours a year. Not that this was the case in the example, I'm just not sure, but to me, it's less about the amount and more about the quality, which is something you did say afterwards: if a pilot spends 25-30 hours a year training for/flying in marginal and IMC weather (and like myself spending a lot of time on a simulator practicing though not logging the time except with the models where I can) I feel that's different than if they use the time mostly flying day VFR with relatively clear weather. So that part about training for the type of flying you do is very critical.

[@FlyWirescottperdue]

Thank you Adjua- you hit the nail on the head!

[@noyfub]

I was flying ifr one night from Houston to Laredo. It was cloudy/hazy and turbulent. I was IMC most of the time with no autopilot. The gyros in my head were tumbling badly. It took a lot of dicipline to ignore my head and fly by the guages. I never wanted out of an airplane so bad in my life. Aircraft was a BE-95 Travel-Aire

[@FlyWirescottperdue]

Excellent story Noy!

[@mwharned]

Thanks for your ongoing lessons ... so worthwhile. Have you flown under the hood solely utilizing Foreflight? If so I'd love to hear any tips or tricks. I have other back-ups ... Garmin portable 796 but I am anxious to cover everything up and try it via FF. Thanks again! M

[@FlyWirescottperdue]

Not yet! I’ll try it out and report back!

[@aviatortrucker6198]

I have got a question on spacial disorientation. I know you can get disoriented if you’re two hour pilot or a 50,000 hour pilot. My question is how come people do not get special disorientation flying through the clouds when they’re in the cabin of a commercial airliner. Even when the aircraft you can feel is starting to bank one way and then maybe climb you just don’t feel disoriented. Why is this?

[@FlyWirescottperdue]

When you are sitting in the back your frame of reference is the airplane and the seats around you. You have no control over anything, so you don’t get disoriented trying to reconcile two conflicting systems. It is a far different experience sitting in the front with the airplane in your control.

[@aviatortrucker6198]

@@FlyWirescottperdue I did notice one time sitting in the lower deck of a 747, (on one of those long deployment flights), while in the clouds and staring at the blank bulkhead at the front of the plane from approximately just behind the wing, this being at night as well, it appeared that the plane was in a constant climbing right bank. Maybe that was an optical illusion but it just appeared to me that it was very hard to tell if the plane was level.

[@yiasou1027]

Thanks Scott. Terrific.

[@nancychace8619]

"You could see yourself easily in that predicament"... I have that problem with Covid. 😨 It's early for me - time for coffee. Will have to watch the rest later. 🙂

[@AllanFilgueirasproperties]

Please keep up with your excellent content.

[@FlyWirescottperdue]

Thank you Allan!

[@horatioh5469]

Well done my friend..many thanks

[@neatstuff1988]

If you can't fly you're drunk. Everyone knows that the northwest quadrant of the thunderstorm has the most ability to develop the funnel cloud. This type of experience only comes with education in the real world. And this was back when weather radar couldn't paint behind a cell. Thanks scott

[@williamtrusler1508]

A great video and excellent advice.

[@FlyWirescottperdue]

Thank you!

[@citabriaable]

Scott...I've got a question about flying in IMC, it will sound stupid and simplistic, maybe idiotic, but it will help me understand some things. I'm not a pilot, though I've logged hours many years back, as my father was a CFI at Carpenter Airport outside of Charlotte back in the 60's, which instilled in me a love for all things aviation. If I'm flying VFR, non instrument rated and suddenly find myself in IMC, would having a string taped to the aircraft headliner with a marble attached to the string hanging six inches below the ceiling, would that crudest of all instruments not show me if I'm inverted or partially inverted, or in some wild attitude, or would my inner ear sensations overcome and fool even what my eyes were seeing ? Thanks for all your help to real pilots and soon to be pilots.

[@FlyWirescottperdue]

The simple answer is no. The more detailed answer is the physics of the situation is far more complex and that marble is subject to the forces acting on it in the airplane, it is not independent of the airplane. Look at the famous video of Bob Hoover pouring a drink while doing a Barrel Roll.

[@MachTuck]

You said it all sir, another very interesting video. Thank you

[@FlyWirescottperdue]

Thanks Mach!

[@oldgeezer3324]

Scott, I have been watching a lot of your videos. I watched the video 'The greatest pilot I ever saw' . I agree, but there are many other great pilots. I think because of what you share here if young pilots in training watched them, will save lives. If your videos saved one life, wouldn't it be worth all the videos you have made? The one thing I find lacking in your channel is, I can't find a video where you 'Toot your own whistle' I know you area very experienced pilot but, I would like to know some about your experience or maybe as you might say your, 'log book'

[@FlyWirescottperdue]

Old Geezer- Armstrong is the Best Pilot I Ever Saw', I'm sure there are lot of other good ones out there and he may not be on your list. No big deal. Maybe you should ask that question in a LiveStream. I'm not one to blow my own horn very much. But you are very right about saving even one life. I hope these videos raise awareness.

[@astircalix4126]

Flying into the weather without having been updated and trained in IMC is like entering the lion's cage: you can easily get into the clouds but the lion will not let you go.

[@tractor9080]

Important video, I am a VFR pilot whos greatest fear is VFR into IMC. The most important take away from the video is one thing at a time. (1. straight and level). Is there anyway to practice this short of a CFI ? do you see any value in Microsoft flight simulator? Thanks again!

[@FlyWirescottperdue]

Some folks like using flight simulators quite a bit. The FAA even lets you use some of that time towards IFR currencies. I think Sims have a valuable role, but you be the judge whether they work for you. Try it out.

[@deweywatts8456]

The 2nd one would do well to wait on an instructor to ride along it seems. Also the helo- shame a VIP cant get a 2nd pilot-$ wasn't a problem. Marine 1 has 2 pilots.

[@gorgly123]

Foreflight and stratus 2 for AHRS info.

[@FlyWirescottperdue]

Good choice!

[@Erik-rp1hi]

I would have a wing leveler at least installed. Gives you a chance to chill and get your head ahead of the plane. For $1,000 you can buy a pocket attitude indicator. Dynon and Maybe Garmin have them.

[@FlyWirescottperdue]

Info... I need Info!

[@Erik-rp1hi]

I agree, keep your head from moving. Move your eyes not your head.

[@jimmbbo]

Another good video, Scott! The delightfully light roll response of the Bonanza means it requires a good instrument scan in IMC to ensure the bank attitude remains where the pilot wants it to be, and that the airplane will naturally start an unassisted graveyard spiral more easily than most other GA airplanes. The pilot is startled to recognize he is descending rapidly, pulls the nose up smartly, often pulling the horizontal/V tail off causing the wings to fail with the airplane coming apart. As you said flying IMC in a Bonanza requires retaining currency in full panel and partial panel skills and the first task with an instrument failure where IMC conditions will be encountered is to get to VFR, stay VFR and land.