There’s definitely a few bad eggs working HCF. Great composure on behalf of the pilot!

This one was rude, unhelpful, yes. But that Mexican readback fetishist/phraseology nazi a few years back was definitely ruder, even if there was no emergency involved.

Man he shouldn't be there, unbelievable

@Guss Ruffee I remember that. Good one Guss.

What. The. Actual. Heck.

Well he’s not remembering the third part.

It's as if the ATC decided "ah, he's just scared of some clouds, it's not a *real* emergency!". Meanwhile at the beginning of the call the plane was being forced into a spiral decent (according to a comment further up)

@@FBWFTW You're ignoring that the third part gets disregarded if the first two are consuming all your resources. That's the point of the saying.

@@3dbeergoggles Didn't the pilot say that the problem was weather related and that the emergency was over. Seems like a reasonable point for ATC to ask for a bit more information on the weather problem so as to have other traffic avoid it. At least that's what seemed to be happening to me based on just listening to it once. That said both men could have handled it better.

@@kurttappe correct! Aviate, Navigate, communicate in that order! When you enter an uncommanded spiral you FLY the A/C without regard for vectors/heading. Once level flight is established, you Navigate... point it in the correct (or safest) direction. Then (and only then) you communicate!! Regardless a PIREP would always be superfluous communication for a pilot who has declared an emergency. I thought he did well, and was far more professional with ATC than I would've been!

Any time I see "it's you" I think of "How are you gentlemen? All your base are belong to us. You have no chance to survive make your time"

@@Remaggib I shouldn't be laughing this hard

😹😹😹

*"Duck Sauce - It's You" starts playing*

The nature of the pilot's emergency was incompetence.

Big facts

@@apastafarian5051 been a long time since Ive watched this video and your comment made me come watch it again. Got my blood boiling again. Just shameful what this guy did.

@@Hondaridr58 makes me think he never been 3 thousand feet in the fucking air Wondering if you gonna make it back down. ATC should be pilots as well. Lol sorry I brought you back

@@apastafarian5051 lol all good brotha. I agree, controllers should be at least private Pilots. It's one of those things where, you REALLY don't know what it's like until you've been in the situation. It seems like pilots become nothing more than numbers attached to voices for controllers sometimes. The same could be said for us pilots being in a controllers position. This guy though... Don't need to be in his position to realize how wrong he is.

Can government employees even get fired?

What did you end up doing? Can you get in trouble if you went into class b even though they advised you to prior? im confused lol

@@Sevisstillalive As far as I know it's the responsibility of the pilot to stay in line with airspace rules, even if the controller advised it.

@@rexiklexi169 Like TCAS. It tells one plane to climb and one to descends if they are on a course to collide. I just know of that cause of an NTSB investigation were pilots did the opposite and they collided cause they were listening to the controller.

That’s nothing compared to the raging idiots in small private planes.

@@Sevisstillalive Thankfully the regulations are clear on this matter. If you do not have a clearance into Class B, and you fly into it, you are in violation of that reg. Now, circumstances are important, so if for instance there was an emergency situation, as long as you can justify WHY you did something, you're fine. And remember, the pilot in command can deviate from any regulation required to meet the extent of the emergency.

I hear the airport has an opening in the custodial department.

The airplane was obviously under control and the pilot said the emergency was weather related. ATC needs to know about that so as not to send any other traffic to the conditions bad enough to declare an emergency for. The controller got confused because 'IMC, light turbulence, and light rain' aren't really emergency grade weather conditions. I heard him get tons of vectors, and then call the airport in sight. Pilot needs remedial training if he can't fly in IMC and if he doesn't know what the responsibilities of a visual approach include.

@@iflyc77 IMC by itself is an emergency to a non-instrument-rated pilot, which many GA light-aircraft pilots are. VFR into IMC is a real killer. This pilot knew how to read his instruments well enough to follow vectors to a VFR airfield, and that's what he was asking for.

@@Kromaatikse I agree. I would hope that he is an instrument rated pilot though being that he was on an IFR flight plan. I also agree that he wanted vectors to VFR, even though he didn't say that at all. The controller pointed him at the airport, he reported it in sight, got cleared for the visual and got all pissy because there were still clouds around him. That is like using Google Maps to get to Chipolte, but then throwing your phone out the window because it doesnt give you the turn by turn into an open parking spot.

@@iflyc77 No. You deal with the emergency first, then worry about anything else. He said he had the beacon in sight "intermittently" and a vector was appropriate to maintain his base course. Also, he might not have been able to set up an IMC approach since he was in IMC. I have no idea why you made your comment or what skills you presume GA pilots to have.

I totally agree, colleague.

I still believe that there are many good ATCs and I really respect to your job

It isn't a great look for the pilot, either

Chairman Kimchee i’m right there with you brother.

@@philtll Pilot looks a little dumb after prompting a visual approach clearance and then asking for a vector and altitude. But man the controller is on a whole 'nother level with his attitude in this case.

hahahahahahahha

Never had a problem with Kennedy.

Kennedy is fast and concise which some deem as rude. This was childish and immature.

@@j.thomas7128 So is getting offended at a youtube comment.

@@j.thomas7128 The irony is strong with your comment. Go gain some IQ points.

He’s asking because the pilot is giving him mixed signals. ATC offered ILS and pilot declined and requested VFR then confirmed airport in sight, then he requested vectors. Pilot is all over the place.

@@CrimsonFlameRTR Weather is also "all over the place". It changes dramatically, quickly (especially around the islands if you've ever spent any time there and watched the convective activity). The time for why's is later.

@@CrimsonFlameRTR Also look at the time. Well after sunset, this is at night over the pacific ocean

When declaring an IFE, The Fire Chief or Ground Safety officer becomes On the Ground/Scene commander if there is one. From experience, they would have decertified the controller or chewed them a new one. The On Scene Commander can end Your career. And in this case allowing an aircraft to crash resulting in injury or death was possible. The pilot did an outstanding job. The FAA would be proud of him. The controller, not so much.

Nah power move, this pilot can grow up.

StrokeMahEgo I lol'd.

give HIM a number to call--------------> Unemployment office

Lmaooooo

This is actually what "we'll talk on the ground" means.

That pilot should never ever be allowed to fly again.

Truth.

Eh, not in this case...

Right that would be like a shot to the chest

@@erauprcwa Exactly.

Pilot is the main issue . ATC screwed up in the beginning as he didn't give vectors, but finally understood and gave pilot the vectors. ATC asked pilot whether he is doing visual or ils. Pilot says visual. Then pilot says AIRPORT IN SIGHT.. ATC cleared approach. Then pilot gets testy when ATC didn't "read his mind" that he still needed vectors... even after airport is it sight. What the pilot needs to do is declare what he needs clearly. all he need to do is "airport in sight, but i still need vectors, intermittent visual". People can't read minds....

Surprise! TRACON and Tower are the same guy! Lol, jk

I've been watching plane channels for about 4 or 5 months now. Had the controller been XX, your OP would already be 10+ long with haughty reasons the ATC had attitude. But ATC is XY so the replies were crickets until now. Four or 5 months of these channels, I know this to be true.

@@C.Church I am confused, you commented a month ago but I see hundreds of 1 year old comments talking about how aggressive the atc is?

Welcome to Maui, lots of uncalled for aggression and lazy employees, quality goes out the window here. It's not surprising to see this.

@@Benry1 If you read the threads, there are tons of posts shaming the pilot and defending the controller.

@@anti-ethniccleansing465 Yes. Because the pilot made a lot of mistakes

Best comment

Yes :-)

Good one

Beautiful!

Good one

it was im sure of it

Yes this controller has quite the past with other pilots he should be fired

Following..this is the worst ATC I've heard.

It most likely was. I work ATC but in Canada, so no FAA. If I tried to argue with a pilot that declared an emergency like this controller did, I would be removed from operational duty pending a Transport Canada (Canadian equivalent of FAA) investigation.

All IFEs go for a quality assurance review. I'm sure its been talked about. Not to mention the endless shit talking on KZfaq by anyone who heard this. He is an faa employee, so it was most likely formally addressed immediately.

Pilot: uh my engine just stopped working. ATC: good luck with that let me know how everything turns out.

Did the controller not give vectors and an altitude and told the pilot to report in-sight? Because it sounds like he did and when the pilot reported visual contact, the controller released the pilot for a visual approach and then the pilot got mad. The pilot refused to give a PIREP, considering the weather the pilot reported was different from the station weather reported. So how was the controller supposed to know of the conditions if the pilot refused to give the controller the proper information to better assist the pilot?

@@erauprcwa don't waste a minute. Msfs pilots here know everything and they called out atc's fault) When I read the comments above I know right off that these people don't fly.

​@@komrad1983 Doesn't matter whose fault it is. It's ATC's job to give the pilot as much assistance as required to get that aircraft safely on the ground. ATC was argumentative. He's the one who is understood to be the pro. And sending him to ATIS? Give him the altimeter setting and winds.

@@erauprcwa The pilot was busy flying the airplane. He wanted vectors to a visual and was very clear about that. He doesn't need to give a PIREP at that moment. ATC doesn't need to know the conditions. He just needed to provide what the pilot requested. Inadvertent IMC by a VFR pilot gives him 3 minutes to live, statistically, and considering he was in a spiral descent, it doesn't sound like he was instrument rated. I flew out of PRC while going to Riddle, too, so not exactly ignorant.

Thomas, yes, never in my 34 years in ATC, have I heard a controller handle an emergency in such a manner. One ego-tripper, that should not be in a control position.

@Jo Mamma it's youtube numbnuts ppl give their opinions like it or not 😂😅😂

Retired center controller, and a PPL here. I am totally embarrassed by this, but certainly not surprised. Entitled punk is what I kept saying to myself as I heard him do his small-pe*is thing.

Not only painful but scary. Was this ATC a wannabe pilot? Can't believe he still had a jib!!!

A growing issue is that fewer and fewer ATCs are also pilots. They don't necessarily have a good frame of reference regarding the problems pilots report.

“AiR PoRt iN SiGHt” “okay cleared for visual” “ n00000000000000”

hope that talking was done with his fist, and the number was 911

@@darekm6859 no

@@darekm6859 found the atc

Darek M The pilot was somewhat non helpful with his tone if we get down to it, but doesn’t the controller know exactly where the bad weather was? I assume he has a radar screen if he’s an approach controller....he can easily see a pilot had a firm descent here and requested to turn around. If I’m in an emergency the last thing I have time for is talking to the controller and it’d be the lowest priority task at that point.

Did your story take place after the Kobe thing?

@@annejean-philippeotton8073 I think you misunderstood this comment. Peter is saying that it should be a given that the controller will have a helpful attitude when a pilot declares an emergency and the pilot should only have to worry about flying the airplane... not flying the airplane and dealing with an unhelpful jackass controller.

@@annejean-philippeotton8073 could it be that you somehow mixed up attitude and altitude and the persons for which each thing is relevant? :D

Ahah you're right guys! I was commenting the vid on several media at the same time and I mixed up things... Sorry, cancelling that

@@annejean-philippeotton8073 hahaha, you've had your coffee yet? ;)

The last thing you should be doing is giving the controller attitude in an emergency. Aviate THEN Communicate.

I'm not in the industry but from pretty much every other ATC emergency once that E word is declared the attitude shifts immediately to "What can I do to help you?"

Sounded like he was slurring his words too.

The pilot was clearly under a great deal of stress. The ATC made everything worse.

If you are low houred, not familiar with aircraft/airport, or not comfortable with IMC, you don't declare an emergency. Then you just ask for help or clarification out loud over the radio. For example when student pilots need help from ATC when they fly solo, they say over radio they are student on solo and the ATC helps them or connects them with their instructor. Declaring an emergency you do as a last resort, when you are in real danger. In the same way you dont call 911 just because you have become lost in the night/fog on the way home. Then you call somewhere else and ask for help simply. Don't waste emergency resources on non-emergency situations. Could understand the ATC if the pilot declared an emergency needlessly. The pilot might just be unfamiliar with when to declare emergency, but then it might be better to just say the situation out loud from the radio and have the ATC declare for him if neccessary. Then he don't get the blame for declaring a needless emergency.

@@sebastiannielsen There's no "needless emergency" while the aircraft is in the air. That had to be dealth with once the pilot is on the ground.

4:15 The pilot is a moron for descending when he doesn't have the airport in sight, and ATC is telling him he needs to climb, he wasn't very polite about it but he got the point across.

I mean usually they give you an altitude that is to keep you and everyone else safe. 300ft off is pretty far off especially when its low. That could put you in the path of a mountain, building, antenna, tethered balloon, other traffic. All sorts of reasons. The pilot gave no indication in the emergency declaration that the aircraft or the pilot was no longer going to be able to maintain altitude in normal conditions so a stern warning that you are sinking to get the pilots attention is merited and the pilot should be thankful for it. He was not making the pilot wrong for being 300ft off. The pilot was just wrong for being 300ft off. Seems like you have an issue with the pilot taking responsibility for his own craft?

Since when does light winds, high visibility, no cloud ceiling, and large temp/dewpoint spread = bad weather? The pilot made a radio call saying he has the field in sight, and the controller cleared him for a visual and then the pilot got upset...

@@jaredsebesta2009 I believe the pilot said there were clouds above and below and he could only intermittently see the airport. He was in IMC conditions. Above, an FAA ATC said this was “painful to watch”

@@jaredsebesta2009 Lol if you think the pilot was the one upset you need to rewatch the video.

@@StSamples Not upset, rather frustrated, and rightfully so the pilot should be, this controller was an arse.

You are a fear mongerer. THE PILOT REPORTED LIGHT RAIN AND TURBULENCE NO CONTROL ISSUES? shame you're so lacking of intelligence.

Aye good one

GrifFungin lol

That sounds like a good line for a Country-Western music song based on this...

"Oh, I thought you wanted more ATTITUDE. My bad."

Easy mistake

I didn’t hear the ATC cancel his approach clearance. What time did that happen?

@@anti-ethniccleansing465 4:07

A bigger man would have used the time reprimanding the ATC to instead give a pirep or more info about the emergency or the status of the aircraft or anything else more useful to the situation. Pilot was out of his depths.

The FAA could use that training syllabus. I used to work with a few controllers that were hard on pilots at times. I would tell them "You're the reason some pilots would rather crash and die than call ATC for help." I've personally known a couple of pilots that were lost that way.

Such controllers doesn't help to identify talented pilots.. like Captain Maggie . they would crash land a student pilot even in VFR conditions. His punishment.. Post him at JFK and let the SUPER and HEAVY grill him over the radio ! Kennedy Steve did you listen did you see this video ?

@@jumpmasterjm II'm sorry to hear about your loss.

I like that controller.

There's the United 1448 runway incursion, where the controller is practically shouting at an airliner to take off straight into them...

Joe Pace controller should be providing assistance. He’s acting like a child. His job isn’t that hard. (15 years as a controller)

controller - even he was not professional - did not say "deep breath...". Actually the pilot said that. okay, pilot fatigue, ifr, spo, everything against the controller professionalism, but commenters: please comment properly.. pilot said that "take a deep breath, ..." thing, not the atco

Adrenaline makes people say stuff they wouldn’t normally say.

@@richardnagy665 Man you just brainfarted right there

@@richardnagy665 are you on drugs?

Oh no

im not surprised you remember that

OMG I’m dying laughing right now. His sister must be on ground frequency.

Plot Twist: He was the supervisor

@@MasterMayhem78 everybody has a boss.

@@duartesimoes508 not the unemployed.

@@Make-Asylums-Great-Again In that case, the boss is hunger.

Yes you would think !!!!

This wasn’t a private pilot VMC into IMC. This is an instructor. Vectors for the ILS 2 which he turned down was his out. The controller handed it to him. Obviously, he was not prepared to fly an approach in actual conditions. The sad part is, this was a training flight.

floydndaisy could be but we don’t know what he was dealing with in the cockpit. He just went thru probably a severe t storm downdraft. Flying at night in turbulent mic. Florida and Hawaii and tropical locales have severe cumulonimbus weather that happens fast. Maybe the student was freaking out, we just don’t know. The controllers job is still to assist especially in an emergency. If I was that pilot I would be filing a complaint with the FAA and the tower supervisor. It’s not the controllers job to make things more difficult in a potentially dangerous situation.

@@floydndaisy Put simply, you're full of prunes. Read Brett Leonard's comment and then think about whether you'd want a vector to an ILS under those conditions. I sure as hell wouldn't. Besides, *you* need to read FAR 91.3(a) again. It's the controller's job to suggest options, but it's the pilot's job to fly the airplane in the conditions he's flying in right then. If the pilot says he can't do that, then the controller needs to shut up about what he thinks the pilot should do and give the pilot what he asks for..._now_.

Jay Maynard The controller cleared him for a visual approach with a right downwind entry when he had the field in sight. Did the controller really need to hold his hand for a simple visual maneuver? That’s private pilot stuff flying the pattern.

...but wouldn't it be illegal as the pilot to fly vfr with clouds between him and the airport. Sounds a lot easier to just ask for vectors. Why isn't the controller helping. We as pilots.are advised to refuse a visual clearance if there are clouds that will prevent it.

They all sounds pretty -tone, though this pilot is requesting confusing information. Asking for vectors and stating he has visuals, vectors are for instrument flying and visuals are self explanatory.

@@matthewworldtrotter9012 Aircraft move very fast though, if you only have intermittent visibility you need vectors to follow for when that runway disappears again.

@@margaretwilson8736 Not light rain and turbulence that is what it was later in the conversation. He said that because of the clouds he could NOT see the beacons at all times. This controller needs to be retrained never gave directions of the turns.

@@63076topher Light rain and light turbulence have specific definition in the FAA and are used to communicate specific things. Non of those things indicate emergency weather or limited visibility. Since the pilot did not give a pirep all the ATC can go on is that the pilot took off in what ever the conditions are or flew in to them so should be able to keep flying in them once passed what ever emergency weather event happened. If the pilot was already there and its IMC that the ATC should expect the pilot can fly in IMC. Beyond that its on the pilot to inform the ATC what is going on and what they need.

I'm pretty sure the guidance is they are not supposed to sound emotional.

You really think the pilot has so little self control as to assault someone? That would make sense as to why the pilot made so many bad judgement calls that day about flying.

Parliamentarian Also didn’t acknowledge the emergency. ATC is incompetent and is gonna get people killed.

He may have been trying to get information, but it sounded as though the pilot was task saturated when first declaring the emergency. I don't think he was expecting the attitude from ATC. The first time asking for vectors, in an emergency the ATC needs to immediately comply.

@@gamer34551 According to a post higher up, he was caught in a spiraling descent due to strong downdraft. So I'd say he had his hands pretty full yeah

Zero souls, 2 people though.

I would of asked for number of souls in the tower cause I would have gone postal

That made me LOL - well said!

I laughed so hard at this! 🤣

If that pilot were the drive-through customer, he'd want the window person to pull his car up for him....

With ketchup or mayo?

Man there goes my order of fries😂😂😂.

It's a common fear but honestly you're very rarely going to get critiqued or yelled at because of your speech precision on radio. I change up the order of my read-backs all the time. As long as the pertinent information is there and is accurate, ATC is not really going to give you too much grief. Don't let it stop you! :) - It also depends on what airports you frequent. ATC at Hartsfield-Jackson is going to have far less patience than ATC at a smaller municipal airport somewhere

i forgot the word "inbound" and looked to my instructor and he shrugged his shoulders and smiled like he would often do when he was not opening the door on landing ... so i told the tower " coming at you from the south at 4000' " everything when fine ....

Just remember fellas. They’re here to serve US (the pilots)!!! Not the other way around.

That’s his heading

@@5hiftyL1v3a No, you're wrong. The 3-digit number below his callsign is altitude in hundreds of feet (e.g. 1000' = 010; 4500' = 045; 18,000' = 180 = FL180). The two digit number is airspeed in tens of knots (e.g. 70 knots = 07). Heading is not numerically displayed at all.

"What are you sinking about?"

Give the weather

Really. Just give him the f-ing weather. He’s declared an emergency and is struggling to control his aircraft. Don’t make him look up and tune the frequency for the weather when you could just tell him in 5 sec.

@@hypsin HAH! I love that commercial.

Lol. Yeah, I could not believe that one either.

jumpmasterjm question for you. Preface: I have a PPL so I’m not completely unfamiliar with emergencies and ATC communications. Obviously all emergencies are investigated after the fact by the FAA. I’m sure ATC audio is reviewed during that process, correct? I hope this was investigated. Pretty unprofessional conduct by the controller which could’ve resulted in the loss of life (as you pointed out)

In nearly every single emergency in aviation the ATC gave his best to help the pilots resolving the issue/getting them on the ground as safe and fast as possible. This guy has the potential to escalate a smaller fault into a major emergency and is risking lives. He is like a firemen who doesn't give a damn about his job and his duties. Under no circumstance should this controller to be allowed to continue this line of job, he should not be allowed to work in the whole aviation field, because Communication and diligence is a major requirement from a pilot, over an ATC down to the some bag thrower from the terminal. Even cleaning personal have a better sense of duty then this guy.

bullshit. if the pilot crashed because he lost control in light rain and light turbulence the controller would have had nothing to do with it. what is ATC supposed to do, talk him out of his 'deep spiral?' pretty sure ATC isn't trained on unusual attitude recovery

@@iflyc77 Ressource management is the key word. If the ATC would do its job he would help with navigating and make communicating as easy as possible, so the pilots can focus on aviating.

Yessssss

Yeah but so does the pilot. Honestly.

I can't believe how calm that pilot was...

kzfaq.info/get/bejne/galzebGq3ZOpZIU.html

So its ok for pilot to be provocative, not answer questions, and give "orders" to ATC. He clearly needs help getting down but questions ATC and presents attitude. Not very smart under the circumstances.

Evan Henrich can’t believe I heard that either. The controller was insinuating that he was going to report the pilot for pilot deviation for being 300’ low after declaring an emergency while he is sitting safe and sound on his comfy chair staring at his radar screen eating Cheetos.

I've worked guys in weather emergencies before. Jumping in their $hit and distracting them from flying the plane is a good way to kill people. I wish I could have yanked that guy off the scope and plugged in instead.

night nomad - The Pilot was climbing to get to 4,000. My guess is that he would indeed have been at 3,700 at some point during the climb. The ATC didn’t give him time to finish his climb...

@@noreplieshere The plane was over the ocean at the time the controller questioned his altitude. So no, there was no danger of him hitting anything at 3700 feet. When you cross the shoreline and get closer to the airport, there is a mountain range off the the left wing, but it is several miles away. The airport is at an elevation of 54 feet and all the terrain around it and leading up to it is mostly at the same elevation.

@@noreplieshere the ATC gave that instruction, the pilot read it back correctly, and then the ATC immediately (within two seconds, look at the time code) told him he was at the incorrect altitude. I'm no pilot, but I doubt the plane can simply apparate 250' straight up. The controller was clearly looking for a fight during that whole exchange.

Underrated comment

Would love to hear the end of this too. Did the controller get sacked before he got someone killed?

If I was the pilot, I'd have taken a sledgehammer to the ATC's car and left a note apologising for landing on it.

😂👍🏻

A knuckle sandwich right in the mouth...

Maybe he just wants to give him a high five...in the face...with a chair.

aka False Cracks 😂

Probably because he WAS on an IFR flight plan...

Not all emergencies are the same. You can have an emergency and still be able to do your job, like get ATIS. If you can't, you can ask ATC to give it to you. It's not uncommon.

@@erauprcwa when an emergency is declared its a fucking emergency. I don't care if you're in perfectly clear skies in a perfectly good plane. An emergency is an emergency

@@grren1782 So when you have a medical emergency you roll the trucks, foam the runway, and have everyone brace for impact in your 172 huh?

@@iflyc77 When, in a medical emergency, one pilot is incapacitated and his copilot himself may be delirious from lack of oxygen or similar, you still expect him to read ATIS and provide a PIREP?

@@roadent217 sure. I meant medical emergency with a passenger though. All the pilot has to day is unable, or standby if they are too task saturated at that moment. This guy just got all pissy

Yep, agreed. Retired ATC and instructor. The controller did a $hit job.

@@jumpmasterjm and so did the 'pilot'. All he had to do was ask for 'vectors to the ILS' and there would be nothing to discuss. Or the controller could have said, "I'm giving you vectors to the ILS XX approach, fly heading YYY to intercept and maintain ZZZ until established..." BOTH of the people in this event need to improve their aviation skills and JUDGEMENT.

@@stay_at_home_astronaut Based on my experience (which is admittedly unprofessional, consisting entirely of VATSIM), the best phraseology from the controller should've been to ask, "Are you able to accept vectors for the ILS Runway 2?"

@@philipmcniel4908 or better yet, "I'm going to give you vectors to intercept the ILS: Heading XXX, maintain Y,YYY until established..." If someone is _clearly_ overcome by events and cannot keep their 'stuff' together, then it _may_ be best to give succinct and _safe_ commands for them to follow. This pilot was _clearly_ in over his head, but he had the presence of mind to argue with the controller? Not the kind of guy I would want to fly with. Is he a pilot, yes. Is he an aviator, not really.

@@stay_at_home_astronaut It seems to me like it requires less presence of mind to argue with the controller than to just completely ignore the ATC's berating and lack of instructions and land on your own with the radio turned off in exasperation.

I stumbled on that recording by accident. It was remarkable - especially the change in tone of the ATC as soon as the young pilot communicated the problem. That is what you want to hear when you are in trouble.

Do you have a link to the recording?

if that pilot had gotten this ATC she'd be dead

@@rapiddescent7633 RD, here is the link: kzfaq.info/get/bejne/eJhibJB8sdvIhKM.html what a brave pilot and exceptional ATC. Be well.

@@pspicer777 Thank you!

THIS pilot didn't even know what a visual approach was and refused to give the controller more information in regards to the weather, to better assist the pilot. The pilot asked for a visual approach with vectors. The controller gave him that, and asked the pilot to report the airport insight. The pilot reported the airport insight. At that point the only thing the controller can do is clear the pilot for the visual, no further help is required, but the pilot then argued and complained they wanted more vectors and an altitude, AFTER reporting the airport insight... This is confusing. The pilot then stated that there were clouds. That's irrelevant, you reported the field insight so it's your job to avoid and keep the field in sight. If at any point you lose sight of the field, tell ATC and they can give further vectoring. The pilot didn't do this. He also refused to tell the controller the weather to better assist them.

You must not have met a manipulative person before. Just because someone tells you to “calm down” doesn’t mean you are the one acting out. Note: I’m not saying the pilot was being manipulative, just saying that simply saying “calm down” to someone doesn’t mean you are the good guy or the one acting appropriately in the situation.

@@jediskywalker356 oh but he is acting out so what is your point?

@@jediskywalker356 Overall, I agree with you. In my experience, telling someone to calm down is one of the last useful things anyone could do to deescalate a conflict. However, in the context of this case, the controller was being unnecessarily aggressive and demanding. That has to factor into any evaluation of who was doing right or wrong.

Ez TBL as if the plane 'teleports' outright

Right? Not to mention they could have different altimeter settings as well...

Yes, 3700 is not 4000’, you only allowed zero feet below 4000 and considering he’s incompetent pilot, disoriented, inaccurate altimeter sittings on a night flight ... perfect recipe for a disasters

@@aghandoor You do realise it takes time to climb right?...

@Hornet yes, and you should correct instantly, on final approach you’re allowed zero feet below assigned attitude and no more that 100’ above, on the other hand he’s making sure that local altimeter sitting is correct

Preferably with video. Because there might be some flying fists involved...

@@mihan2d but did he give a vector for the fist to fly?

I want to caution some of you observers/ commenters about taking some of these pilot's attitudes expressed here into the airways. This is a clear example of abuse of service and Unnecessary use of emergency authority and assistance. Controllers do not know where your weather problems lie except for Pireps and evaluating weather conditions. I believe the spiral decent was pilot initiated and not meteorological in nature.. if you turn down the ILS and report the field in sight then it is up to you to do that contingent on being able to keeping it in sight. PILING ON unnecessary request in the guise of still being in an emergency is not what constitute the best use of the facility and services. Your baseline beliefs should be that the controllers are there to help and are formulating avenues or plan to assist. They are not a Pinata. Assertiveness should be appropriately and sparingly applied, this was an abuse of emergency assistance. Be careful piling on to the flavor of the mount with all these thumbs up and withy comments, this pilot clearly abused the ATC services

@@KZfaq.TOM.A Yeah it all sounds good except... Both pilots AND ATCs in the comments noted some of them know this particular guy and confirmed he's a butthole, from both perspectives.

@@mihan2d Commentors on social media; the equiilant of the salem witch trial, the only proof that i have to evaluate is the transcript, he sounds like a perfectionist but well intended.

Agreed

I'll vote for that. Would be interesting to see how these things wind up.

kzfaq.info/get/bejne/galzebGq3ZOpZIU.html

74gear did this, turns out the pilot was giving mixed signals.

@@tawhneebaby ... and flew into very restricted areas.....

He didn't ask for an altitude first, he asked for a vector. The controller told him to fly direct to the Maui VOR. THIS pilot didn't even know what a visual approach was and refused to give the controller more information in regards to the weather, to better assist the pilot. The pilot asked for a visual approach with vectors. The controller gave him that, and asked the pilot to report the airport insight. The pilot reported the airport insight. At that point the only thing the controller can do is clear the pilot for the visual, no further help is required, but the pilot then argued and complained they wanted more vectors and an altitude, AFTER reporting the airport insight... This is confusing. The pilot then stated that there were clouds. That's irrelevant, you reported the field insight so it's your job to avoid and keep the field in sight. If at any point you lose sight of the field, tell ATC and they can give further vectoring. The pilot didn't do this. He also refused to tell the controller the weather to better assist them.

Declaring emergency due to weather conditions and then insisting on a visual approach - that is good situational awareness? 🙂

"I'm not ready to copy, I'm controlling!"

Because he didn’t get a shortcut direct to a fix that he wanted.

The pilot told atc he saw the runway so they cleared him to land, then asked for directions to the airport he supposedly was looking at and got pissy (3:42), the controller just gave it back to him I honestly think both weren't the best in this situation.

I sincerely doubt that happened.

@@bosshog8844 This was back in the 80s. The instructor was an at the time retired CF-104 pilot in the RCAF. The 80s were a different time.

@@bosshog8844 Listen to YKF and YPQ.

Cap

Don't know about the story but the TLDR- that pilot gave so many clues that he was green as all hell. Don't push new pilots around. It's life and death sometimes. You can't just decide it's not a real emergency and start loading up a new pilot who's struggling to fly. Unacceptable

*Plane heading directly towards ATC tower* Plane: Well... now it is~

ATC: i missed the part where that's my problem

That is part of basic training no need to go into a simulator to know that

We are.

In UK the ATC had to also be pilots (current or prior). Not sure if this still a requirement, but it certainly was when I visited Manchester ATC via a friend. This guy seemed like he was relaxed but frustrated all at once, like his Zen routine, or spliff was interrupted

@@CameTo He is also in the US. We don't have that requirement. I'm surprised. The people on Maui is usually more laid back.

Robert Horsfall this is not the case. There is no requirement to be or have been a pilot to be an air traffic controller in the UK.

To be fair, this is Hawaii, its quite probable these two had history before. There are pilots who have declared dozens of emergencies in the air, and ATCs don't like that. Don't KNOW that's what happened here, but I have heard ATCs and pilots get into tiffs for petty reasons before.

Needs his nose adjusted 010 to the left. The controller? Yep yep

@@fortusvictus8297 i don’t believe this particular pilot actually did, but I now a LOT of other pilots filed numerous reports and had incidents with him.

@@fortusvictus8297 yeah it is a short distance flight, 3 or 4 times a day. They for sure did have some history.

D

e) the coffee machine was broken that day

f) as in "fired" (for what the ATC should be)

D

D

Well, thats not how it works. The ATC doesnt have ultimate authority over the aircraft anyway. The PIC is the ultimate authority on the aircraft, and they do have the responsibility to disregard ATC instructions in the event they believe it to be the safest course of action. Not the option, not the choice - they are required by the law to maintain the safety of the aircraft, and if that requires disregarding instructions from ATC then they are compelled to do so. After the event, it may be a question of fact whether disregarding the instructions was the safest course of action, however.

FAR 91.3 Responsibility and authority of the pilot in command. (a) The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft. (b) In an in-flight emergency requiring immediate action, the pilot in command may deviate from any rule of this part to the extent required to meet that emergency.

He didn't keep calm and failed to communicate effectively