I’m not a pilot nor do I want to be a pilot. But I find this content super interesting. Appreciate how you break this down for those of us who have no idea what most of this means. Subbed for sure.
One of the most difficult things I dealt with when I was doing my IR, was staying ahead of the airplane and multitasking while talking to ATC. The feeling of being overwhelmed is an understatement, you kind of freeze up and wish you were somewhere else . I cant imagine what its like to lose your instruments while in the soup
VSI and Altimeter do not dependent on pitot tube, but on the static port. And if that is blocked you still have alternative static source valve. Pitot tube failure only takes your airspeed indication. Not a reason to panic.
IFR when I learnt to fly was with steam gauges 6 pack, seeing this panel with large format glass , synthetic vision, radar, internet, even the standby is glass. Wow. I can see the synth viz alone being a life saver. Credit to this pilot for sharing this video, it will be shown in countless groundschools around the world.
Oh yea. That bank angle seems steep. The bank he didn’t realize he was in was crazy steep. The almost graveyard spiral had me on edge. Thank god it all worked out and we all can learn from it including the pilot.
Just a quick note to say I’m really enjoying your channel! Pleased to be a part of this journey and watch your community grow from the beginning. ~350 hour private pilot based at KPWK.
Good on him for sharing and yeah he's right, piloting 101. Easy to say but in those conditions it is harder to do. Pilots definitely need to have that instant reaction anytime you have an airspeed failure, pitot heat should be the first thing you try. In any emergency situation it's important to first assess what's occurring and recognize what system has failed and then from that start a logical flow that begins with the simplest of causes and progresses to the more complex. His jumping right to the circuit breakers is a good demonstration of how that broke down in this case.
One thing that was missed in this discussion/reaction to this video was the opening minutes where he's VFR and inadvertently flies into IMC due to his desire to try to press on and chase undefined, lowering ceilings. Its worth an overview and discussion of how quickly those conditions developed and how he, and ATC, reacted to the initial emergency (VFR into IMC). That contextualizes the rest of the video and deserves a follo-up, I think. Otherwise, great discussion!
People will always tend to attribute things going wrong to external rather than internal factors too (and the opposite is true, we attribute good things internally) , hence the system failure idea rather than missing the pitot heat. It's crazy how we work but it's done ok so far. Another great video, from you and Randy
One of the key reasons I call out airspeed alive on takeoff is to double check my pitot tube. Every time I'm on the ground, it's covered. An insect called a mud dauber absolutely loves the pitot tube size for building nests and they do it quickly.
Just to be clear if your Pitot tube freezes up you will loose airspeed indications but you will not loose your VSI as it runs off the static port as does the altimeter, the other three instruments are vac pump or electric driven gyros
Great video. Definitely very helpful! The bug on pito tube is real. It happened to my friend. A fly. Dead center of the tube. Fortunately he knew his plane and P/P which you mentioned is key. My instructor took a sheet of paper and covered every single gauge but rpm. (Vfr of course lol) 😅Learning pitch and power settings and peeking at the asi to verify. Couple years ago a kid took off with his pito cover still on and he spun in. How and why he got in the air with the cover on blows my mind. Especially if he had pito heat.
Love that (and how) he shared this! I like how he was taught pitch+power=performance and knew to question the stall horn because he understood the stick is a poor-man's AOA indicator. Another lesson here is that humans are not great monitors of automation - if it was a steam gauge he may have immediately diagnosed the problem and added pitot heat. There's truth to "first learned, best learned". I've got 2 G5s sitting on my office table that will be installed in May. Lots to dig into before I decide to pull out the vacuum system.
Props to the pilot for posting this and for your brilliant study. This is a really great video and hes a good pilot but its reinforced my idea of having a handy bottle of coloured water I can clip to the dashboard., instant AI. But no one ever wants to be in a situ like this.
him not having to do pitot tube heat cause he resides in texas shouldnt be an excuse, he needs ti follow checklists or just know as a pilot theres icy conditions and turn it on. and why wouldnt there be an automatic turn on anyway, isnt there a sensor that would know the temp and turn it on.
Good video and good job on his part. I would have landed on the beach on the lake or gone VFR if lower got me there. I am really old so his glass just scared me. I assume he was IFR IMC so he did well. There are lots of good places to land in the desert.
A suggestion--it would be helpful if you put the camera at eye level and maybe a little closer so we're not looking at the ceiling fan. He really should have backup steam gauges. Newer Cessnas have these backup instruments to the G1000's (these look like Dynons). His bank should have been standard rate and it was excessive--maybe 30 degrees. Contributing to confusion is ATC constantly talking along with the stall warning horn. What a relief to descend below the clouds into VFR weather. I had that noise thing happen years ago while in IMC with heavy rain and moderate turbulence over the Delmarva peninsula on the way to from PVC to BWI. I couldn't figure it out because there were no alarms with that sound. Turns out I had a stack of instrument plates on my electronic CO detector and they were hitting the test button in turbulence!
It is very helpful to know your particular systems really well when this happens. For example the G5 is a backup instrument with its own independent ADAHRS so if the attitude presented matches your PFD then you can be pretty darn sure what you see on those instruments is what is happening. And my GPS tells me ground speed which while not airspeed is a decent substitute when things get crazy. Yes I have had several bad systems failures in IMC. Just please explain to me how these failures seem to only occur in high workload situations in IMC and never in easy clear VMC.
The bank angle got me feeling reaaaly uneasy in this situation. People understimate how easy it is to flip your airplane upside down (I know someone who did, thankfully nothing serious happened), specially if you dont have backup steam gauges. Thank God everything went alright
I am thinking icing. Put the pitot heat on. I wouldn't call a A/S in itself a emergency. You still have power/pitch/VS/altitude/DG/magnetic compass and GPS ground speed as a back up. If the only thing lying to you is your air speed that would be the first I would want to go. Ok that is what I thought. I have done that in my FIKI Bravo. If there is visible moisture and it is below freezing think ice. It doesn't matter what the forecast is. Think ice and ALWAYS have a out. Ice can take down a TBM 750 in five minutes so you wouldn't want to start icing up and not have a out. A MEA of 9000 feet doesn't give you a lot of room to find warmer air or get below the clouds! This is why in the Winter, for me, the South West is pretty much off limits when there is weather in the forecast. I always keep a light down comforter in the back in Winter. The best airport to escape to is likely the one you just passed and it may not have services or even cell coverage. You wouldn't lose your VSI or your altimeter since they are connected to your static port. Only your airspeed. Not that your static port couldn't ice up but it's the pitot that protrudes and usually one of the first things to ice up. If your static port iced up you can use the alternate static. But it's the loss of the ram air that is messing with indicated A/S.
I turn the pitot tube heat on if it is under 36 degrees F. Same rule for carb heat. On the ground, I always use a pitot heat cover and a fuel vent mesh cover to protect against mud daubers.
We need a new instrument to cross check the AH. Sometimes the AH throws people off in tough situations. A little aircraft looking from the back like the TC is perfect or a similar approach the Russians use.
Absolutely agree it should be drilled into students that if you enter a cloud, turn pitot heat ON. Had never heard of this throughout my private training, and only picked it up during instrument training by someone randomly mentioning it. Was never once made clear that it should be one of the first things you do.
@ca_pilot haha fair enough. I love that term “visible moisture.” Always confused me when I was a new pilot. I guess it is technically different from clouds though since it includes fog/mist right? But it mostly means clouds
@edwardrichardson5567 0 seconds ago Pilot Heat should be on before taxi to active runway. The hell turning pilot heat on before entering visible moisture
Some newer systems will detect -temps and advise to turn it on, but otherwise it, like many other things, come down to training and good habit forming.
"You lose your airspeed, vsi and altimeter. What's happening here?" Pitot tube and/or static ports blocked. I get that it's stressful to have alarms go off, but a pilot is supposed to be able to handle that. The pilots of AF447 who crashed a perfectly functioning aircraft in the ocean after forgetting how to fly for 5 minutes don't get a pass because it was stressful. A pilot needs to know how airplanes work.
Why are they asking him how many souls on board and color of the aircraft before the actual emergency happens? ATC was really on top of everything that day, including the future.
How badly have teachers failed society that I can't find anyone anymore that properly uses "worse" and "worst"? In the worst conditions, conditions can't get worse.
Sorry, my teacher taught me correctly. But it's been replaced with putting the pitot heat on when I am in freezing conditions. I am sure that my teachers understand.
I’m not a pilot nor do I want to be a pilot. But I find this content super interesting. Appreciate how you break this down for those of us who have no idea what most of this means. Subbed for sure.
@@BillyBurgh thank you Billy glad to have you here.
One of the most difficult things I dealt with when I was doing my IR, was staying ahead of the airplane and multitasking while talking to ATC. The feeling of being overwhelmed is an understatement, you kind of freeze up and wish you were somewhere else . I cant imagine what its like to lose your instruments while in the soup
Especially when IFR says "trust your instruments"
VSI and Altimeter do not dependent on pitot tube, but on the static port. And if that is blocked you still have alternative static source valve.
Pitot tube failure only takes your airspeed indication. Not a reason to panic.
I was about to comment the same!
IFR when I learnt to fly was with steam gauges 6 pack, seeing this panel with large format glass , synthetic vision, radar, internet, even the standby is glass. Wow. I can see the synth viz alone being a life saver. Credit to this pilot for sharing this video, it will be shown in countless groundschools around the world.
Oh yea. That bank angle seems steep. The bank he didn’t realize he was in was crazy steep. The almost graveyard spiral had me on edge. Thank god it all worked out and we all can learn from it including the pilot.
Just a quick note to say I’m really enjoying your channel! Pleased to be a part of this journey and watch your community grow from the beginning.
~350 hour private pilot based at KPWK.
@@neillaferty thanks so much
Good on him for sharing and yeah he's right, piloting 101. Easy to say but in those conditions it is harder to do. Pilots definitely need to have that instant reaction anytime you have an airspeed failure, pitot heat should be the first thing you try. In any emergency situation it's important to first assess what's occurring and recognize what system has failed and then from that start a logical flow that begins with the simplest of causes and progresses to the more complex. His jumping right to the circuit breakers is a good demonstration of how that broke down in this case.
One thing that was missed in this discussion/reaction to this video was the opening minutes where he's VFR and inadvertently flies into IMC due to his desire to try to press on and chase undefined, lowering ceilings. Its worth an overview and discussion of how quickly those conditions developed and how he, and ATC, reacted to the initial emergency (VFR into IMC). That contextualizes the rest of the video and deserves a follo-up, I think. Otherwise, great discussion!
People will always tend to attribute things going wrong to external rather than internal factors too (and the opposite is true, we attribute good things internally) , hence the system failure idea rather than missing the pitot heat. It's crazy how we work but it's done ok so far. Another great video, from you and Randy
One of the key reasons I call out airspeed alive on takeoff is to double check my pitot tube. Every time I'm on the ground, it's covered. An insect called a mud dauber absolutely loves the pitot tube size for building nests and they do it quickly.
Just to be clear if your Pitot tube freezes up you will loose airspeed indications but you will not loose your VSI as it runs off the static port as does the altimeter, the other three instruments are vac pump or electric driven gyros
@@dalzmar thank you yes !
Wow, thank you for sharing.🙌🏼
🤜🏼🤛🏼
Great video. Definitely very helpful! The bug on pito tube is real. It happened to my friend. A fly. Dead center of the tube. Fortunately he knew his plane and P/P which you mentioned is key. My instructor took a sheet of paper and covered every single gauge but rpm. (Vfr of course lol) 😅Learning pitch and power settings and peeking at the asi to verify.
Couple years ago a kid took off with his pito cover still on and he spun in. How and why he got in the air with the cover on blows my mind. Especially if he had pito heat.
Love that (and how) he shared this! I like how he was taught pitch+power=performance and knew to question the stall horn because he understood the stick is a poor-man's AOA indicator. Another lesson here is that humans are not great monitors of automation - if it was a steam gauge he may have immediately diagnosed the problem and added pitot heat. There's truth to "first learned, best learned". I've got 2 G5s sitting on my office table that will be installed in May. Lots to dig into before I decide to pull out the vacuum system.
Props to the pilot for posting this and for your brilliant study. This is a really great video and hes a good pilot but its reinforced my idea of having a handy bottle of coloured water I can clip to the dashboard., instant AI. But no one ever wants to be in a situ like this.
him not having to do pitot tube heat cause he resides in texas shouldnt be an excuse, he needs ti follow checklists or just know as a pilot theres icy conditions and turn it on. and why wouldnt there be an automatic turn on anyway, isnt there a sensor that would know the temp and turn it on.
Good video and good job on his part. I would have landed on the beach on the lake or gone VFR if lower got me there. I am really old so his glass just scared me. I assume he was IFR IMC so he did well. There are lots of good places to land in the desert.
A suggestion--it would be helpful if you put the camera at eye level and maybe a little closer so we're not looking at the ceiling fan. He really should have backup steam gauges. Newer Cessnas have these backup instruments to the G1000's (these look like Dynons). His bank should have been standard rate and it was excessive--maybe 30 degrees. Contributing to confusion is ATC constantly talking along with the stall warning horn. What a relief to descend below the clouds into VFR weather.
I had that noise thing happen years ago while in IMC with heavy rain and moderate turbulence over the Delmarva peninsula on the way to from PVC to BWI. I couldn't figure it out because there were no alarms with that sound. Turns out I had a stack of instrument plates on my electronic CO detector and they were hitting the test button in turbulence!
"How many souls are on board?"... Things U never want to hear from ATC.
It is very helpful to know your particular systems really well when this happens. For example the G5 is a backup instrument with its own independent ADAHRS so if the attitude presented matches your PFD then you can be pretty darn sure what you see on those instruments is what is happening. And my GPS tells me ground speed which while not airspeed is a decent substitute when things get crazy. Yes I have had several bad systems failures in IMC. Just please explain to me how these failures seem to only occur in high workload situations in IMC and never in easy clear VMC.
The bank angle got me feeling reaaaly uneasy in this situation. People understimate how easy it is to flip your airplane upside down (I know someone who did, thankfully nothing serious happened), specially if you dont have backup steam gauges. Thank God everything went alright
I am thinking icing. Put the pitot heat on. I wouldn't call a A/S in itself a emergency. You still have power/pitch/VS/altitude/DG/magnetic compass and GPS ground speed as a back up. If the only thing lying to you is your air speed that would be the first I would want to go.
Ok that is what I thought. I have done that in my FIKI Bravo. If there is visible moisture and it is below freezing think ice. It doesn't matter what the forecast is. Think ice and ALWAYS have a out. Ice can take down a TBM 750 in five minutes so you wouldn't want to start icing up and not have a out. A MEA of 9000 feet doesn't give you a lot of room to find warmer air or get below the clouds! This is why in the Winter, for me, the South West is pretty much off limits when there is weather in the forecast.
I always keep a light down comforter in the back in Winter. The best airport to escape to is likely the one you just passed and it may not have services or even cell coverage.
You wouldn't lose your VSI or your altimeter since they are connected to your static port. Only your airspeed. Not that your static port couldn't ice up but it's the pitot that protrudes and usually one of the first things to ice up. If your static port iced up you can use the alternate static. But it's the loss of the ram air that is messing with indicated A/S.
Awesome video
I turn the pitot tube heat on if it is under 36 degrees F. Same rule for carb heat. On the ground, I always use a pitot heat cover and a fuel vent mesh cover to protect against mud daubers.
Awesome job not to lose your sh-t
EVERYTIME you’re in clouds, turn on the pitot heat.
I agree but obviously he doesn’t fly in areas he worries about it.
He followed the number one rule though: just breath, and don't panic.
The bee getting in the pitot static also happened to an instructor I know. lol. Not so uncommon apparently
We need a new instrument to cross check the AH. Sometimes the AH throws people off in tough situations.
A little aircraft looking from the back like the TC is perfect or a similar approach the Russians use.
Absolutely agree it should be drilled into students that if you enter a cloud, turn pitot heat ON. Had never heard of this throughout my private training, and only picked it up during instrument training by someone randomly mentioning it. Was never once made clear that it should be one of the first things you do.
For me it depends on the temperature. Above 50 F I leave it off.
Just turn it on when in visible moisture, one less thing to worry about. Temps can sneak up on you.
@ca_pilot haha fair enough. I love that term “visible moisture.” Always confused me when I was a new pilot. I guess it is technically different from clouds though since it includes fog/mist right? But it mostly means clouds
@edwardrichardson5567
0 seconds ago
Pilot Heat should be on before taxi to active runway. The hell turning pilot heat on before entering visible moisture
Pitot iced up ?
ATC controller, kinda like CAC card😂
If your got AI, and RPM, abd VSI, you can roughly guess your airspeed if you know the plane.
Why doesn't pitot heat either come on automatically or a warning that pitot heat should be employed?
Some newer systems will detect -temps and advise to turn it on, but otherwise it, like many other things, come down to training and good habit forming.
"You lose your airspeed, vsi and altimeter. What's happening here?"
Pitot tube and/or static ports blocked. I get that it's stressful to have alarms go off, but a pilot is supposed to be able to handle that. The pilots of AF447 who crashed a perfectly functioning aircraft in the ocean after forgetting how to fly for 5 minutes don't get a pass because it was stressful. A pilot needs to know how airplanes work.
Why are they asking him how many souls on board and color of the aircraft before the actual emergency happens? ATC was really on top of everything that day, including the future.
haven't watched it but airspeed 0 = probe heat on
How badly have teachers failed society that I can't find anyone anymore that properly uses "worse" and "worst"?
In the worst conditions, conditions can't get worse.
Sorry, my teacher taught me correctly. But it's been replaced with putting the pitot heat on when I am in freezing conditions. I am sure that my teachers understand.
@@libertine5606 My point is further expanded now to encroach on reading comprehension.
Yes that is the lesson from this situation.