I can say I have watched this video at least a dozen times over the several years I've been flying. I immediately said how can you not just look at your attitude indicator and realize you were in a terrible spiral... Well, a few nights ago on a routine flight that I've made several dozen times, I hit a rain/snow squall only 4 miles from my home airport. I immediately started a turn and before I know it, I was at the 45 seconds to live point from this video. As you can guess I am not yet IFR rated and have not had any hood time in the last x years. It was so disorienting we could have been inverted from what my body was telling me. When I scanned for help I was banked over 60 degrees and less than 500 feet AGL. I was able to level the wings and immediately started a climb, it was nearly impossible to keep wings level without staring at the attitude indicator constantly. I needed help desperately because I couldn't get out. I couldn't even look for a frequency to call for help. I dialed 121.5 and declared an emergency. ATC and other pilots are absolutely incredible in this country and all worked together to save myself and my wife. We climbed thinking we'd pop out on top and encountered icing instead. After a nearly 40 mile track north east, ATC got me out of the soup and we were able to land immediately at the nearest airport. I have judged many for getting into this situation and can honestly say it happened faster than you expect and you really only have a minute or two to react and ask for help or you are done. Instrument training starts next week.
It just wasn’t your time. And it would’ve been a “Closed Casket” funeral. Those attempted VFR into IMC accidents are always very ugly. 178 seconds to live? Can cut that in half if you do it in a retractable SEL or a light twin. And with constant speed propellers, the rpms will remain pleasantly “constant” as the plane screams toward the surface while pilot gazes at the panel with puzzled look. And those times you did so well, under the hood, with your instructor sitting next to you, during unusual attitude recovery? That merely tends to lure a pilot into this situation. What are the odds that the pilot will regain control of the plane using the very instruments that he was starring at when he LOST control of the plane??? Continuing VFR flight into deteriorating WX kills. Do NOT attempt it! NEVER!!!! I hate to be so grim about this subject but I’m just being honest. The part 91, VFR rules were written in blood! If you maintain strict adherence to these rules, you practically CAN’T crash!
Once, when I only had about 100hrs in my log book, I got caught up in some building clouds in a VFR-only 152 and asked the ATC for a decent to clear WX. He was busy, and said "I'll get you a new altitude in a minute", but never did. I called him up, told him I was descending, hit the IDENT button, trimmed for 500fpm downhill, reduced power, and poked the nose through a hole... that immediately began to close up. I lost sight of the ground for maybe 15-20 seconds - but they were the LONGEST 15-20 seconds of my life. I was laser focused on the attitude indicator, and kept it dead-nuts level while descending at a pretty good clip... But the whole time my brain was telling me that I was inverted, climbing, and slowing all at the same time. It was terrifying, and eye-opening. I cleared the bottoms, and let out the breath I was holding. My passenger (now my wife) never had a clue how hard I was working the yoke. We landed, and I was signing up for an instrument course at the FBO that day. I am a multi/commercial pilot now, rated in the Shorts 360 and Beech 1900, and with more than one "bad day at the office" in my log book... But I will NEVER forget that flight, even 3,419.5 flight hours later.
When seconds count that AtC was only minutes away. Just think if you were trying to be nice and ended up getting killed. They may control the airspace but they have no clue what conditions and stressful situations you may encounter. Most have no experience as yours and are enjoying their fresh coffee on the ground while you are looking out for your life in an aluminum can thousands of feet above earth.
I'm not a pilot but have watched many of these videos, and read comments. In many of the videos, it seems maybe the pilot is trying to keep from letting on to passengers he's in trouble. Question: do you think having passengers (in a private plane) can affect how a pilot reacts to a situation? E.g., maybe not as effectively as if he were solo?
I'm glad you're still around buddy. I'm definitely planning on getting instrument rated sometime after I start flying, hopefully not too long after... I hear it's pretty expensive, but definitely worth it to me from a safety perspective, especially if I'm carrying "precious cargo" (other lives).
@@DonTrumanAbsolutely, especially if the pilot is inexperienced or if the passengers are people well known to the pilot, such as family and friends. This is exactly why student pilots are forbidden from carrying passengers while acting as PIC. We all want to be respected by people we care about, and that desire can absolutely get you killed. There are many reports of pilots, some still students but some certificated, typically young men, taking women they're interested in flying and ending up in bad situations, sometimes ending in death.
Fred Wrinkle then the student pilot dropout rate would go from 80% to 98%. And there would not be too many pilots before long. Most people would not have the money and time and drive to do all of that. The question should be, why do some pilots continue to fly into IMC when they have been told 1000 times not to?
@@Heyemeyohsts The reason is clouds do not look threatening the same way the ground is. Some people might be questioning all the fuss and maybe think it does not apply to them. Some people may not understand how our senses and mind are prone to failure when there is no visual reference and might be thinking it is only a little bit more difficult. If you are convinced the issue is overblown it does not matter if you hear it 1000 or 10000 times. In any case I think most VFR pilots do respect weather systems and the task is to spot those that are overconfident, dismissive or uninformed and ensure they understand the meaning of "VFR into IMC kills".
My U.S. Army flight school class watched this video on our first day of IFR training. I can tell you from experience that even the most trained IFR pilots can get spacial disorientation. The only way to overcome is to to TRUST YOUR INSTRUMENTS. I can't count how many times I heard that in flight school, but it's rung true every time I've gotten that feeling that the pilot in this video got. Even if it doesn't feel natural, trust your Instruments. The chance of your brain and proprioception failing you tremendously outweighs the chance of your Instruments failing you. To non-IFR rated pilots out there, if you every find yourself in the clouds, look down at the instruments and do not look back up unless you manage to pop out of the clouds. Look at your artificial horizon and keep your wings level and maintain a climb. ATC is your best friend in the clouds, so let them know that you've inadvertently flown into IMC conditions and request vectors to an airport with high ceilings and good visibility. Even if you don't know how to fly instrument approaches, ATC should be able to walk you through a safe landing.
I left Boise Idaho at 4AM one morning. It was dark, but clear. I was alone and needed to get to work so I had left early. Climbing out over town was fine with all the city lights. Atc asked me to make a turn and change frequency.. As I turned over the foothills it was less easy to see the horizon. When I looked up from frequency changing the radio and transponder to 1200 suddenly it was black. No lights, no horizon. Forest fire smoke that was not on any weather radar or cloud forecast had engulfed me. I could smell the smoke which worried me. I looked over at the gauges and saw I was in a steep banked turn unknown to my body. The airspeed was starting to move fast. I leveled the wings and turned on my single axis autopilot to keep them level while I focused on altitude, terrain avoidance and throttle/mixture settings in the climb. Its amazing how fast death can come at you out of nowhere.
This happened to me climbing out over the SoCal coast doing pattern work when I was a student pilot. Clouds embedded in haze that wasn't reported. Visibility went from to 5 miles to nothing in what felt like 15 seconds. I was only at about 500 feet AGL. Stopped the climb and informed ATC I intended to make a 180 degree turn to back out so that they could clear any converging traffic. Did a standard rate turn for about one minute with the rudder while keeping the wings level and watching the compass, attitude indicator, VSI and airspeed intensely. Shorty after I punched back out and rejoined the traffic pattern. I hand planned on doing an hours worth of touch and goes but decided to request a full stop and call it a day. Definitely got a shot of adrenaline dumped into my blood when I first realized that I had gone into IMC and was fortunate to not have panicked. A good bit of my flight training with my CFI prior to soloing was conducted at night because he was moonlighting to make a little extra money and I think that is why I was able to use and trust my instruments when this happened with so few hours in my logbook. Maybe not textbook but I'm alive.
Icicle Fledglings aileron banking turn causes stall speed increase. Also positive g banked turn will in whiteout and human won't feel difference of level vs banked/inverted flight. Rudder turn was good idea to keep wings level. Hoping to take my pilot license soon.
@Icicle Fledglings remember, he was a student pilot. Rudder turns are easier to control in an actual imc situation. It's how you make course corrections in imc. Actually, it's how I make all of my course corrections now.
I remember watching this in US Army flight school and I remember laughing at the excessive dramatization. But just the other day, I got the leans so bad that I practically had a panic attack. There was significant wind sheer and I kept getting random crosswind gusts, and it eventually made me feel like I was in a hard bank when I wasn't. It was terrifying. I trusted my instruments but it felt like the equivalent of me purposely trying to crash every time I made a control input to correct my attitude. I finally got under that wind sheer and gusting wind and everything went back to normal, but I will never forget that as long as I live.
I agree, that was my first thought as well. I assume this is about never trusting your feelings but only the instruments? slightly confused but nicely done
1dgram I am actually quite shocked that this stuff can happen to pilots that only have the VFR training. If someone is truly interested in aviation (and to a certain extent in being alive and not crashing) shouldn't you look into IFR training/IMC situations yourself and preparing yourself with simulators and reading stuff etc.?
Rnoproductions Absolutely, VFR training these days does require a few hours of basic instrument training (enough to safely make a 180 to get out of a cloud). Many instructors also won't take on a student that isn't interested in picking up an instrument rating in the future. Many examiners will tell you that your license is a license to learn.
Most people live out their lives without ever getting disoriented or discombobulated, once. It's impossible to explain that feeling to one who never experienced it. Nothing makes sense, and there's absolutely nothing you can do, if you haven't trained on similar situations before.
For none pilots (and maybe some pilots) this video is describing how you can get into what is knows as "a death spiral." How do you stay out of one? By trusting your instruments. Takes training and practice, but every VFR only pilot should get familiar with controlling his/her aircraft in IFR conditions.
Years ago, in the 90's, when I was training for the instrument rating (that I never finished), I read the original paper that was actually called "178 seconds to live". I was doing regular instruction in a GAT-1 flight-training-device (a.k.a. sim) and the instructor gave me a hard copy and made me read it. It was written in a typewriter (that's how old it was) and it was about an actual experiment done with non-instrument-rated private pilots. The setup was that they covered the windshield and windows with polarized film and gave to the pilots goggles that were polarized at 90 degrees. In this way, the pilot could see the instruments but had no outside visibility and the instructor / safety pilot could see both inside and outside. They started flying straight (without the goggles) and level at I believe it was 4500 ft but would consider that the ground was 1500 ft below (i.e. at 3000 ft). The pilot would put on the goggles and the instructor would start the stopwatch. The student goal was just to keep the plane as stable as possible and not to crash (i.e. not to reach 3000ft). The instructor would stop the stopwatch and recover at 3000 ft (or sooner if a dangerous situation developed like rolling inverted or reaching the IAS redline. Inevitably, in 100% of the cases, the pilots "died", and it took somewhere between 1 minute and 5 minutes if I remember correctly. The average was 178 seconds. But the most interesting part of the paper was what came afterwards. A proposed technique to escape without losing control. It was basically flying hands-off. Do not touch the yoke, just use the trim to keep the altitude more or less level ON AVERAGE (don;t fight oscillations) and the rudder pedals to establish a smooth 180 degrees turn and level off, using the turn coordinator as the only reference for bank and the wet compass for heading. The plane didn't have vacuum instruments so there was no attitude indicator or gyro compass. It was written I don't know if in the 50's or 60's when most VFR planes lacked a vacuum system and hence vacuum gyro instruments.
Here it is: archive.org/details/180degreeturnexp11brya/mode/2up, by the University of Illinois and the year is 1954. My memory was less than perfect, but I was close :) One thing that I noted is that this work in not titled "178 seconds to live) and does not include the dramatic narrative of this video. But I absolutely remember having read it and as far as I remember it si the same that we hear in this video word by word. I am thinking that perhaps the instructor gave me a separate sheet of paper with this narrative, that we can find here by the FAA: www.faa.gov/about/office_org/field_offices/fsdo/fai/local_more/alaskan_articles/media/178-Seconds_to_Live.pdf
@@adb012 Page 16 of the cited text you linked actually does have the average of 178 seconds to live noted in it. There were some that lasted much longer, or shorter - but the average was actually 178 seconds. Great link/find though, thanks for sharing it!
@@espr7564 i mean, this is what possibly got kobe killed, shows the danger and why they shouldnt have flown in the conditions they were in, how can you say it has no purpose?
It really isn't what got Kobe killed. Are they vaguely similar? Yes. But Kobe died in a Sikorksy helicopter, and that helicopter was operating under Special VFR, and was absolutely legal to fly. Spatial disorientation is what killed Kobe and the rest of them, but you really can't say that he flew into IMC, or that they should have been grounded.
Having survived a flight into IMC as a rookie I can tell you that the level of anxiety you experience and ease with which you can lose control despite scanning the instruments is mind-blowing. Luckily my under the hood training was rather current which helped me regain control and return to the airport safely. I urge every VFR pilot to log some hood time with an instructor on regular basis. It might one day save your life.
You scan the panel, but have no clue how to use it. It's lying to you. Them gauges are out to kill you.. Ignore them.... I see the ground now. It's 6 feet above me....
@@erniejames6775 Those are the 'fatals', do you have figures for the 'survivors'? Those who inadvertently flew into cloud but were able to fly out safely because they had had instrument training, current or not. Quite a few I would imagine. I wonder if some of the IR rated pilots were flying an aircraft which had no instruments, a hobby plane, a self-build perhaps? IR not much use there.
As a VFR pilot, we did "instrument flying" as part of the training, enough to know how to keep the plan stable and do a controlled 180 turn. It is worth retraining for this with an instructor from time to time.
ElectroTeeh Why did the control tower agree to the idea to fly under visual control only, if this is a number one rule to avoid? And why did the pilot chose to do that?
Kata Na helicopters are allowed to fly with up to one mile visibility, seems like the pilot got disoriented as he wasn’t trained to use his instrument, at least that is the latest report
@@llyg4848 half mile visibility, and they were trained to use his instruments, but they do not do it very often, and many pilots just disregard flying purely by instruments after getting their licenses
This is an unsettling reminder for me. Yes I survived because I did turn back - but all the same, this portrays eerily the way we get into this situation. I am convinced that the commentary has to be informed by others who experienced this - but turned back just before it was too late.
Back in the 80's I built up quite a few hours but never got my licence. I was a pretty useless pilot, I once landed at the wrong airport on my cross country, not once but twice! Don't get me wrong I'm not stupid but I realized I just didn't have the mental capacity or intellect to make it as a pilot, I also had a tendency of becoming overwhelmed especially when dealing with stressful situations, in addition I have poor sense of spatial awareness. The final straw was entering thick cloud and losing all visibility for what seemed an age which really scared me, I managed to get the plane on the ground and never looked back. I still love planes and respect and am in awe of those that get to fly for a job!
@Chris Smith Even instrument rated commercial pilots sometimes get into trouble because they can't put aside their vestibular sensations. Jetliners have been lost so clearly an instrument rating is no panacea.
I had this same thing happen to me. Everything went dark. I could hear the engine speed winding up and airspeed increasing. I was sweating and scared. At the last second before impact, I hit power on the Xbox and went to Wal Mart to buy a new TV. Never happened again. Remember this if it ever happens to you and everything goes black.
I’m here after a redditor posted this on the Kobe Bryant crash thread. Jesus I can only imagine the confusion in those last devastating seconds. Rip KOBE And GIGI may your souls be at peace. God has you now. 🙏❤️
Believe your instructor telling you to have a good scan of instruments and never break the procedure even with major distractions. Some airplanes even Cessna's wont fly level if left unattended believe me after flying some of them that have endured spin training and instructors performing aerobatics in them. So flying by the seat of your pants, your feel of gravity, will be telling you that you are flat and level while the plane is banking more and more slipping gaining airspeed. Scan your artificial horizon, altitude and airspeed not fixating on any one instrument with making sure you get the carb heat going and go direct 180 degrees out of IFR conditions. Engine failure due to carb ice cancels the vacuum or pressure pump running the gyros so that ends your artificial horizon and gyro heading indicator. Point blank don't get near IMC/IFR conditions. Know you temperature dew point spread of 4 degrees is just a reference from ground level. Remain VFR if you are only a VFR pilot.
If your instructor was doing aerobatics in a training aircraft, find a different school/instructor. There's essentially zero training aircraft that are rated for aerobatics, and the structural damage that you don't see, from someone else being a moron, may be what kills you.
Get your instrument rating, pilgrims. Even if you never plan to fly in serious IMC it makes you a better, smoother pilot, greatly improves your options and survival if you encounter IMC, and usually gets you an insurance discount.
This makes me want to obtain my instrument rating, once I’m done with my PPC. I swear I can’t and won’t be caught lacking like this. Not if I’m gonna fly passengers
I'm not a pilot, though as a youth I often joined my dad who owned/flew a 172 and a twin Comanche. He taught me something that sticks with me to date... You see, he would fly into clouds and ask me (as he did my sibs) 'which way' we were going, up? Down? Right left? Sometimes we got it right, however merely 'guessing' ... mostly we'd say level/level etc. only to emerge from the cloud rather banked and descending or ascending. It is (was) not hard for him (and nature) to fool us. And he'd say, trust the instruments. Unlike your mind/senses, they will almost never lie to you. However, they might fail - so when in doubt, trust gravity. B/c it can definitely kill you, but also gravity will never ever lie; it can save you. So in his a/c he had a 3/4" nut tied at end of a red shoestring, hanging from I think it was the compass - but it was something b/w the L/R seats atop the windscreen. And we learned that no matter what we 'felt' the attitude/AoA to be, and no matter what we gleaned from all those dials and guages . . . in a right bank the nut *always* (100% of time) was swung/leaning towards the right. If left bank, it was left. Etc. etc. It was an immediate and with no exception, accurate tho rough indication of the planes bank/AoA 'Nut on a string' . . . will never ever lie to you and it will outperform the most expensive, fancy avionics out there. And never lose power or vacuum or be hard to find/scan. Sounds stupid I know, but once we learned the 'nut rule' - he was never able to fool us. Again, I'm not a pilot - but for any private small a/c (or 777!) pilots out there, consider the absolutely cost-free instrument that never lies, a bright string and nut at end. Or a key, or a nail, etc. Because gravity can kill you, also definitely save you - and gravity never ever lies.
What the hell? This is a description of a slip/skid indicator. Aircraft have had better ones (more compact) since the Wright Brothers. It's useless for orientation. Fly this way and you'll become a statistic quicker'n you can say "mayday". The whole problem is that human senses can't distinguish gravity from any other acceleration. And neither can a weight on a string. Is it gravity, or is it centripetal acceleration? Only your gyroscope knows for sure. That's why people shell out for gyro instruments. You can spiral right into the ground and that stupid nut on a string will show you that everything's just peachy, as long as your turn is coordinated. But a nice neat textbook-correct coordinated turn won't keep you out of the terrain.
@@tomswift6198 Exactly as you say. This works when flying in a straight line with banked wings, like in the guy's story, but not when turning and G-forces come into play, and you might even possibly be inverted.
That is the most idiotic thing I have ever heard! As long as no acceleration or g forces are acting upon it fine. Lose control of the plane, and it may be pinned to the overhead, or way out to the side. I will have to go up with a buddy and try it out under simulated conditions! Would not trust doing it in real IMC!
The pilot forgot to look at the most important instrument of them all: Artificial horizon... That would immediately tell him that the plane was stalling, due to the high angle of attack...
Wow....what an accurate description! --- I get bad vertigo and that happened to me once but at dusk -- basically the last time I flew 23 years ago....the hearbeat jacked up and cotton mouth at 1200 AGL bring me back to that moment -- turned the cabin lights on to help me focus just on attitude and altitude indicators & somehow I held it somewhat straight and level chasing the crap out of it -- then I broke out near a city after about 15 minutes....15 more...this story isn't told.
“Excuse me…I’m looking for the most terrifying video on TH-cam…” “Welcome. We have a table for you right over here. Read the comments if the video isn’t enough…they’re full of near-miss stories verifying how accurate this is.”
It is one thing to acknowledge how dangerous flying into IMC is and avoiding it. It is another to have the humility to admit that "it can happen to you" and get IFR rated and stay current.
@@IntegralKing you can definitely regain control if you realized in time that you were in trouble, but I believe they were only about 1,500 feet above ground level and going 160 knots just prior to the crash. 160 knots equals 270 feet per second, so you can cover 1,500 feet in about 5.5 seconds. Not a whole lot of time to process what’s actually happening.
I tell every pilot I know: “PRACTICE”. Avoiding IMC is a bad idea. One should train with a friend (qualified IFR pilot or instructor) as often as possible, taking little steps out of the comfort zone until one is proficient and capable AND comfortable. That being said, if you are uncomfortable, LAND or do NOT TAKE OFF.
I'll be honest. Mid 2000s I got caught in IMC on my third solo nav. I told centre. That saved my life. I had a VCA into military airspace during it, nothing came from asking for help. I glued my eyes to the panel, the fear and uncertainty did not leave. I was 18 and learned a huge lesson that day. Don't push shit up hill and ask for help because without Brisbane Centre helping and co-coordinating options for me with Maroochydore Airport and RAAF Amberley (yep they gave me full permission to land at the biggest Air Force base in the Southern Hemisphere whose runway was a Space Shuttle landing option) I'd be dead. I later found they all decided due weather and terrain I was best to go to Maroochydore though it was the furthest. Felt like it took a month. The instructor who signed me off for the flight got the sack.
The first thing I thought was check your attitude indicator and climb to 2,000. And NEVER, EVER trust what your body feels because it doesn't understand what is happening and will lie to you. Lots of pilots, including hot-shot military pilots with the most advanced avionics in the world, have died because they went seat-of-their-pants and lost trust/ignored their instruments in these situations.
Just because it’s legal VFR minimums, doesn’t mean a non instrument rated pilot should be flying. If you don’t have an instrument rating, I would suggest personal minimums of 2000 & 5, maybe more depending on your experience level. There’s been way, way too many of these accidents.
This story isn't about having an Instrument Rating. This story is about NOT FLYING in such poor visibility. There is a HUGE difference in the two. Many Instrument Pilots with very little experience have died doing the exact same thing.
So, as a non-pilot here, why isn't instrument training required to get your license in the first place, given how many people die this way? Why on earth would anybody fly on any but the clearest days knowing that if they screw up, they and their family die?
I totally get it that you'd feel normal in a turning descent. I felt that too in VFR spin training. What hurts is coming out of it. I'm also concerned that I entered a spin during stall training when my plane wasn't entirely straight going in, and that was VFR! I can hardly imagine flying straight and level in the 152 from instruments only. The instructor said maybe our weight R-L variance was putting me off that time. I was trying to use the instruments more, riding the ball, and that's what skewed my plane angles. Only looking out corrected it.
Cool. Let's hope for the best with a lighter touch, even L-R weight, and teachers who have since worked on my rudder. The good thing about planes is that you learn by your mistakes. The bad thing about planes is that you learn by your mistakes.
Elaine, the best way to avoid a spin in imc is prevention. Train yourself now to spend at least 50% of your time looking at your instruments, 50% looking outside for traffic until it becomes routine. This will give you familiarity with flying on the information in front of you and what it looks like outside. If you inadvertently enter imc the initial panic will not be as overwhelming and you'll still be able to fly and turn to get out of there. Talk to your instructor about this, start training for imc flying now, it can save your life.
We're doing instrument hours now. I just learnt the flight tester will either spiral or slow fly the plane under the hood. Yum. I was going over what to immediately notice in the 6 pack and the spiral has much more and more drastic activity than slow flight. Spiral I'll get. A spin would be wicked indeed but the TransCan manual says the only reliable instrument in a spin is the T&B turn needle or the turn co-ordinator. On a Katana now. It's Mr. Sensitive. And the Eclipse/Evolution are The Beasts.
shhht dang da20's are like... fly with 2 fingers only. Plus winds don't help that popsicle stick plane! It's a great plane but too light! My son is switching to a Piper Cherokee next week after 12 hrs of fighting that thing... lol.
Lyrics for this balada song...: the sky is overcast and the visibility for that reported five mile visibility looks more like two and you cant judge the height of the overcast your altimeter says you´re at 1,500 feet but your chart tells you there´s terrain in the area as high as 1,200 feet still you´ve flown through weather before so you press on you find yourself easing back slightly on the controls to give yourself more clearance then with no warning you´re
Things happen fast in aviation, that's just the way it is. On a landing approach to Montauk Point, NY, I was blown into a line of trees at 80 knots by a micro-burst on a sunny day with little turbulence. People on the beach were knocked off their feet and it didn't matter how many hours or ratings I had. I was a bird, wrong place, wrong time. I wish I'd have HAD 178 seconds.
"You scan the panel for help, but you don't find any." What? Let me fix that for you: "You scan the panel for help, and you find all the information required to conduct a safe flight."
The point is that VFR pilots struggle in IMC, and there are numerous examples of otherwise experienced pilots failing to notice things which could have saved them such as artifical horizon
Do Instructors ever take students out and fly into clouds intentionally to allow the student to feel what it's like to become disoriented knowing that the instructor can fly safely in clouds?
SanFranciscoBay Could be a bit inconvenient to get . Need a block altitude clearance from ATC to allow for vertical and horizontal deviations by student to achieve best teaching results . Maybe a less used airway leg , and at night .
I got both of them. My instructor took flew into clouds so I could experience it and I can really thank him for that. Also we practice with a screen covering the window.
That's what I'm saying..... You have enough hours to fly a cross country solo..... But never ONCE did you learn to use ANY of the instruments????? I still think it's insane that you can get a PPL without an Instrument rating.
Pour les francophones, il existe une transcription française du texte de cette vidéo sur: www.tc.gc.ca/fr/services/aviation/regles-generales-utilisation-vol/bonne-decisions-pilote/vol-fatal-mauvais-temps-reste-178-secondes-vivre.html
This is most likely the way that JFK Jr. died, along with his wife Carolyn and sister-in-law Lauren Bessette. In my professional opinion, he had 6 solid strikes against him. You know, in baseball, you only get 3 strikes....then, YOU'RE OUT! His 6 "Strikes" were, Lack of Piloting Experience (ONLY 300 Hours), High Performance Aircraft, Cast on his foot, At Night, Over Water, and with Hazy Conditions (No visible horizon). Even being a rich Kennedy couldn't save him from his serious lack of judgment in attempting this flight. He had absolutely no business being there.
I’ve seen a lot of AOP a safety videos And I was right this one of the best. I’ve been a pilot for 40 years and I found myself in some uncomfortable circumstances.
I popped out into clear skies at 700 AGL once only to see street lights and headed into the dirt. Knew immediately where I was and where there was an airport. Landed, walked a hundred feet, sat down and stared at the plane wondering where the giant fangs were that had nearly eaten me. THOSE FANGS WILL GET YOU IF YOU ARE STUPID
On my second XC flight, I almost found myself accidentally into IMC, the best decision of my life was to turn the f-around and land in another Airport.
If you're driving your car and something goes wrong, you pull over to the curb and get out. If you're flying your plane and something goes wrong at 10,000 feet . . . well, it'll be an interesting experience for all concerned. . . .
Half the IFR training syllabus is always trust your instruments, the other half is never trust your instruments. Or what to do when you and your attitude indicator have trust issues. Once disorientated its near impossible to recover.
Scary. It's like driving on a foggy highway but worse. Why don't they have the knowledge to use their instruments. If I was a pilot I would be training regularly. If I didn't have the time, I wouldn't fly. Bush pilot is the number 1 deadliest job, isn't it?
It's easy enough to say sat on the ground that that pilot was not competent with his aircraft if he couldn't read what his instruments were screaming at him: Attitude: Steep bank left, nose down Airspeed: Increasing VSI: Decending at or over 2000 ft /min Turn Coordinator: Confirms steep bank left - probably uncoordinated Heading: Turning anti-clockwise at high rate Tachometer: Engine overspeeding If nothing else, leveling the wings, coordinating with rudder input, and slowly bringing the nose back up to both lower airspeed and end the descent would have done a world of good. Even screaming on the radio for help would have done something... As a non-pilot, I simulated heavy IMC conditions in FSX (
@@mmasters180 There is something that is hard to simulate. If you get used to visual flying, you do not need instruments much. And if you get in uncoordinated turn for a while, you get the sensation that the instruments are lying to you... the only workaround is enough mental training to convince yourself, that your body is lying to you and the instruments are correct, but it is not easy. I trained some of it with my instructor, and it is easy to fly well if you focus on the instruments, but you cannot simulate the sensation of your body lying to you, that is the real killer.
@@NetAndyCz Again, my only experience is as a passenger and with sims (wallet's not big enough yet to take to the skies). So anything I say is largely theory. I can simulate the visual and audio, but there's no way in hell I can simulate the years of VFR habits, or the sensations on the body. Either way, I think we can agree that correct and reasoned use of the instruments are key to correcting the situation.
I control a sector that depending on configuration has either 6 vhf frequencies minimum(6 uhf Freqs) or more commonly has 9 vhf freqs total (10 uhf) and at least the vhf are all in use. Needless to say frequency management is half the battle. That being said a pilot called me, I told him to standby, I answered another frequency, he called again I said to standby. Immediately he squawks emergency, 7700. He had my undivided attention! Lost his single engine at 11,000 feet and of course going down. Landed safely in a field but point being, SKIP ALL FORMALITIES and squawk emergency! Especially something like this! Maybe a little paperwork later?? Who cares. There’s no punishment for declaring an emergency.
I know the reality of it is that people can get a pilot license without being taught to believe their instruments over their gut, but I really don't understand how this can be the case. I don't understand why anyone wouldn't want to learn asap how to fly on instruments alone. Seems crazy to me.
Adenzel Not to me . They want to spend their money on real flying , not a sophisticated real sim outfit . The sim only pilots have a different problem in this vid scenario,for instance. They don’t realize how G forces coming on , screaming engine ( with a fixed pitch prop ) , slipstream roaring in their ears , and confusing vestibular signals can REALLY distract them in a real flying situation. And that’s not to mention they realize their life is not at stake !
![UCF Professor Richard Quinn accuses class of cheating [Original]](http://i.ytimg.com/vi/rbzJTTDO9f4/mqdefault.jpg)
I can say I have watched this video at least a dozen times over the several years I've been flying. I immediately said how can you not just look at your attitude indicator and realize you were in a terrible spiral... Well, a few nights ago on a routine flight that I've made several dozen times, I hit a rain/snow squall only 4 miles from my home airport. I immediately started a turn and before I know it, I was at the 45 seconds to live point from this video. As you can guess I am not yet IFR rated and have not had any hood time in the last x years. It was so disorienting we could have been inverted from what my body was telling me. When I scanned for help I was banked over 60 degrees and less than 500 feet AGL. I was able to level the wings and immediately started a climb, it was nearly impossible to keep wings level without staring at the attitude indicator constantly. I needed help desperately because I couldn't get out. I couldn't even look for a frequency to call for help. I dialed 121.5 and declared an emergency. ATC and other pilots are absolutely incredible in this country and all worked together to save myself and my wife. We climbed thinking we'd pop out on top and encountered icing instead. After a nearly 40 mile track north east, ATC got me out of the soup and we were able to land immediately at the nearest airport. I have judged many for getting into this situation and can honestly say it happened faster than you expect and you really only have a minute or two to react and ask for help or you are done. Instrument training starts next week.
Good you got out!
Thanks for sharing.
Really thank you for sharing this.
It just wasn’t your time. And it would’ve been a “Closed Casket” funeral. Those attempted VFR into IMC accidents are always very ugly. 178 seconds to live? Can cut that in half if you do it in a retractable SEL or a light twin. And with constant speed propellers, the rpms will remain pleasantly “constant” as the plane screams toward the surface while pilot gazes at the panel with puzzled look. And those times you did so well, under the hood, with your instructor sitting next to you, during unusual attitude recovery? That merely tends to lure a pilot into this situation. What are the odds that the pilot will regain control of the plane using the very instruments that he was starring at when he LOST control of the plane??? Continuing VFR flight into deteriorating WX kills. Do NOT attempt it! NEVER!!!!
I hate to be so grim about this subject but I’m just being honest. The part 91, VFR rules were written in blood! If you maintain strict adherence to these rules, you practically CAN’T crash!
Wow
Once, when I only had about 100hrs in my log book, I got caught up in some building clouds in a VFR-only 152 and asked the ATC for a decent to clear WX. He was busy, and said "I'll get you a new altitude in a minute", but never did. I called him up, told him I was descending, hit the IDENT button, trimmed for 500fpm downhill, reduced power, and poked the nose through a hole... that immediately began to close up.
I lost sight of the ground for maybe 15-20 seconds - but they were the LONGEST 15-20 seconds of my life. I was laser focused on the attitude indicator, and kept it dead-nuts level while descending at a pretty good clip... But the whole time my brain was telling me that I was inverted, climbing, and slowing all at the same time. It was terrifying, and eye-opening.
I cleared the bottoms, and let out the breath I was holding. My passenger (now my wife) never had a clue how hard I was working the yoke. We landed, and I was signing up for an instrument course at the FBO that day.
I am a multi/commercial pilot now, rated in the Shorts 360 and Beech 1900, and with more than one "bad day at the office" in my log book... But I will NEVER forget that flight, even 3,419.5 flight hours later.
When seconds count that AtC was only minutes away. Just think if you were trying to be nice and ended up getting killed. They may control the airspace but they have no clue what conditions and stressful situations you may encounter. Most have no experience as yours and are enjoying their fresh coffee on the ground while you are looking out for your life in an aluminum can thousands of feet above earth.
I’m really glad you jumped at the chance to increase your knowledge. Awesome mate.
I'm not a pilot but have watched many of these videos, and read comments.
In many of the videos, it seems maybe the pilot is trying to keep from letting on to passengers he's in trouble. Question: do you think having passengers (in a private plane) can affect how a pilot reacts to a situation? E.g., maybe not as effectively as if he were solo?
I'm glad you're still around buddy. I'm definitely planning on getting instrument rated sometime after I start flying, hopefully not too long after... I hear it's pretty expensive, but definitely worth it to me from a safety perspective, especially if I'm carrying "precious cargo" (other lives).
@@DonTrumanAbsolutely, especially if the pilot is inexperienced or if the passengers are people well known to the pilot, such as family and friends. This is exactly why student pilots are forbidden from carrying passengers while acting as PIC. We all want to be respected by people we care about, and that desire can absolutely get you killed. There are many reports of pilots, some still students but some certificated, typically young men, taking women they're interested in flying and ending up in bad situations, sometimes ending in death.
Never fly Black & White into 480p.
Seriously, VFR into IMC kills and needs to be respected.
John N1DEL Best comment I've ever read on this whole channel.
Unless it's 'Nosferatu'.
Fred Wrinkle then the student pilot dropout rate would go from 80% to 98%. And there would not be too many pilots before long. Most people would not have the money and time and drive to do all of that. The question should be, why do some pilots continue to fly into IMC when they have been told 1000 times not to?
@@Heyemeyohsts The reason is clouds do not look threatening the same way the ground is. Some people might be questioning all the fuss and maybe think it does not apply to them. Some people may not understand how our senses and mind are prone to failure when there is no visual reference and might be thinking it is only a little bit more difficult. If you are convinced the issue is overblown it does not matter if you hear it 1000 or 10000 times.
In any case I think most VFR pilots do respect weather systems and the task is to spot those that are overconfident, dismissive or uninformed and ensure they understand the meaning of "VFR into IMC kills".
@@Heyemeyohsts get-there-itis.
Quem veio pelo Lito da um like!
Já sou subscrito a 10 anos ates de ter ouvido falar no Litto
Sensação de morte bem descrita,
Agonia da mulestia.
Litooo
🤘
Realmente chocante.
My U.S. Army flight school class watched this video on our first day of IFR training. I can tell you from experience that even the most trained IFR pilots can get spacial disorientation. The only way to overcome is to to TRUST YOUR INSTRUMENTS. I can't count how many times I heard that in flight school, but it's rung true every time I've gotten that feeling that the pilot in this video got. Even if it doesn't feel natural, trust your Instruments. The chance of your brain and proprioception failing you tremendously outweighs the chance of your Instruments failing you.
To non-IFR rated pilots out there, if you every find yourself in the clouds, look down at the instruments and do not look back up unless you manage to pop out of the clouds.
Look at your artificial horizon and keep your wings level and maintain a climb. ATC is your best friend in the clouds, so let them know that you've inadvertently flown into IMC conditions and request vectors to an airport with high ceilings and good visibility. Even if you don't know how to fly instrument approaches, ATC should be able to walk you through a safe landing.
You got that right trust your instruments
I left Boise Idaho at 4AM one morning. It was dark, but clear. I was alone and needed to get to work so I had left early. Climbing out over town was fine with all the city lights. Atc asked me to make a turn and change frequency.. As I turned over the foothills it was less easy to see the horizon. When I looked up from frequency changing the radio and transponder to 1200 suddenly it was black. No lights, no horizon. Forest fire smoke that was not on any weather radar or cloud forecast had engulfed me. I could smell the smoke which worried me. I looked over at the gauges and saw I was in a steep banked turn unknown to my body. The airspeed was starting to move fast. I leveled the wings and turned on my single axis autopilot to keep them level while I focused on altitude, terrain avoidance and throttle/mixture settings in the climb. Its amazing how fast death can come at you out of nowhere.
Gosh!
Get-there-itis
Glad you’re okay
This happened to me climbing out over the SoCal coast doing pattern work when I was a student pilot. Clouds embedded in haze that wasn't reported. Visibility went from to 5 miles to nothing in what felt like 15 seconds. I was only at about 500 feet AGL. Stopped the climb and informed ATC I intended to make a 180 degree turn to back out so that they could clear any converging traffic. Did a standard rate turn for about one minute with the rudder while keeping the wings level and watching the compass, attitude indicator, VSI and airspeed intensely. Shorty after I punched back out and rejoined the traffic pattern. I hand planned on doing an hours worth of touch and goes but decided to request a full stop and call it a day. Definitely got a shot of adrenaline dumped into my blood when I first realized that I had gone into IMC and was fortunate to not have panicked. A good bit of my flight training with my CFI prior to soloing was conducted at night because he was moonlighting to make a little extra money and I think that is why I was able to use and trust my instruments when this happened with so few hours in my logbook. Maybe not textbook but I'm alive.
Alive...and that's what counts. Congrats.
Paratus wow im surprised they dint revoke your liscence for such a stupid mistake. Such as not checking forecasted area. You did it to yourself.
And you have no idea what you're talking about. It's incredibly easy to do.
Icicle Fledglings aileron banking turn causes stall speed increase. Also positive g banked turn will in whiteout and human won't feel difference of level vs banked/inverted flight. Rudder turn was good idea to keep wings level. Hoping to take my pilot license soon.
@Icicle Fledglings remember, he was a student pilot. Rudder turns are easier to control in an actual imc situation. It's how you make course corrections in imc. Actually, it's how I make all of my course corrections now.
I remember watching this in US Army flight school and I remember laughing at the excessive dramatization. But just the other day, I got the leans so bad that I practically had a panic attack. There was significant wind sheer and I kept getting random crosswind gusts, and it eventually made me feel like I was in a hard bank when I wasn't. It was terrifying. I trusted my instruments but it felt like the equivalent of me purposely trying to crash every time I made a control input to correct my attitude. I finally got under that wind sheer and gusting wind and everything went back to normal, but I will never forget that as long as I live.
1:08 "You scan the panel for help, but you don't find any." The attitude indicator begs to differ.
I agree, that was my first thought as well. I assume this is about never trusting your feelings but only the instruments? slightly confused but nicely done
Airspeed first, then turn coordinator, and then attitude indicator. You don't want to risk relying on a toppled attitude indicator in that situation.
1dgram I am actually quite shocked that this stuff can happen to pilots that only have the VFR training. If someone is truly interested in aviation (and to a certain extent in being alive and not crashing) shouldn't you look into IFR training/IMC situations yourself and preparing yourself with simulators and reading stuff etc.?
Rnoproductions Absolutely, VFR training these days does require a few hours of basic instrument training (enough to safely make a 180 to get out of a cloud). Many instructors also won't take on a student that isn't interested in picking up an instrument rating in the future. Many examiners will tell you that your license is a license to learn.
Even a person like me that doesn't actually have a license knows to look at your instruments first. Do they even teach you anything in flight school?
Most people live out their lives without ever getting disoriented or discombobulated, once. It's impossible to explain that feeling to one who never experienced it. Nothing makes sense, and there's absolutely nothing you can do, if you haven't trained on similar situations before.
For none pilots (and maybe some pilots) this video is describing how you can get into what is knows as "a death spiral." How do you stay out of one? By trusting your instruments. Takes training and practice, but every VFR only pilot should get familiar with controlling his/her aircraft in IFR conditions.
apparently, bc by the comments here, clouds can form anywhere in mere seconds
I would humbly suggest that instead of learning IMC you instead learn how to work out 180deg on the compass, turn round and get your ass out of there.
@@maddog7999 Never underestimate how easy it is to go from VMC to IMC. Shit can hit the fan in mere seconds.
@@maddog7999 At least in x-plane you can change the weather with the click of a button. Not in real life.
Years ago, in the 90's, when I was training for the instrument rating (that I never finished), I read the original paper that was actually called "178 seconds to live". I was doing regular instruction in a GAT-1 flight-training-device (a.k.a. sim) and the instructor gave me a hard copy and made me read it. It was written in a typewriter (that's how old it was) and it was about an actual experiment done with non-instrument-rated private pilots. The setup was that they covered the windshield and windows with polarized film and gave to the pilots goggles that were polarized at 90 degrees. In this way, the pilot could see the instruments but had no outside visibility and the instructor / safety pilot could see both inside and outside. They started flying straight (without the goggles) and level at I believe it was 4500 ft but would consider that the ground was 1500 ft below (i.e. at 3000 ft). The pilot would put on the goggles and the instructor would start the stopwatch. The student goal was just to keep the plane as stable as possible and not to crash (i.e. not to reach 3000ft). The instructor would stop the stopwatch and recover at 3000 ft (or sooner if a dangerous situation developed like rolling inverted or reaching the IAS redline. Inevitably, in 100% of the cases, the pilots "died", and it took somewhere between 1 minute and 5 minutes if I remember correctly. The average was 178 seconds. But the most interesting part of the paper was what came afterwards. A proposed technique to escape without losing control. It was basically flying hands-off. Do not touch the yoke, just use the trim to keep the altitude more or less level ON AVERAGE (don;t fight oscillations) and the rudder pedals to establish a smooth 180 degrees turn and level off, using the turn coordinator as the only reference for bank and the wet compass for heading. The plane didn't have vacuum instruments so there was no attitude indicator or gyro compass. It was written I don't know if in the 50's or 60's when most VFR planes lacked a vacuum system and hence vacuum gyro instruments.
Here it is: archive.org/details/180degreeturnexp11brya/mode/2up, by the University of Illinois and the year is 1954. My memory was less than perfect, but I was close :) One thing that I noted is that this work in not titled "178 seconds to live) and does not include the dramatic narrative of this video. But I absolutely remember having read it and as far as I remember it si the same that we hear in this video word by word. I am thinking that perhaps the instructor gave me a separate sheet of paper with this narrative, that we can find here by the FAA: www.faa.gov/about/office_org/field_offices/fsdo/fai/local_more/alaskan_articles/media/178-Seconds_to_Live.pdf
@@adb012 Page 16 of the cited text you linked actually does have the average of 178 seconds to live noted in it. There were some that lasted much longer, or shorter - but the average was actually 178 seconds. Great link/find though, thanks for sharing it!
Good god this video is terrifying.
Reminds of a twilight zone episode
This video sucks, has no purpose
Amen.
@@espr7564 i mean, this is what possibly got kobe killed, shows the danger and why they shouldnt have flown in the conditions they were in, how can you say it has no purpose?
It really isn't what got Kobe killed. Are they vaguely similar? Yes. But Kobe died in a Sikorksy helicopter, and that helicopter was operating under Special VFR, and was absolutely legal to fly.
Spatial disorientation is what killed Kobe and the rest of them, but you really can't say that he flew into IMC, or that they should have been grounded.
Having survived a flight into IMC as a rookie I can tell you that the level of anxiety you experience and ease with which you can lose control despite scanning the instruments is mind-blowing. Luckily my under the hood training was rather current which helped me regain control and return to the airport safely. I urge every VFR pilot to log some hood time with an instructor on regular basis. It might one day save your life.
after many years of flying this still chills me to the core.
You scan the panel, but have no clue how to use it. It's lying to you. Them gauges are out to kill you.. Ignore them.... I see the ground now. It's 6 feet above me....
Seriously good writing sir...
You do have a way with words 00117.
Guys don't worry, the 178 seconds only start after the little voice tells you you should have turned back.
Lol what a relief.
Jonathan Rockway oh, well that changes everything
What, like a checkpoint system in a videogame?
Phew!!🥴
What if a voice suddenly tells you "Man, I forgot to tell you something almost three minutes ago"??
“I would rather be on the ground and wish i was in the air, than in the air and wish i was on the ground”
This made me decide to go for an instrument rating.....
Hear hear
Over 30% of VFR into IMC fatalities are instrument rated pilots.
@@erniejames6775 70% are VFR jesus
Or to... You know...develop even a basic instrument scan and look at the attitude indicator???
@@erniejames6775 Those are the 'fatals', do you have figures for the 'survivors'?
Those who inadvertently flew into cloud but were able to fly out safely because
they had had instrument training, current or not. Quite a few I would imagine.
I wonder if some of the IR rated pilots were flying an aircraft which had no
instruments, a hobby plane, a self-build perhaps? IR not much use there.
damn that was dark, but a good awareness of a graveyard spiral
As a VFR pilot, we did "instrument flying" as part of the training, enough to know how to keep the plan stable and do a controlled 180 turn. It is worth retraining for this with an instructor from time to time.
2:00 he forgot the part where your bowels empty themselves into your underpants
That's part of the basics - Aviate, Navigate, Communicate, Defecate
@@davidyouse7133 Defecating definitely comes before communicating. :)
This is just AMAZING, one of the best clips to convince pilots not to go that way. Pass it on to every student, GA pilot you see !!
Not sure what they are investigating for Kobe's accident, the live action replay is here. RIP Kobe.
ElectroTeeh Why did the control tower agree to the idea to fly under visual control only, if this is a number one rule to avoid? And why did the pilot chose to do that?
@@katana5562 it's a helicopter with Kobe on it, they could sled on people's roofs and no one would bat an eye.
I think it should not be allowed in mountainous terrain but it appears if they had rerouted away from mountains it might have been ok idk
Kata Na helicopters are allowed to fly with up to one mile visibility, seems like the pilot got disoriented as he wasn’t trained to use his instrument, at least that is the latest report
@@llyg4848 half mile visibility, and they were trained to use his instruments, but they do not do it very often, and many pilots just disregard flying purely by instruments after getting their licenses
This is an unsettling reminder for me. Yes I survived because I did turn back - but all the same, this portrays eerily the way we get into this situation. I am convinced that the commentary has to be informed by others who experienced this - but turned back just before it was too late.
Holy crap, Man! That schitt scared the hell out of me and I wasn't even in the airplane!
Back in the 80's I built up quite a few hours but never got my licence. I was a pretty useless pilot, I once landed at the wrong airport on my cross country, not once but twice! Don't get me wrong I'm not stupid but I realized I just didn't have the mental capacity or intellect to make it as a pilot, I also had a tendency of becoming overwhelmed especially when dealing with stressful situations, in addition I have poor sense of spatial awareness. The final straw was entering thick cloud and losing all visibility for what seemed an age which really scared me, I managed to get the plane on the ground and never looked back. I still love planes and respect and am in awe of those that get to fly for a job!
The point about stress making your instrument t scan a jumble is a point that can not be emphasized enough. Training training training.
Those who ignore the the attitude indicator in IMC get rewarded by the thrill of a lifetime (limit one per customer).
@Chris Smith Even instrument rated commercial pilots sometimes get into trouble because they can't put aside their vestibular sensations. Jetliners have been lost so clearly an instrument rating is no panacea.
This video made me get my Instrument rating.
I had this same thing happen to me. Everything went dark. I could hear the engine speed winding up and airspeed increasing. I was sweating and scared.
At the last second before impact, I hit power on the Xbox and went to Wal Mart to buy a new TV. Never happened again. Remember this if it ever happens to you and everything goes black.
Even instrument rated pilots can get disoriented. It happened to me. When you aren't expecting it the disorientation is real.
I’m here after a redditor posted this on the Kobe Bryant crash thread. Jesus I can only imagine the confusion in those last devastating seconds.
Rip KOBE And GIGI may your souls be at peace. God has you now. 🙏❤️
r/MorbidReality? Because thats how I ended up here too! It really is eye-opening to see how quickly this can happen.
Shay GIBSON No.
Believe your instructor telling you to have a good scan of instruments and never break the procedure even with major distractions. Some airplanes even Cessna's wont fly level if left unattended believe me after flying some of them that have endured spin training and instructors performing aerobatics in them. So flying by the seat of your pants, your feel of gravity, will be telling you that you are flat and level while the plane is banking more and more slipping gaining airspeed. Scan your artificial horizon, altitude and airspeed not fixating on any one instrument with making sure you get the carb heat going and go direct 180 degrees out of IFR conditions. Engine failure due to carb ice cancels the vacuum or pressure pump running the gyros so that ends your artificial horizon and gyro heading indicator. Point blank don't get near IMC/IFR conditions. Know you temperature dew point spread of 4 degrees is just a reference from ground level. Remain VFR if you are only a VFR pilot.
RIP RFK ;(
ball's in the middle, but the turn coordinator and attitude indicator has you at 45 degrees
If your instructor was doing aerobatics in a training aircraft, find a different school/instructor.
There's essentially zero training aircraft that are rated for aerobatics, and the structural damage that you don't see, from someone else being a moron, may be what kills you.
Yeah , this will get more people flying.
Let's gas up the car, honey, and live.
Well that was fucking terrifying.
YUP
@@edwardr5084 YEEEE WHAT'S UP BRO Edward my man coming in clutch 4 years later. Shit is still scary!! 🤣
@@LumpyFPV Yup. That does get a pilot's heart racing
Hear after Kobe just died in helicopter crash just wanted to see what could of happened to pilot. I'm convinced this is what
This is some scary shit dawg
Could be spatial disorientation
ESPECIALLY in a helicopter got to try one out. But ill stick to fixed wings helicopters sketch me out cessna is so much easier to fly .
could HAVE happened. How come not one English native speaker gets this one right?
Darko Stanisavljević Probably because when speaking it, “could’ve” sounds like “could of”. I agree though. It’s not that hard to get right.
Get your instrument rating, pilgrims. Even if you never plan to fly in serious IMC it makes you a better, smoother pilot, greatly improves your options and survival if you encounter IMC, and usually gets you an insurance discount.
This makes me want to obtain my instrument rating, once I’m done with my PPC. I swear I can’t and won’t be caught lacking like this. Not if I’m gonna fly passengers
I'm not a pilot, though as a youth I often joined my dad who owned/flew a 172 and a twin Comanche. He taught me something that sticks with me to date...
You see, he would fly into clouds and ask me (as he did my sibs) 'which way' we were going, up? Down? Right left? Sometimes we got it right, however merely 'guessing' ... mostly we'd say level/level etc. only to emerge from the cloud rather banked and descending or ascending. It is (was) not hard for him (and nature) to fool us.
And he'd say, trust the instruments. Unlike your mind/senses, they will almost never lie to you. However, they might fail - so when in doubt, trust gravity. B/c it can definitely kill you, but also gravity will never ever lie; it can save you. So in his a/c he had a 3/4" nut tied at end of a red shoestring, hanging from I think it was the compass - but it was something b/w the L/R seats atop the windscreen. And we learned that no matter what we 'felt' the attitude/AoA to be, and no matter what we gleaned from all those dials and guages . . . in a right bank the nut *always* (100% of time) was swung/leaning towards the right. If left bank, it was left. Etc. etc. It was an immediate and with no exception, accurate tho rough indication of the planes bank/AoA
'Nut on a string' . . . will never ever lie to you and it will outperform the most expensive, fancy avionics out there. And never lose power or vacuum or be hard to find/scan. Sounds stupid I know, but once we learned the 'nut rule' - he was never able to fool us. Again, I'm not a pilot - but for any private small a/c (or 777!) pilots out there, consider the absolutely cost-free instrument that never lies, a bright string and nut at end. Or a key, or a nail, etc.
Because gravity can kill you, also definitely save you - and gravity never ever lies.
Ummm....
th-cam.com/video/V9pvG_ZSnCc/w-d-xo.html
Julian B WTF? I'm never getting into an airplane again.
What the hell? This is a description of a slip/skid indicator. Aircraft have had better ones (more compact) since the Wright Brothers. It's useless for orientation. Fly this way and you'll become a statistic quicker'n you can say "mayday".
The whole problem is that human senses can't distinguish gravity from any other acceleration. And neither can a weight on a string. Is it gravity, or is it centripetal acceleration? Only your gyroscope knows for sure. That's why people shell out for gyro instruments. You can spiral right into the ground and that stupid nut on a string will show you that everything's just peachy, as long as your turn is coordinated. But a nice neat textbook-correct coordinated turn won't keep you out of the terrain.
@@tomswift6198 Exactly as you say. This works when flying in a straight line with banked wings, like in the guy's story, but not when turning and G-forces come into play, and you might even possibly be inverted.
That is the most idiotic thing I have ever heard! As long as no acceleration or g forces are acting upon it fine. Lose control of the plane, and it may be pinned to the overhead, or way out to the side. I will have to go up with a buddy and try it out under simulated conditions! Would not trust doing it in real IMC!
You just went full VFR into IMC. Never go full VFR into IMC.
th-cam.com/video/X6WHBO_Qc-Q/w-d-xo.html
Good one 😂
The pilot forgot to look at the most important instrument of them all: Artificial horizon... That would immediately tell him that the plane was stalling, due to the high angle of attack...
My altimeter tells me I’m at 1,500 ft. but my chart tells be there’s terrain in the area as high as 1,200 ft. Sweeet, I’ve a 300 ft. cushion!
I really really hope my last set barometer reading is still accurate......
Wow....what an accurate description! --- I get bad vertigo and that happened to me once but at dusk -- basically the last time I flew 23 years ago....the hearbeat jacked up and cotton mouth at 1200 AGL bring me back to that moment -- turned the cabin lights on to help me focus just on attitude and altitude indicators & somehow I held it somewhat straight and level chasing the crap out of it -- then I broke out near a city after about 15 minutes....15 more...this story isn't told.
“Excuse me…I’m looking for the most terrifying video on TH-cam…”
“Welcome. We have a table for you right over here. Read the comments if the video isn’t enough…they’re full of near-miss stories verifying how accurate this is.”
It is one thing to acknowledge how dangerous flying into IMC is and avoiding it. It is another to have the humility to admit that "it can happen to you" and get IFR rated and stay current.
Side Note: Am I the only one who thinks it's absolutely *INSANE* that pilots don't have to have an Instrument rating to fly across the country?!?
No. Though, I'm not a pilot.
Guess this is a pretty good representation of how the pilot of Kobe Bryant’s helicopter felt.
Yeah, in Broward daylight....
@@frogsgottalent1106 dosent matter how bright it is when your are in the soup. Might as well be pitch black
kobe died?
how can a helo pilot with 8000 hours miss this? with a helo, can't you just like .... stop?
@@IntegralKing you can definitely regain control if you realized in time that you were in trouble, but I believe they were only about 1,500 feet above ground level and going 160 knots just prior to the crash. 160 knots equals 270 feet per second, so you can cover 1,500 feet in about 5.5 seconds. Not a whole lot of time to process what’s actually happening.
I tell every pilot I know: “PRACTICE”. Avoiding IMC is a bad idea. One should train with a friend (qualified IFR pilot or instructor) as often as possible, taking little steps out of the comfort zone until one is proficient and capable AND comfortable.
That being said, if you are uncomfortable, LAND or do NOT TAKE OFF.
Let me tell you one thing: besides the simple production, this is one of the most scary videos I’ve seen on TH-cam. Ever.
I'll be honest. Mid 2000s I got caught in IMC on my third solo nav. I told centre. That saved my life. I had a VCA into military airspace during it, nothing came from asking for help. I glued my eyes to the panel, the fear and uncertainty did not leave.
I was 18 and learned a huge lesson that day. Don't push shit up hill and ask for help because without Brisbane Centre helping and co-coordinating options for me with Maroochydore Airport and RAAF Amberley (yep they gave me full permission to land at the biggest Air Force base in the Southern Hemisphere whose runway was a Space Shuttle landing option) I'd be dead. I later found they all decided due weather and terrain I was best to go to Maroochydore though it was the furthest. Felt like it took a month. The instructor who signed me off for the flight got the sack.
You wake up suddenly turn the flight simulator off and realize you have 3 minutes to get to work.
"You open your mouth to scream"
Watched this stoned. I’m gonna have nightmares tonight.
Flight instructors call the private lic, "the lic to kill", the best investment every pilot can make is to get the instrument rating!!!
This just creeped me out. RIP KOBE
MoneyOverFame Good guess but no.
The first thing I thought was check your attitude indicator and climb to 2,000. And NEVER, EVER trust what your body feels because it doesn't understand what is happening and will lie to you. Lots of pilots, including hot-shot military pilots with the most advanced avionics in the world, have died because they went seat-of-their-pants and lost trust/ignored their instruments in these situations.
This video is why I quit flying and I’m glad I did.
God bless u
You must not be a pilot.
More airspace for me.
Clayton Anderson probably right
IMC flight combined with sensory illusions and spatial disorientation is what nightmares are truly made of
This needs to be shown at every flight school in the country!!!
Just because it’s legal VFR minimums, doesn’t mean a non instrument rated pilot should be flying. If you don’t have an instrument rating, I would suggest personal minimums of 2000 & 5, maybe more depending on your experience level. There’s been way, way too many of these accidents.
This story isn't about having an Instrument Rating. This story is about NOT FLYING in such poor visibility. There is a HUGE difference in the two. Many Instrument Pilots with very little experience have died doing the exact same thing.
So, as a non-pilot here, why isn't instrument training required to get your license in the first place, given how many people die this way? Why on earth would anybody fly on any but the clearest days knowing that if they screw up, they and their family die?
I totally get it that you'd feel normal in a turning descent. I felt that too in VFR spin training. What hurts is coming out of it. I'm also concerned that I entered a spin during stall training when my plane wasn't entirely straight going in, and that was VFR! I can hardly imagine flying straight and level in the 152 from instruments only. The instructor said maybe our weight R-L variance was putting me off that time. I was trying to use the instruments more, riding the ball, and that's what skewed my plane angles. Only looking out corrected it.
+Elaine Morrison The 150/152 is not as stable as its bigger brothers. Flying by instruments in one takes more work.
Cool. Let's hope for the best with a lighter touch, even L-R weight, and teachers who have since worked on my rudder. The good thing about planes is that you learn by your mistakes. The bad thing about planes is that you learn by your mistakes.
Elaine, the best way to avoid a spin in imc is prevention. Train yourself now to spend at least 50% of your time looking at your instruments, 50% looking outside for traffic until it becomes routine. This will give you familiarity with flying on the information in front of you and what it looks like outside. If you inadvertently enter imc the initial panic will not be as overwhelming and you'll still be able to fly and turn to get out of there. Talk to your instructor about this, start training for imc flying now, it can save your life.
We're doing instrument hours now. I just learnt the flight tester will either spiral or slow fly the plane under the hood. Yum. I was going over what to immediately notice in the 6 pack and the spiral has much more and more drastic activity than slow flight. Spiral I'll get. A spin would be wicked indeed but the TransCan manual says the only reliable instrument in a spin is the T&B turn needle or the turn co-ordinator. On a Katana now. It's Mr. Sensitive. And the Eclipse/Evolution are The Beasts.
shhht dang da20's are like... fly with 2 fingers only. Plus winds don't help that popsicle stick plane! It's a great plane but too light! My son is switching to a Piper Cherokee next week after 12 hrs of fighting that thing... lol.
Lyrics for this balada song...:
the sky is overcast and the visibility for that reported five mile visibility looks more like two and you cant judge the height of the overcast your altimeter says you´re at 1,500 feet but your chart tells you there´s terrain in the area as high as 1,200 feet still you´ve flown through weather before so you press on you find yourself easing back slightly on the controls to give yourself more clearance then with no warning you´re
reminds me of the old "Signal 30" movie they used to show high schoolers in Driver's Ed class to scare the hell out of 'em. It worked too.
that was creepy but informative still creepy
This should be required viewing for student pilots
Thanks AIS, these videos provide us with some great lessons.
Things happen fast in aviation, that's just the way it is. On a landing approach to Montauk Point, NY, I was blown into a line of trees at 80 knots by a micro-burst on a sunny day with little turbulence. People on the beach were knocked off their feet and it didn't matter how many hours or ratings I had. I was a bird, wrong place, wrong time. I wish I'd have HAD 178 seconds.
"You scan the panel for help, but you don't find any."
What? Let me fix that for you:
"You scan the panel for help, and you find all the information required to conduct a safe flight."
The point is that VFR pilots struggle in IMC, and there are numerous examples of otherwise experienced pilots failing to notice things which could have saved them such as artifical horizon
This is one of my favorite videos of all time. Utterly horrifying
ALWAYS HAVE A BOTTLE OF WATER WHEN YOU GET DRY.
Or lube
@@narayan1369 beat me to it...
The most terrifying aviation video I have ever watched.
Do Instructors ever take students out and fly into clouds intentionally to allow the student to feel what it's like to become disoriented knowing that the instructor can fly safely in clouds?
smart ones do
SanFranciscoBay Could be a bit inconvenient to get . Need a block altitude clearance from ATC to allow for vertical and horizontal deviations by student to achieve best teaching results . Maybe a less used airway leg , and at night .
I got both of them. My instructor took flew into clouds so I could experience it and I can really thank him for that. Also we practice with a screen covering the window.
when you are flying instrumental through the clouds and you keep seeing angry eyed mountain goats, you need to pull up and back out.
"You scan the panel for help, but you don't find any". Artificial horizon: "Am I a joke to you?". Serious topic, thx for spreading it!
That's what I'm saying..... You have enough hours to fly a cross country solo..... But never ONCE did you learn to use ANY of the instruments?????
I still think it's insane that you can get a PPL without an Instrument rating.
Sir, this is a Wendy's
Pour les francophones, il existe une transcription française du texte de cette vidéo sur: www.tc.gc.ca/fr/services/aviation/regles-generales-utilisation-vol/bonne-decisions-pilote/vol-fatal-mauvais-temps-reste-178-secondes-vivre.html
This is most likely the way that JFK Jr. died, along with his wife Carolyn and sister-in-law Lauren Bessette. In my professional opinion, he had 6 solid strikes against him. You know, in baseball, you only get 3 strikes....then, YOU'RE OUT! His 6 "Strikes" were, Lack of Piloting Experience (ONLY 300 Hours), High Performance Aircraft, Cast on his foot, At Night, Over Water, and with Hazy Conditions (No visible horizon). Even being a rich Kennedy couldn't save him from his serious lack of judgment in attempting this flight. He had absolutely no business being there.
That's great filmmaking right there. Grips you from the get-go and doesn't let up.
I’ve seen a lot of AOP a safety videos And I was right this one of the best. I’ve been a pilot for 40 years and I found myself in some uncomfortable circumstances.
"There are old pilots, and there are bold pilots. However, there are no old, bold pilots."
I see you're one of the former, and not the latter. . . .
Dirty Harry Callahan: "A man's got to know his limitations!"
A good bit of wisdom, that. . . .
I popped out into clear skies at 700 AGL once only to see street lights and headed into the dirt. Knew immediately where I was and where there was an airport. Landed, walked a hundred feet, sat down and stared at the plane wondering where the giant fangs were that had nearly eaten me. THOSE FANGS WILL GET YOU IF YOU ARE STUPID
Oh good, finally a video I can watch right before I go to sleep.........
Artificial Horizon...
Powerful video!
On my second XC flight, I almost found myself accidentally into IMC, the best decision of my life was to turn the f-around and land in another Airport.
In Naval aviation, lesson 1 is: "Everyone is trying to kill you."
Lesson 2 is: "Do not trust the seat of your pants." Pant's lie all the time.
Attitude indicator at 1:08 looks like a steep left turn spiral. Might want to correct for that no matter how wrong it feels.
There are no second chances when you are flying an airplane.
If you're driving your car and something goes wrong, you pull over to the curb and get out. If you're flying your plane and something goes wrong at 10,000 feet . . . well, it'll be an interesting experience for all concerned. . . .
Excellent. It could be a Twlight Zone episode.
Half the IFR training syllabus is always trust your instruments, the other half is never trust your instruments. Or what to do when you and your attitude indicator have trust issues. Once disorientated its near impossible to recover.
Crashes after 179 seconds: "I beat you - you were wrong"
Scary. It's like driving on a foggy highway but worse. Why don't they have the knowledge to use their instruments. If I was a pilot I would be training regularly. If I didn't have the time, I wouldn't fly. Bush pilot is the number 1 deadliest job, isn't it?
It's easy enough to say sat on the ground that that pilot was not competent with his aircraft if he couldn't read what his instruments were screaming at him:
Attitude: Steep bank left, nose down
Airspeed: Increasing
VSI: Decending at or over 2000 ft /min
Turn Coordinator: Confirms steep bank left - probably uncoordinated
Heading: Turning anti-clockwise at high rate
Tachometer: Engine overspeeding
If nothing else, leveling the wings, coordinating with rudder input, and slowly bringing the nose back up to both lower airspeed and end the descent would have done a world of good. Even screaming on the radio for help would have done something...
As a non-pilot, I simulated heavy IMC conditions in FSX (
Tl;dr - Knowing your instruments and what they're telling you can save your life!
@@mmasters180 There is something that is hard to simulate. If you get used to visual flying, you do not need instruments much. And if you get in uncoordinated turn for a while, you get the sensation that the instruments are lying to you... the only workaround is enough mental training to convince yourself, that your body is lying to you and the instruments are correct, but it is not easy. I trained some of it with my instructor, and it is easy to fly well if you focus on the instruments, but you cannot simulate the sensation of your body lying to you, that is the real killer.
@@NetAndyCz Again, my only experience is as a passenger and with sims (wallet's not big enough yet to take to the skies). So anything I say is largely theory.
I can simulate the visual and audio, but there's no way in hell I can simulate the years of VFR habits, or the sensations on the body.
Either way, I think we can agree that correct and reasoned use of the instruments are key to correcting the situation.
I control a sector that depending on configuration has either 6 vhf frequencies minimum(6 uhf Freqs) or more commonly has 9 vhf freqs total (10 uhf) and at least the vhf are all in use. Needless to say frequency management is half the battle. That being said a pilot called me, I told him to standby, I answered another frequency, he called again I said to standby. Immediately he squawks emergency, 7700. He had my undivided attention! Lost his single engine at 11,000 feet and of course going down. Landed safely in a field but point being, SKIP ALL FORMALITIES and squawk emergency! Especially something like this! Maybe a little paperwork later?? Who cares. There’s no punishment for declaring an emergency.
I wonder if he has ever heard of an attitude indicator before
Buy a man eat fish he day, teach fish man, to a lifetime!
Boe Jiden
I know the reality of it is that people can get a pilot license without being taught to believe their instruments over their gut, but I really don't understand how this can be the case. I don't understand why anyone wouldn't want to learn asap how to fly on instruments alone. Seems crazy to me.
Adenzel Not to me . They want to spend their money on real flying , not a sophisticated real sim outfit . The sim only pilots have a different problem in this vid scenario,for instance. They don’t realize how G forces coming on , screaming engine ( with a fixed pitch prop ) , slipstream roaring in their ears , and confusing vestibular signals can REALLY distract them in a real flying situation. And that’s not to mention they realize their life is not at stake !
This video doesnt even last 178 seconds. I feel ripped off.
After all that time on the flight sim you realize "I cant rage quit here"