To pilots from a fellow pilot who is also a controller that teaches other controllers about emergencies -- I completely support Tom Turner's actions here in telling the controller what he needed. Controllers don't always know what is best in an emergency, and if you as the pilot need something, you are in charge as PIC, not me as the controller.
If you declare and say you have an engine problem the first thing they do is clear you for a lower altitude. At that point descending (unless you’re forced to) is the last thing in the world you want to do and the clearance is pretty irrelevant since you’re going to do what you need to do anyway.
What an absolute pro. Well done. I know of another partial power loss in IMC where the pilot followed ATC's command to descend and maintain, and he then lost power entirely and couldn't make the field. It was a fatality. Altitude is your friend.
I am an ATCO. Let me tell you that we have procedures and rules we have to follow even in an emergency. But if the pilot in distress says they need something, I can legally clear them almost anything. Don’t be afraid to tell the controller what you need! If you say you need it, we will make it happen!
Phenomenal airmanship. Emergency in IMC may be one of the most critical and stressful instances and most IFR pilots would revert to their basic training which is "follow ATC instructions."
What a pro, TY for sharing an amazing reminder that we are PIC. It reminds me of the terrible cirrus accident at Houston Hobby where the lady was sked to go around like 5 times before she made a mistake on a go around and lost her life along with the passengers. ATC is amazing, they are so helpful and it often feels like we as pilots are asking them to help us without the common curtisey of knowing their name or saying TY. BUT this is another reminder, we are PIC and we need to do what we need to do to safely land that airplane, especially in an emergency situation.
I really like how even though he handled the situation in effectively the best way possible, he still feels like there were several things to learn from and be more aware of in future.
Yes! Yes! Finally, someone is giving correct advice on this. You can't fly instrument procedures without the engine. Fly direct, keep any altitude you can, you'll figure something out once you're over the airport.
Good lesson! Don’t give up altitude until you know you can land at your emergency landing location. Controllers can’t decide for you. Only you know what is really happening. Altitude is a very precious resource with a sick airplane. FYI, all Pilot should know how to get the most out of their airplane to lose altitude as quickly as possible. Reason you come in higher than you need so you’re guaranteed to make it to your landing spot because you don’t need to worry about how to lose altitude you know how to dirty up the airplane put the prop idol flap doors open forward, slip into the wind, sink like a rock. Thanks Tom glad it worked out well!
Well done. Every bit of this is great advice. See the last rule in the FARs. It says, or used to say, "all these rules are to be ignored if the PIC decides that's what he's got to do to make the flight safe."
I had this happen on the first flight of my amateur built. We smelled the fuel immediately and lost power and temperature on #1. We were in a good position to get it to the airport immediately and didn't require an emergency. I love your take on this, don't give away anything on your position or altitude until you have secured making the runway without the engine.
I shook my head mentally at each of the two instruction from Tower, a fraction of a second before the CFI said "negative." After patting myself on the back for agreeing with the pro, I realized this was easy to do sitting in the comfort of my home. I've never experienced an actual emergency. To make clear, thoughtful decisions in a timely manner, when caught be surprise and confused as to what is going on, is a much different matter from sitting on the ground imagining. One of my instructors was always great at throwing out all manner of theoretical emergencies at random moments of training flights. Hopefully this kind of thought experiment builds mental habits that can be relied upon when actually needed. Thanks for this sober and reasoned account.
What an amazing lesson in only three minutes of video! Truly a pilot in command--working the problem, using ATC well, and keeping options open as long as possible.
Very good informative lesson. Thank you for sharing. It’s a good reminder from our flight lessons that we tend to forget over time so this is a great refresher. Thanks again.
Love this. I think we often forget, especially when flying IFR, that we are PIC. ATC is constantly giving us instructions and it creates an idea that we must listen to ATC. As PIC we must remember to deviate from instruction when it’s critical to. We have the authority to to deviate for safety, and that’s exactly what we saw her. Amazing airmanship, and a HUGE lesson learned from such a short video
I'm a Multi-engine instrument pilot, 50 years old, with over 5000 hours of experience. I've had several emergencies and a couple of incidences. Tom did fantastic. Remember, in the midst of any situation, the 'aviate, navigate, communicate' principle should always guide your actions. This fundamental rule of aviation has been my compass in many challenging moments, and I believe it can be yours too. Leave as many options open as you can tell your intentions and needs. Take charge and stay alive.
Excellent video with some great advice! Altitude and airspeed and a stable flight attitude are the three most important things to keep you alive. Don’t give up any of those three until you are certain of a successful landing. Being confident as a PIC with these three things in mind in Any emergency is what’s going to save your butt. Excellent advice on how to use the controllers to aid you in managing these three important flight characteristics and the result was you are alive. 👍🏻 Great Airmanship!!
I brace myself when these videos appear. They're always valuable. Yet they usually involve a lapse in airmanship. Not infrequently a lapse in airmanship that I've been guilty of over the years though with far less dire consequences. But this was different. It was the epitome of *ourstanding airmanship* and an important reminder that instructions from a controller are suggestions, not orders.
Hindsight is always 20/20. Just because a fuel line separated in this rare case, don’t add panic to the equation of an emergency, having people run away (because that’s what’s going to happen). Of course, evacuate asap when you smell gas vapor.
Absolutely agree that you are the PIC and you tell the controller what you need. In a polite manner, of course. As a PIC, you are responsible for the safe outcome of the flight. Often, controllers do not have the full picture and all the information from your cockpit. So once you devise a plan for safe outcome of the flight, tell the controller what you need. Tell them also from their perspective so that they can understand how it affects their airspace and their job. I've heard pilot describe their aircraft problem in detail to the controller who might not be a mechanic or a pilot so he might not know what that means and how it affects him, his airspace and other traffic. Example: when I had my latest emergency due to major loss of engine power, I declared, told the controller that I have a major power loss, unable to maintain my altitude, in an uncommanded shallow descent and that I am turning east toward the nearest airport. That was all that the controller needed to know in order to do her job, get us safely on the ground and get everyone out of our way. Of course I cannot forget to say: kudos, great job getting her on the ground fast and very glad that she didn't catch on fire in flight. Keep the greasy side down!
I had that happen over Lake Michigan on my way to South Bend with a Saratoga. Was talking to Chicago departure. It was night and the lake had high waves. Was at 5000 and departure gave me descend and maintain 2000. I gave him a negative. Ask for a vector to Gary In. Struggled to maintain altitude until over Gary airport. It turned out to have a fuel metering problem.
Wisely done in such stressful conditions. Could you kindly explaim why you announced 2 miles before ? Given you're at 4000tt, best glide speed on a Bonanza A36 is 110kts, and you are 2 miles out that doesn't give a 3° rate of descent right ? Not even a steeper 7~8°. What is the procedure in that case ? (Engine failure, too high, low ceiling, ...) Thank you Captain 🙏
Very informative. Thank you. What you are suggesting is ok for CFI like this one but a pilot with 200h total would probably take and advice or two from the controller. At the end, maybe a bad choice.
NEVER hesistate to declare an emergency. This will signify to ATC that when you come back with "negative I'm going direct to the airport" that they need to move anyone else out of your way and you will now be #1 priority. Its always better to declare the emergency and not really need anything special than to wish you had done it. Too many are afraid for whatever reason. Take charge. ATC will help but only if they know what you need or how urgent your situation is. Most do not fly planes themselves remember that
The pilots of Avianca flight 052 could have definitely benefited from this information. Instead They just followed the instructions of ATC who was completely unaware of the severity of the issue due to massive communication failures. They were out of fuel but ATC was telling them to climb to certain altitudes and all that crap.
G,day from Sydney Australia. Thanks for telling your story. Gee... the engine must have been getting gas delivered from other lines? With high stress, that was excellent pilotage not to trade off your altitude out from the RWY. ✝️🙃
Yes, the remaining 5 injection lines would still be supplying fuel to 5 of the 6 cylinders. Just enough power to stay aloft if not too hot, high or heavy.
One of the most fascinating things I've noticed about the general aviation people is none of them seem to realize that when you turn in an airplane you don't have the efficiency you have when you fly in a straight line. If you had 4,000 ft in altitude and you have barely enough performance to maintain level flight without descending in a straight line if you turn you will lose your altitude and you will not be able to recover it and you will not make it to the airport.This came to light in my calculations a long time ago. If the air traffic control procedures favored flying straight at whatever altitude you are towards the airport less people would crash. When I hear emergency emergency. Then I hear the air traffic controller say "descend". Then before the person gets to the airfield I don't hear anything it's very quiet on the channel and the air traffic controller cannot accept the truth. The airplane was in an emergency . In any aviation emergency the most valuable resource is altitude. 1(. Command the pilot to make one gentle sweep and hold the altitude he has until he is pointed at the approach point to begin the approach. Then another broad sweeping turn to line up on your final approach. In an emergency never give away free altitude. The two ways to give away altitude are turning and descending accidentally an extra number of turns and intentionally decreasing the altitude upon command by the air traffic control. The best bet in any aviation emergency is too soft sleeping turns maintain the height you have and extend the length of the final approach if you have a lot of altitude when you get to the airport. That's where the money is at no matter what the emergency if it goes worse and the motor completely dies every foot above the ground is a few feet closer to a good landing.
The surest takeaway here - ATC may give instructions, but as pilot in command, you can refuse if it would impinge upon the safety of the aircraft and its crew and passengers.
Good advice.... However better advice is do work with ur mechanic when any work is done on ur plane....to avoid these problems. Lots mechanics are people. ...They forget and make mistakes. There are metrics that high % of engine failures happen after work is done on a plane. We as pilots need to be mechanics too. Prevention is lb of cure. Its amazing how many pilots do not want to do this.
Wow. I’m surprised that controllers are not told that altitude is life. And Direct to the numbers is just smart. Imagine running out of altitude on a 2 mile final! I think the guy who crashed in that piper in Atlanta(?) with his family should have done the same. Tell them what you want to do. Aviate is the first of the three things you need to do. Communicate is the last.
Re 0:50 "At best glide speed vertical speed is zero, ... at just a little slower the plane would descend fairly rapidly". My first thought is that the best glide speed estimate was inaccurate then. Was it just pure luck that the estimated best glide speed happened to give minimum sink rate in that particular scenario (and thus made the speed 'easy' to find), or was there some other explanation?
The engine was still running, even if only partial power. With minimum drag, the power being provided was able to keep the airplane level. Any increase or decrease in airspeed is going to increase drag, thereby causing the airplane to descend in this scenario.
I would have complied then engaged full flaps while screaming holy s***mayday mayday mayday I'm going down bravo xray deltahawk thunder chicken has flown the coop!! Then continued to scream thunderhawk bravo six four until I impacted the ground because I've got zero pilot training and would want my ATC transcript to sound kick ass and confuse the NTSB... but that's just me.
yeah controllers tend to be procedure monkeys on semi emergencies. If you have engine problems, nearest runway corner. You don't go around, you don't go out to sea to study checklists. If instead of the criminally archaic human routing ATC we had automated computerized ATC all routes would also be direct. There would be no five letter nonsense
It isn't, though. I went up today, and everything went well, as it always has. You mostly see the bad stuff happening on TH-cam. In the greater scheme of things, there aren't many engine failures.
Considering it has been in continuous production for longer than any other airplane in history, your confidence in the faulty design theory might be a bit high.
Always remember you are the PIC; not any controler!! This is a bit confusing. With fuel line failure you were unaware of yet if you had known I'm guessing your actions would have been different. A fire is probably as bad as it gets! The fuel was still powering the engine, therefore it couldn't have fully detached or your engine would have quit. No smell of fuel in the cabin? All I can say is Jesus was watching over you!! Aviation gas is extra dangerous because it is so much more volitile than car gas or jet-A. I would have gone to the maintanance logbooks to see who last worked on the fuel line!! If you had known what happened; I'm guessing your choices may have been different?!
Why, pray tell? Are you a controller? How about a pilot. ATC will do what they are trained to do and what is proceduraly in the controllers handbook. Most controllers these days are not pilots, a big change from the 1970's when I learned to fly when about 40% if memory serves held at least a student certificate. The purpose of this video is not to blame or cast aspersions. It is to remind all pilots they are the pilot in command (PIC) and to tell ATC what they need, or ARE going to do in an emergency situation. If you want to be in command - then command.
@@petergibbons607 WELL SH*T Mr.Gibbons! I thought I was an old geezer, but apparently I got nothing on you! As a 63 year old ATP (that's an Airline Transport Pilot for your knowledge base) I guess I'll just have to go park my single engine Cessna 182 and go ride my motorcycle after I'm off work flying a jet. Oh wait, you probably don't like those either. Too much fun and freedom for ya! It's a good thing this nation isn't governed on opinions right? You know the old saying about them? They're like *ssh*les, every body has one or knows one.
@@jetjock60 if you fly a big plane then you're definitely a real pilot. even if you ride a motorcycle after work, you're still a pilot. if you just fly a small crappy plane for fun, you're kind of a pilot to some extend but an amateur. if you fly a small crappy plane to train others, then if they also end up in those little planes, then you're kind of a professional pilot at that point but bearing in mind that your job is to train amateurs. so the only real pilot in a little plane that doesn't fly a big plane too like you, is one that trains others who end up later flying the big plane once they're ready.
To pilots from a fellow pilot who is also a controller that teaches other controllers about emergencies -- I completely support Tom Turner's actions here in telling the controller what he needed. Controllers don't always know what is best in an emergency, and if you as the pilot need something, you are in charge as PIC, not me as the controller.
👍
Maintaining altitude until the airport was in sight was a wise decision
If you declare and say you have an engine problem the first thing they do is clear you for a lower altitude. At that point descending (unless you’re forced to) is the last thing in the world you want to do and the clearance is pretty irrelevant since you’re going to do what you need to do anyway.
What an absolute pro. Well done. I know of another partial power loss in IMC where the pilot followed ATC's command to descend and maintain, and he then lost power entirely and couldn't make the field. It was a fatality. Altitude is your friend.
I am an ATCO. Let me tell you that we have procedures and rules we have to follow even in an emergency. But if the pilot in distress says they need something, I can legally clear them almost anything. Don’t be afraid to tell the controller what you need! If you say you need it, we will make it happen!
Exactly. I go by the attitude that the controller is not on board with me so he/she does not get to tell me what to do in an emergency
The most useful 191 seconds I’ll spend today. Great video!
Phenomenal airmanship. Emergency in IMC may be one of the most critical and stressful instances and most IFR pilots would revert to their basic training which is "follow ATC instructions."
Really glad the sprayed fuel didn't find an ignition source outside of the engine. Nicely done
When I had a similar incident, I looked up the auto ignition point of AVGAS (824F), it's well above cylinder head temperatures (
And the spider i believe is well on top of either exhaust manifold. Lucky pilots.
Life lesson... always advocate for yourself, don't allow someone else to make your life or death decisions.
Wow, what a professional airman. This is incredible.
Air Traffic Control is there to serve YOU. You're the boss when it comes to your life and the lives of those in your care.
What a pro, TY for sharing an amazing reminder that we are PIC. It reminds me of the terrible cirrus accident at Houston Hobby where the lady was sked to go around like 5 times before she made a mistake on a go around and lost her life along with the passengers. ATC is amazing, they are so helpful and it often feels like we as pilots are asking them to help us without the common curtisey of knowing their name or saying TY. BUT this is another reminder, we are PIC and we need to do what we need to do to safely land that airplane, especially in an emergency situation.
Great lesson to learn from ! Keeping your altitude is paramount in a situation like you had !
I really like how even though he handled the situation in effectively the best way possible, he still feels like there were several things to learn from and be more aware of in future.
Cannot agree with how he handled the situation strongly enough! Excellent job! That, kids, is how you do it. Bravo!!!
Yes! Yes! Finally, someone is giving correct advice on this. You can't fly instrument procedures without the engine. Fly direct, keep any altitude you can, you'll figure something out once you're over the airport.
Good lesson! Don’t give up altitude until you know you can land at your emergency landing location. Controllers can’t decide for you. Only you know what is really happening. Altitude is a very precious resource with a sick airplane.
FYI, all Pilot should know how to get the most out of their airplane to lose altitude as quickly as possible. Reason you come in higher than you need so you’re guaranteed to make it to your landing spot because you don’t need to worry about how to lose altitude you know how to dirty up the airplane put the prop idol flap doors open forward, slip into the wind, sink like a rock.
Thanks Tom glad it worked out well!
Would need to sink like a rock if going to lose approx. 1,300/nm over 2 miles. Not the time for a stabilized approach.
This video is chock full of GREAT advice from start to finish!
Well done. Every bit of this is great advice. See the last rule in the FARs. It says, or used to say, "all these rules are to be ignored if the PIC decides that's what he's got to do to make the flight safe."
I liked that video. It really was informative, quick, and concise.
You’re the boss!
Quite literally as PIC :)
Impressive airmanship.
It’s lovely to see highly professional DM from a flight instructor
I had this happen on the first flight of my amateur built. We smelled the fuel immediately and lost power and temperature on #1. We were in a good position to get it to the airport immediately and didn't require an emergency. I love your take on this, don't give away anything on your position or altitude until you have secured making the runway without the engine.
Great lessons. Thank you.
This guy knows what’s up!! I wish he was my instructor
I wish these videos were longer. There’s a ton of great info here. Great job on the instructor!
What a FANTASTIC lesson. Thank you, sir.
Altitude = time, and time = options.
I shook my head mentally at each of the two instruction from Tower, a fraction of a second before the CFI said "negative." After patting myself on the back for agreeing with the pro, I realized this was easy to do sitting in the comfort of my home. I've never experienced an actual emergency. To make clear, thoughtful decisions in a timely manner, when caught be surprise and confused as to what is going on, is a much different matter from sitting on the ground imagining.
One of my instructors was always great at throwing out all manner of theoretical emergencies at random moments of training flights. Hopefully this kind of thought experiment builds mental habits that can be relied upon when actually needed. Thanks for this sober and reasoned account.
excellent advice. not what we are taught to think but absolutely critical.
I am in awe of the precise confident steps you took to keep yourself and your copilot safe.
I wish I could give this video more than one thumbs up!
Great lesson!
Such good advice! Thank you for this!
What an amazing lesson in only three minutes of video! Truly a pilot in command--working the problem, using ATC well, and keeping options open as long as possible.
Good lesson.
You’ve probably saved some lives with this video. Well done sir!
Well done!
Very good informative lesson. Thank you for sharing. It’s a good reminder from our flight lessons that we tend to forget over time so this is a great refresher. Thanks again.
Love this. I think we often forget, especially when flying IFR, that we are PIC. ATC is constantly giving us instructions and it creates an idea that we must listen to ATC. As PIC we must remember to deviate from instruction when it’s critical to. We have the authority to to deviate for safety, and that’s exactly what we saw her. Amazing airmanship, and a HUGE lesson learned from such a short video
Getting it done, safe and accurate.
I'm a Multi-engine instrument pilot, 50 years old, with over 5000 hours of experience.
I've had several emergencies and a couple of incidences.
Tom did fantastic.
Remember, in the midst of any situation, the 'aviate, navigate, communicate' principle should always guide your actions. This fundamental rule of aviation has been my compass in many challenging moments, and I believe it can be yours too.
Leave as many options open as you can tell your intentions and needs.
Take charge and stay alive.
Excellent video with some great advice! Altitude and airspeed and a stable flight attitude are the three most important things to keep you alive. Don’t give up any of those three until you are certain of a successful landing. Being confident as a PIC with these three things in mind in Any emergency is what’s going to save your butt. Excellent advice on how to use the controllers to aid you in managing these three important flight characteristics and the result was you are alive. 👍🏻
Great Airmanship!!
This is a really good video and an important one. Thank you for putting this one out.
This is really great advice.
Excellent story with a good outcome. Thank you!
AMAZING job. Others may not have done so well.
Incredible. Thanks for telling the story, Tom and AASI!
Great video, Tom. Even greater decision-making on the flight.
Very logical and excellent airmanship. Do not be thrown around. Great
I brace myself when these videos appear. They're always valuable. Yet they usually involve a lapse in airmanship. Not infrequently a lapse in airmanship that I've been guilty of over the years though with far less dire consequences. But this was different. It was the epitome of *ourstanding airmanship* and an important reminder that instructions from a controller are suggestions, not orders.
Hindsight is always 20/20. Just because a fuel line separated in this rare case, don’t add panic to the equation of an emergency, having people run away (because that’s what’s going to happen). Of course, evacuate asap when you smell gas vapor.
Excellent and super helpful!
Great story, thanks for sharing!
Absolutely agree that you are the PIC and you tell the controller what you need. In a polite manner, of course. As a PIC, you are responsible for the safe outcome of the flight. Often, controllers do not have the full picture and all the information from your cockpit.
So once you devise a plan for safe outcome of the flight, tell the controller what you need. Tell them also from their perspective so that they can understand how it affects their airspace and their job. I've heard pilot describe their aircraft problem in detail to the controller who might not be a mechanic or a pilot so he might not know what that means and how it affects him, his airspace and other traffic.
Example: when I had my latest emergency due to major loss of engine power, I declared, told the controller that I have a major power loss, unable to maintain my altitude, in an uncommanded shallow descent and that I am turning east toward the nearest airport. That was all that the controller needed to know in order to do her job, get us safely on the ground and get everyone out of our way.
Of course I cannot forget to say: kudos, great job getting her on the ground fast and very glad that she didn't catch on fire in flight.
Keep the greasy side down!
Wow. Massive fire or explosion could have happened from an engine compartment fuel leak.
What awesome advice. Thankyou
I had that happen over Lake Michigan on my way to South Bend with a Saratoga. Was talking to Chicago departure. It was night and the lake had high waves. Was at 5000 and departure gave me descend and maintain 2000. I gave him a negative. Ask for a vector to Gary In. Struggled to maintain altitude until over Gary airport. It turned out to have a fuel metering problem.
Improper training. I always ask, say intentions. The PIC is that, in command.
What a pro!
Wisely done in such stressful conditions. Could you kindly explaim why you announced 2 miles before ?
Given you're at 4000tt, best glide speed on a Bonanza A36 is 110kts, and you are 2 miles out that doesn't give a 3° rate of descent right ? Not even a steeper 7~8°.
What is the procedure in that case ? (Engine failure, too high, low ceiling, ...)
Thank you Captain 🙏
Pilot in command. Many Pilots get intimidated by ATC
Good job 👍
Wow, raw fuel being dumped on a hot, running engine at altitude, in IMC... I'm glad I am able to hear you tell that story.
Very informative. Thank you. What you are suggesting is ok for CFI like this one but a pilot with 200h total would probably take and advice or two from the controller. At the end, maybe a bad choice.
NEVER hesistate to declare an emergency. This will signify to ATC that when you come back with "negative I'm going direct to the airport" that they need to move anyone else out of your way and you will now be #1 priority. Its always better to declare the emergency and not really need anything special than to wish you had done it. Too many are afraid for whatever reason. Take charge. ATC will help but only if they know what you need or how urgent your situation is. Most do not fly planes themselves remember that
Real pro
Energy is your friend. If you can't get more from the engine, use what little you have from your altitude and speed
I’ll fly anywhere with him! JWD
I see you have a glass cockpit. Would it also help to use your PFD to head direct to the airport and report the ATC you’re doing so?
In the actual emergency, the A36 Tom flew had no glass cockpit or GPS navigation.
@@AirSafetyInstitute Thank you for the information. 👍
I was mislead by the reconstitution of the glass cockpit at the first seconds of the video 🫢
Not a pilot yet but good info.
Great job!! The controlling is stupid....He assumed you would have power,..Great lesson..Thank you!
Did this take place in Wichita KS?
The pilots of Avianca flight 052 could have definitely benefited from this information. Instead They just followed the instructions of ATC who was completely unaware of the severity of the issue due to massive communication failures. They were out of fuel but ATC was telling them to climb to certain altitudes and all that crap.
G,day from Sydney Australia. Thanks for telling your story. Gee... the engine must have been getting gas delivered from other lines?
With high stress, that was excellent pilotage not to trade off your altitude out from the RWY.
✝️🙃
Yes, the remaining 5 injection lines would still be supplying fuel to 5 of the 6 cylinders. Just enough power to stay aloft if not too hot, high or heavy.
the difference between actually being "in command" or not can be life or death
Unless of course there are other aircraft flying IMC nearby that you could collide with.
You know they'll be going to talk to that last mechanic that work on the fuel injection unit LOL wonder where the safety wire was for that Bolt
One of the most fascinating things I've noticed about the general aviation people is none of them seem to realize that when you turn in an airplane you don't have the efficiency you have when you fly in a straight line. If you had 4,000 ft in altitude and you have barely enough performance to maintain level flight without descending in a straight line if you turn you will lose your altitude and you will not be able to recover it and you will not make it to the airport.This came to light in my calculations a long time ago. If the air traffic control procedures favored flying straight at whatever altitude you are towards the airport less people would crash. When I hear emergency emergency. Then I hear the air traffic controller say "descend". Then before the person gets to the airfield I don't hear anything it's very quiet on the channel and the air traffic controller cannot accept the truth. The airplane was in an emergency . In any aviation emergency the most valuable resource is altitude. 1(. Command the pilot to make one gentle sweep and hold the altitude he has until he is pointed at the approach point to begin the approach. Then another broad sweeping turn to line up on your final approach. In an emergency never give away free altitude. The two ways to give away altitude are turning and descending accidentally an extra number of turns and intentionally decreasing the altitude upon command by the air traffic control. The best bet in any aviation emergency is too soft sleeping turns maintain the height you have and extend the length of the final approach if you have a lot of altitude when you get to the airport. That's where the money is at no matter what the emergency if it goes worse and the motor completely dies every foot above the ground is a few feet closer to a good landing.
The surest takeaway here - ATC may give instructions, but as pilot in command, you can refuse if it would impinge upon the safety of the aircraft and its crew and passengers.
Good advice.... However better advice is do work with ur mechanic when any work is done on ur plane....to avoid these problems. Lots mechanics are people. ...They forget and make mistakes. There are metrics that high % of engine failures happen after work is done on a plane. We as pilots need to be mechanics too. Prevention is lb of cure. Its amazing how many pilots do not want to do this.
What does "we were in actual conditions" mean?
Good question. It means that Tom was in the clouds when the emergency occurred.
Wow. I’m surprised that controllers are not told that altitude is life. And Direct to the numbers is just smart. Imagine running out of altitude on a 2 mile final! I think the guy who crashed in that piper in Atlanta(?) with his family should have done the same. Tell them what you want to do. Aviate is the first of the three things you need to do. Communicate is the last.
Airspeed is life, altitude is life insurance.
Re 0:50 "At best glide speed vertical speed is zero, ... at just a little slower the plane would descend fairly rapidly". My first thought is that the best glide speed estimate was inaccurate then. Was it just pure luck that the estimated best glide speed happened to give minimum sink rate in that particular scenario (and thus made the speed 'easy' to find), or was there some other explanation?
The engine was still running, even if only partial power. With minimum drag, the power being provided was able to keep the airplane level. Any increase or decrease in airspeed is going to increase drag, thereby causing the airplane to descend in this scenario.
"Negative"
"Affirmative"
"Follow Me"
I would like you to be my instructor.
Controllers occasionally try to kill you (not on purpose) always remember that.
I would have complied then engaged full flaps while screaming holy s***mayday mayday mayday I'm going down bravo xray deltahawk thunder chicken has flown the coop!! Then continued to scream thunderhawk bravo six four until I impacted the ground because I've got zero pilot training and would want my ATC transcript to sound kick ass and confuse the NTSB... but that's just me.
Oh man… that could have escalated to something a whole lot worse
As a non-pilot and non-controller with 1500 hours in MSFS, I can speak from experience, Tom did a superb job
yeah controllers tend to be procedure monkeys on semi emergencies. If you have engine problems, nearest runway corner. You don't go around, you don't go out to sea to study checklists.
If instead of the criminally archaic human routing ATC we had automated computerized ATC all routes would also be direct. There would be no five letter nonsense
Seriously you can tell the ATC in an a emergency situation what to do? In my case, first I´ll require an explanation from the ATC.
ATC KILLING PILOTS ALL OVER
Engine failure seems to be all too common
It isn't, though. I went up today, and everything went well, as it always has. You mostly see the bad stuff happening on TH-cam. In the greater scheme of things, there aren't many engine failures.
I'd love to see what kind of garbage design lets a fuel injector become disconnected from the fuel rail or fuel line. Absolutely unacceptable!
Considering it has been in continuous production for longer than any other airplane in history, your confidence in the faulty design theory might be a bit high.
Always remember you are the PIC; not any controler!!
This is a bit confusing. With fuel line failure you were unaware of yet if you had known I'm guessing your actions would have been different. A fire is probably as bad as it gets! The fuel was still powering the engine, therefore it couldn't have fully detached or your engine would have quit. No smell of fuel in the cabin? All I can say is Jesus was watching over you!! Aviation gas is extra dangerous because it is so much more volitile than car gas or jet-A. I would have gone to the maintanance logbooks to see who last worked on the fuel line!! If you had known what happened; I'm guessing your choices may have been different?!
Wow, expected better from ATC.
Why, pray tell? Are you a controller? How about a pilot. ATC will do what they are trained to do and what is proceduraly in the controllers handbook. Most controllers these days are not pilots, a big change from the 1970's when I learned to fly when about 40% if memory serves held at least a student certificate. The purpose of this video is not to blame or cast aspersions. It is to remind all pilots they are the pilot in command
(PIC) and to tell ATC what they need, or ARE going to do in an emergency situation. If you want to be in command - then command.
@@petergibbons607 WELL SH*T Mr.Gibbons! I thought I was an old geezer, but apparently I got nothing on you! As a 63 year old ATP (that's an Airline Transport Pilot for your knowledge base) I guess I'll just have to go park my single engine Cessna 182 and go ride my motorcycle after I'm off work flying a jet. Oh wait, you probably don't like those either. Too much fun and freedom for ya! It's a good thing this nation isn't governed on opinions right? You know the old saying about them? They're like *ssh*les, every body has one or knows one.
@@jetjock60 if you fly a big plane then you're definitely a real pilot. even if you ride a motorcycle after work, you're still a pilot. if you just fly a small crappy plane for fun, you're kind of a pilot to some extend but an amateur. if you fly a small crappy plane to train others, then if they also end up in those little planes, then you're kind of a professional pilot at that point but bearing in mind that your job is to train amateurs. so the only real pilot in a little plane that doesn't fly a big plane too like you, is one that trains others who end up later flying the big plane once they're ready.