Brent Richter Its by design. For whatever reason they treat the American public like we’re all idiots who haven’t progressed from Kindergarten. Some are idiots. But most are not. The media controls everything man. They give us the info they want to give us. That is very, very rarely the truth. The media controls what we see and hear. Therefore, they control how we perceive the world and events that happen within it. “When you own the information, you can bend it all you want.” The media has the biggest hand in the lies we are fed followed by our corrupt federal government.
Wow she really threw the FAA under the bus three times there. Rightly so. Never seen them talk about recomendations in a on site media briefing before.
Jttv it needed to be said, those recommendations are from over a decade ago and speaks to the current problem with FAA not being up to par on technology.
@@SpokenByAlanaRenee I was almost the same when I went on the DC10 and MD11s during my international travels. I had to pray while I was on them. First and last I have flown them. Great to see them afar though. As far the MAX goes, I will stick to Delta over the airlines that has the MAXs.
Yet another thorough briefing by my friends and former clients at the NTSB. You all are the best investigative body there is and you are held in high regard by me.
The NTSB did a great job dealing with the questions. Tough job handled very well. I wish someone would have brought up the ceiling vs altitude and flying under Special VFR. None of that info and other eye witness accounts support the idea that the pilot did anything to maintain Special VFR cloud clearances.
@@littleferrhis He didn't remain clear of the clouds, he entered the clouds in an attempt to get on top (another 100' or so and he would have made it) and, it appears, spatial disorientation caused him to lose control. Until you've had to control an aircraft on instruments, in IMC, you can't begin to guess what it's like. I can't imagine what that would be like in a helicopter. I've got about 30s of time with just trying to take off in a small helicopter and even though I could see what I was doing, I didn't like it one bit (a friend of mine, also a CFI, "fixed it"). Instrument flying is a perishable skill. dviaviation.com/files/38800990.pdf The type of flying that he was engaged in didn't offer a lot of opportunity to maintain his instrument flying skills. I think it's safe to say that his job could be stressful. All of that added up to a bad ending. SVFR also has a visibility component and, so far, it appears that he didn't adhere to that either.
I wish a reporter would ask, "Can a helicopter pilot slow down and hover when he sees fog ahead of him (rather than hauling a$$ straight ahead)???" Was that a plausible option? How slow (mph) could he have flown to stay in SVFR and safe operating parameters for this craft while maintaining control?
G'day, Even an Autopilot cannot hover a Heligoflopter in Instrument Meteorological Conditions...; the Autopilots in Choppers work by flying the Chopper like a Fixed-Wing Machine, Juan Browne suggested 65 or 70 Knots being their minimum Autopilot operating Speed. Perhaps the Pilot failed to transition from SVFR (Scud-Running with ATC Permission) to IFR, and tried to engage the Autopilot in desperation when already flying too slow....(?). The decision to take off was the first of a Chain of Errors which killed them all ; the Pilot should have told the professional Basketball Dribbler to fly it himself, and then - unless some other obedient Kamikaze could have been engaged to perform the Crash (oops "Flight"), the machine would've sat on the Tarmac while the Rich Man had a Tantrum & ordered an "Emergency" Limousine for the Trip. Just(ifiably ?) sayin', Have a good one. ;-p Ciao !
This was my exact thought, in the moment of WTH, hover... figure it out.. not that I'm by any means a pilot... but I really believe that he was disorientated, for sure.
@@billgrace9415 So, is there a certain max altitude this can occur? Just curious. I'm realizing they were in trouble from the moment he started to fly at 160 mph with poor visibility as he approached rugged terrain. (Which I'm thinking might have been an attempt to make up time after their 12 min delay?)
So-called "journalists" know nothing about anything and have to rely on what their sources tell them. You can't expect much from them and this should also guide your "trust level" into them.
The aircraft was required to have a RADAR altimeter (Hight from ground) ADSB-OUT for flight specific information, airspeed, altitude, turn bank etc. Learn to ask the correct questions.
Jennifer, Jessica, I was so blown away by the answers to every question and the ability to maneuver and pull off another media brief I accidentally called her by another stage name.
when you get on an airliner, do you check the weather? Or do you trust the pilot will do that and use his training and experience to make the right decision?
Clearing the mountain by whatever margin has nothing to do with this accident. The aircraft was not under control as it was descending in a steep dive, very unlikely not recoverable if it had come out of the clouds--it would have crashed even if there had been no hills.
Some One---are you trolling? If not, read my statements. The aircraft was OUT OF CONTROL! I was trying to tell you that there is no way that pilot would have intentionally descended at 2000 feet per minute in instrument conditions over that terrain.
Some One -- read your last comment. If he doesn't know up from down, he is out of control. You are not rational and I won't be paying any more attention to you.
Why do they keep maintained even records on a plane they whole point of them is to document history that can wait a day on the ground but to have them on board and crash is seems pretty stupid to keep them on the plane right?
@@jaysmith1408 I assumed it did which justifies the question, how close to terrain did the drone fly prior to impact? In poor visibility at 150 kts seeing the ground very close maybe invoked a snatch of the cyclic causing flight control damage.
Some One Yes dude it has forward velocity as well as vertical velocity. Do you understand physics? Terminal velocity? Really? It’s not a free falling object or skydiver, it’s an aircraft that is capable of powered flight.
Some One It was descending at a rate of 2000 fpm, but it could have been traveling forward at any speed, slow or fast. It could have been descending at 2300 fpm with a forward true airspeed of 200 knots or 20 knots, it literally doesn’t matter; but the debris field suggests the higher forward speed with that 2300 foot per minute descent rate. You might also have a really slow descent rate, say 50 fpm, and have any combination of forward speed-a helicopter is capable of this. In level flight you will have no descent and whatever forward speed you want.
WHETHER THE FAA MADE IT MANDATORY OR NOT THAT EQUIPMENT (TERRIAN) & BLACK BOX & VOICE RECORDER SHOULD BE ON ALL AIRCRAFT PERIOD ! IT WOULD HAVE ANSWERED SOME QUESTIONS AS TO WHY IT CRASHED !!!
@@c7042 so what ? This accident should have been avoided ! They should have driven or cancelled the trip period !! And because of kobes negligence, bad call innocent people died !! The helicopter should have had all equipment necessary for safety !! He had enough money to do that !! Take ur license & shove it !!
The FAA needs some action but the FAA didn’t kill Kobe and the others. There are already rules for entering IMC and if those rules were followed this accident would have been avoided. Special VFR for a helicopter is clear of clouds and able to see the ground. He was not in VFR or Special VFR conditions it appears. He was in IMC and the pilot should have been flying under IFR.
Forcing people to buy black boxes/voice recorders helps media- investigators... Not safety. He knew the terrain. Forcing to buy TAWS would just force of bells but not chg this. He knew the terrain & iPad showed it as well.. Yes people like a Rx when they go to Dr etc (clear outcome)... But it is more human mindset seeking than it actually 'making it all better'. Life has risks.
I have been trying to tell anyone who will listen that the last communication between the pilot and the air traffic controller was not heard by the pilot of the helicopter because he misunderstood the frequency that the prior controller told he to change to and that was 134.2 he repeated back "34.2" instead! It seems that he never was in contact with the hand-off between controllers in the final minutes of flight!
Since all aviation voice frequencies begin with 1, it is commonplace for the pilots to drop the first digit and repeat the part that matters. 34.2 is a correct read-back for 134.2 Mhz, no smoking gun here.
On equipment requirements per NTSB... this was a "VFR 135" operated helo and to burden other operators with unnecessary equipment especially part 91 owners is I think an NTSB comment better left to FAA decision.
The Pilot took the same flight path Kobe was used to taking anyway on Saturday, but was way off course Sunday? Why the diversion? Everyone wants to think this pilot is so great but there are so many red flags, hopefully the investigators dig deeper. Seems like there was intent, foul play involved in this scenario perhaps? I can't justify this based off of just the weather. Kobe Bryant helicopter operator involved in 3 crashes before Calabasas tragedy
"BOARD" as in a committee, not "bored" like she has nothing better to do. "BOARD" is part of the meaning in NTSB and is written on the intro at the very beginning.
I don't understand why a charter company does not require it's pilots to be experienced flying on instruments alone. It seems this pilot lost visual contact with his surroundings and then lost control of the aircraft.
if you want to commit a crime , get an iphone. Apple is helping investigators with squat. if getting into a accident and you want loved ones and investigators to get information, get an android
the more i hear information about this, the more i think it was mechanical error. How can a guy be cruising safely and carefully in the fog, heading straight, and then out of nowhere, veer off, go peddle to the metal while doing a steep descent right into the mountain? something tells me when he made the left turn to go turn around, the chopper started to roll or fall on its left side, which caused it to just fall out of the sky. I think all passengers and pilot knew they were going down
Sounds like he decided to climb out of the fog and through VFR did not have a visual ref to keep on his trajectory while being disoriented in the fog. I'd be surprised if it were mechanical.
Go fly in a small cessna in the clouds. Your body will deceive you. You can feel like you are straight and level but you are actually banking in a dive. The only way to fly in clouds is with the flight instruments. Most fixed wing private pilots die within about a minute of flying into clouds. Look it up. VFR into IMC.... one of the biggest killers to private pilots. I am working on my instrument rating right now and I can attest to this personally. Your body will make you feel all kinds of things that are wrong when you are in the clouds. You can not fully understand this until you have experienced it. Go to any pilot forum. Everyone is suspecting the same thing. CFIT. Controlled flight into terrain. It is not uncommon and even commercial airliners have done it.... We will have to wait for the NTSB report.
@@douglas7260 even in VFR couldn't he look at an altimeter and other basic instruments to see that was not in fact climbing? I totally agree with what you're saying but there has to be something to fall on right?
Iamkoool2 easiest way to explain what I said: Pilot flew in moderate weather that was declining. Pilot entered a cloud layer/fog so could no longer see his orientation in flight. He then proceeded to fly the helicopter straight into the hill under his own controls. This is my own opinion but some facts support it. When flying in clouds and fog you have to rely on your instruments to keep yourself in level flight. The NTSB is going to investigate and make sure those instruments were properly working. Small thing, when you’re in clouds, you can be flying upside down but physically your body feels right side up. What do you trust, your gut feeling that you’re right side up, or your instrument panel that’s telling you you’re upside down. (The panel rarely lies).
Pilot suicide? ?FAA is a joke! They knew there’s a problem with helicopters running into the ground! How ignorant not to have altitude warnings on Helicopters.
She could have given a better briefing than that she didn't do a good job at all. And I need to put in Black boxes in helicopters that's what they need to do
If the FAA implemented every recommendation the aviation industry would go collectively bankrupt. Their primary job is NOT to make flying safer- its to enforce regulations that enhance safety, WHILE promoting and supporting the private aviation industry. i.e.- they are Required by their charter to consider the economic impact of regulation on the health of the aviation industry. The safest possible plane is one that no one can afford to build and operate, and so no on ever flies in it. There is NO way that a terrain avoidance system would have prevented this crash. ( you hear them going off in every cockpit recording of a plane crashing ) The Pilot KNEW he was low over hilly terrain. He thought he could sneak under the cloud deck and over the freeway thru a low mountain pass... but ran out of visibility. He may have been trying to execute a simple 180 to abort the attempt, and went into the cloud layer to gain ground clearance. When he started the turn he was well above the terrain... but the angle of his impact and his speed make it clear that he became disoriented as to his attitude and thought he was flying in a level banking turn when he was actually flying toward the ground... he may have wondered why his airspeed was going up, but by the time he saw the ground, just 100 feet below the bottom of the clouds, he was going so fast he could never have brought the helicopter to a stop before impact. The NTSB will probably painstakingly eliminate every other potential cause of this crash and end up with an analysis like that above. They are almost certainly pretty sure that is what happened... but they need to make sure they have not overlooked anything. What is confusing is that this pilot was not only instrument rated, but was a qualified instrument flight instructor. I don’t know why he didn’t just file IFR and fly in the clouds at an altitude well above terrain and where ATC could see him on radar and ensure he had a clear path, kept his eyes on his panel and ignored what his inner ear was telling him. Even expert pilots can make mistakes.
@@christopherpardell4418 thanks for the clarification. The loss of life is so unfortunate. There's mechanical failure, weather and human error that possibly have a roll in certain disasters. You're absolutely right. The more safety regulations involved would have too much impact on overall dollars and cents.
TAWS is nothing but a radar altimeter with a horn attached. Synthetic vision might have helped him stay alive. If he stayed at 2300 ft without descending they would still be alive. 2000 fpm is a dive, 500 fpm would be normal. Why did he dive away from a safe altitude?
Claude what he did was to climb to be sure he could execute a 180, when he saw he could not make it thru the pass VFR. But in clearing the terrain, he flew into the low cloud deck. Flying VFR into instrument meteorological conditions is the second most common cause of fatal accidents in general aviation. Without external visual references, Your inner ear gives you false feedback as to your orientation in space... for example, if you are in a nose up climb, you feel yourself being pushed backwards into your seat by the force of gravity... however, if you are in a nose down dive, you feel the exact same sensation because of the acceleration downwards. It’s why it’s hard to learn to fly on instruments. You have to train yourself to totally ignore what you "feel", keep your eyes on your panel, and trust your instruments. He got himself into a nose up climb, and was looking out the window trying to peer thru the fog... but when he started to dive, he was certain he was still climbing. By the time he exited the cloud deck, he would have been looking down toward his feet think that was Down... but Actual ‘down’ was out his front window. By the time he cleared the cloud deck, he was moving at too high a speed to slow or pull out before hitting the ground. The cautionary tale is that this guy WAS certified for IMC and yet he still lost track of his orientation in space within a minute of entering the cloud deck.
@@christopherpardell4418 if your a CFII helicopter instructor you are capable of instrument flight. That dosent guarantee you won't get vertigo. Making turns causes vertigo. I have no idea why he made a dive at the ground at 2000 fpm
I've learned one thing today, reporters ask stupid questions over and over.
And still get it wrong. They are still going on about the "too low" thing
Oh man. You'd LOVE staff and update briefings in the military...
Brent Richter this is nothing knew. The have always asked stupid questions for as long as journalists have been around. They are as dumb as rocks.
You would think since their business is information gathering they would gather a cursory knowledge of basic things in life.
Brent Richter Its by design. For whatever reason they treat the American public like we’re all idiots who haven’t progressed from Kindergarten. Some are idiots. But most are not. The media controls everything man. They give us the info they want to give us. That is very, very rarely the truth. The media controls what we see and hear. Therefore, they control how we perceive the world and events that happen within it. “When you own the information, you can bend it all you want.” The media has the biggest hand in the lies we are fed followed by our corrupt federal government.
Thank you to the NTSB for the work being done here
Board Member Homendy, The NTSB doesn’t pay you enough to deal with the media.
Wow she really threw the FAA under the bus three times there. Rightly so. Never seen them talk about recomendations in a on site media briefing before.
Jttv it needed to be said, those recommendations are from over a decade ago and speaks to the current problem with FAA not being up to par on technology.
Not only that. Their reputation is still being ruined after the 737MAX saga. Some things never change. Only people to trust in the govt is the NTSB.
DaNihsel yeah don’t get me started on that, had my flights for a trip that had to be changed for those death traps.
@@SpokenByAlanaRenee I was almost the same when I went on the DC10 and MD11s during my international travels. I had to pray while I was on them. First and last I have flown them. Great to see them afar though. As far the MAX goes, I will stick to Delta over the airlines that has the MAXs.
@@LeshVarg no one has a Max 8 right now. They are all grounded and boeing stopped production for now.
Yet another thorough briefing by my friends and former clients at the NTSB. You all are the best investigative body there is and you are held in high regard by me.
These NTSB folks must undergo rigorous training to avoid constant eye-rolling and facepalming while taking questions during these sessions. :-)
Oh my God that's funny 😂
I love how Jennifer stuck to FACTS! Hopefully those reporters brush up on their questioning in the future.
Nice wish, I doubt it happens, but a nice thought, however.
NTSB is very thorough in investigating full confidence in the investigation process
The NTSB never fails to impress me.
NTSB/FAA Night Ship 282 Cessna Caravan year 2002 Alabama Wreckage puzzled investigator
They change the report . Cover up
@@mikerice5298 get a life
Member Homendy, you do a great job in a situation I am glad to avoid entirely. Much respect and thank you.
The NTSB did a great job dealing with the questions. Tough job handled very well. I wish someone would have brought up the ceiling vs altitude and flying under Special VFR. None of that info and other eye witness accounts support the idea that the pilot did anything to maintain Special VFR cloud clearances.
I mean SVFR cloud clearances are just remain clear of clouds. So as long as he didn’t touch or enter the clouds, he did.
@@littleferrhis He didn't remain clear of the clouds, he entered the clouds in an attempt to get on top (another 100' or so and he would have made it) and, it appears, spatial disorientation caused him to lose control. Until you've had to control an aircraft on instruments, in IMC, you can't begin to guess what it's like. I can't imagine what that would be like in a helicopter. I've got about 30s of time with just trying to take off in a small helicopter and even though I could see what I was doing, I didn't like it one bit (a friend of mine, also a CFI, "fixed it").
Instrument flying is a perishable skill. dviaviation.com/files/38800990.pdf The type of flying that he was engaged in didn't offer a lot of opportunity to maintain his instrument flying skills. I think it's safe to say that his job could be stressful. All of that added up to a bad ending.
SVFR also has a visibility component and, so far, it appears that he didn't adhere to that either.
I have no idea how Ms Homendy puts up with the nonsense from the reporters. She is a stronger character than I.
I would like to know what was on that phone call coming from inside that helicopter !
Jennifer is the best!! The NTSB has a great representative. Very knowledgable lady. Media will never understand flight.
I wish a reporter would ask, "Can a helicopter pilot slow down and hover when he sees fog ahead of him (rather than hauling a$$ straight ahead)???" Was that a plausible option? How slow (mph) could he have flown to stay in SVFR and safe operating parameters for this craft while maintaining control?
G'day,
Even an Autopilot cannot hover a Heligoflopter in Instrument Meteorological Conditions...; the Autopilots in Choppers work by flying the Chopper like a Fixed-Wing Machine, Juan Browne suggested 65 or 70 Knots being their minimum Autopilot operating Speed.
Perhaps the Pilot failed to transition from SVFR (Scud-Running with ATC Permission) to IFR, and tried to engage the Autopilot in desperation when already flying too slow....(?).
The decision to take off was the first of a Chain of Errors which killed them all ; the Pilot should have told the professional Basketball Dribbler to fly it himself, and then - unless some other obedient Kamikaze could have been engaged to perform the Crash (oops "Flight"), the machine would've sat on the Tarmac while the Rich Man had a Tantrum & ordered an "Emergency" Limousine for the Trip.
Just(ifiably ?) sayin',
Have a good one.
;-p
Ciao !
This was my exact thought, in the moment of WTH, hover... figure it out.. not that I'm by any means a pilot... but I really believe that he was disorientated, for sure.
for a helicopter to hove it has to have a visible stationary point of reference
@@billgrace9415 So, is there a certain max altitude this can occur? Just curious. I'm realizing they were in trouble from the moment he started to fly at 160 mph with poor visibility as he approached rugged terrain. (Which I'm thinking might have been an attempt to make up time after their 12 min delay?)
Nope. Hovering is not recommended b/c one looses spatial orietiation.
Fantastic brief NTSB.
What happen dec 11 1985 Gander crash 248 military dead military charter . From Cairo to a stop over cologne to gander .
Ha! She beats them down with her scolding eyes. Brilliantly done.
I like Jennifer...:)
She's my favorite especially after this
She is focused on her Work- very proffesional. She needs to run for ‘Politics’!
she was great during the FIU hearing.
Jennifer may be the best government employee ever. WOW great job with the media, she needs a raise!!
Reporters becoming instant aviation experts. That has always been intriguing.
So-called "journalists" know nothing about anything and have to rely on what their sources tell them. You can't expect much from them and this should also guide your "trust level" into them.
Wow you would think the people asking the question are elementary school kids
I want to work for NTSB when I grow up!
The aircraft was required to have a RADAR altimeter (Hight from ground) ADSB-OUT for flight specific information, airspeed, altitude, turn bank etc. Learn to ask the correct questions.
good job Jessica you damn near answered every question. you pulled it off nicely.
Who is this Jessica that you speak of?
Jennifer, Jessica, I was so blown away by the answers to every question and the ability to maneuver and pull off another media brief I accidentally called her by another stage name.
THE BOTTOM LINE IS KOBE SHOULD HAVE BEEN AWARE THAT THE WEATHER CONDITIONS WERE BAD & CANCELED THE FLIGHT !!
Not on Kobe. PIC 's call.
@@karong7017 R U SAYING ITS THE PILOTS CALL ? I THINK IT WAS UP TO KOBE.
when you get on an airliner, do you check the weather? Or do you trust the pilot will do that and use his training and experience to make the right decision?
It seems like the helicopter pilot misjudged the height after rising into the clouds and then turning left while descending into the mountain.
Jennifer rocks
Thank you for all that you do. Seems like the FAA has alot of things that need to be fixed....
24 minutes long huh? Seeing that 24 number a lot lately.
Some One yea, most likely!
Wdym?
TBMD 24 is Kobe’s basketball #. Or it was, one of his #’s. I was just being the RUclips conspiracy guy for that day.
Kobe Bryant and his daughter along with five other people were on this flight ✈️ rest in peace 🙏
Clearing the mountain by whatever margin has nothing to do with this accident. The aircraft was not under control as it was descending in a steep dive, very unlikely not recoverable if it had come out of the clouds--it would have crashed even if there had been no hills.
Some One--ADS-B data and NTSB briefing.
Some One--and why in holy hell would he have intentionally chosen to make a 2000 fpm descent (in IMC) in that area??
Some One---are you trolling? If not, read my statements. The aircraft was OUT OF CONTROL! I was trying to tell you that there is no way that pilot would have intentionally descended at 2000 feet per minute in instrument conditions over that terrain.
Some One -- read your last comment. If he doesn't know up from down, he is out of control. You are not rational and I won't be paying any more attention to you.
Why do they keep maintained even records on a plane they whole point of them is to document history that can wait a day on the ground but to have them on board and crash is seems pretty stupid to keep them on the plane right?
I thought in the beginning that they said that chopper was Kobes? And that pilot always flew him. Now learning that he flew for a company. Confused.
You mentioned that the drone duplicated a portion of the flight. Did the drones route or altitude hv to avoid CFIT?
Bob-the-Pilot using adsb, that accounts for altitude as well
@@jaysmith1408 I assumed it did which justifies the question, how close to terrain did the drone fly prior to impact? In poor visibility at 150 kts seeing the ground very close maybe invoked a snatch of the cyclic causing flight control damage.
Those reporters just literally wasted 9/10 mins of the N.T.S.B. Great job to N.T.S.B.!
Please repeat the questions!
2000 feet per minute is equivalent to about 23 mph
phil1pd 2000 fpm is just vertical velocity, not the actual speed of the rotorcraft
@@MarinePilot Thanks for the heads up.
Some One Yes dude it has forward velocity as well as vertical velocity. Do you understand physics? Terminal velocity? Really? It’s not a free falling object or skydiver, it’s an aircraft that is capable of powered flight.
Some One How is it misleading. You’re misleading yourself by not having a good grasp of flight mechanics.
Some One It was descending at a rate of 2000 fpm, but it could have been traveling forward at any speed, slow or fast. It could have been descending at 2300 fpm with a forward true airspeed of 200 knots or 20 knots, it literally doesn’t matter; but the debris field suggests the higher forward speed with that 2300 foot per minute descent rate. You might also have a really slow descent rate, say 50 fpm, and have any combination of forward speed-a helicopter is capable of this. In level flight you will have no descent and whatever forward speed you want.
WHETHER THE FAA MADE IT MANDATORY OR NOT THAT EQUIPMENT (TERRIAN) & BLACK BOX & VOICE RECORDER SHOULD BE ON ALL AIRCRAFT PERIOD ! IT WOULD HAVE ANSWERED SOME QUESTIONS AS TO WHY IT CRASHED !!!
@@c7042 ur not old enough to speak on this subject.
@@c7042 so what ? This accident should have been avoided ! They should have driven or cancelled the trip period !! And because of kobes negligence, bad call innocent people died !! The helicopter should have had all equipment necessary for safety !! He had enough money to do that !! Take ur license & shove it !!
@@c7042 life is enough justification moron !!
The FAA and NTSB need to hug it out
Actually we just need the FAA to do their job and implement recommendations. More people have died now thanks to the FAA.
The FAA needs some action but the FAA didn’t kill Kobe and the others. There are already rules for entering IMC and if those rules were followed this accident would have been avoided. Special VFR for a helicopter is clear of clouds and able to see the ground. He was not in VFR or Special VFR conditions it appears. He was in IMC and the pilot should have been flying under IFR.
Wow. Looks like the FAA has some serious questions to answer to. #droppedtheball
Your only human Jennifer !
Forcing people to buy black boxes/voice recorders helps media- investigators... Not safety. He knew the terrain. Forcing to buy TAWS would just force of bells but not chg this. He knew the terrain & iPad showed it as well.. Yes people like a Rx when they go to Dr etc (clear outcome)... But it is more human mindset seeking than it actually 'making it all better'. Life has risks.
Never climb on an aircraft that has too many moving parts, that's all I'm saying
Bottom line... there are a bunch of attorneys waiting in the wings, no pun intended, salivating like wolves... to be continued.
They need to do a lost of possible questions people will probably ask that way most questions are answered
I have been trying to tell anyone who will listen that the last communication between the pilot and the air traffic controller was not heard by the pilot of the helicopter because he misunderstood the frequency that the prior controller told he to change to and that was 134.2 he repeated back "34.2" instead! It seems that he never was in contact with the hand-off between controllers in the final minutes of flight!
Since all aviation voice frequencies begin with 1, it is commonplace for the pilots to drop the first digit and repeat the part that matters. 34.2 is a correct read-back for 134.2 Mhz, no smoking gun here.
Nice to hear all parts of the US government are working together lol
On equipment requirements per NTSB... this was a "VFR 135" operated helo and to burden other operators with unnecessary equipment especially part 91 owners is I think an NTSB comment better left to FAA decision.
Vertigo ?
The Pilot took the same flight path Kobe was used to taking anyway on Saturday, but was way off course Sunday? Why the diversion? Everyone wants to think this pilot is so great but there are so many red flags, hopefully the investigators dig deeper. Seems like there was intent, foul play involved in this scenario perhaps? I can't justify this based off of just the weather. Kobe Bryant helicopter operator involved in 3 crashes before Calabasas tragedy
Weather was the diversion dumb-dumb
@@TheJoncic Yeah I dont think so. Looks like the pilot was the dumb-dumb. Dumb-dumb.
Did she just say she was a BORED member!!?? Jesus 9 people died,,and shes BORED!!??
"BOARD" as in a committee, not "bored" like she has nothing better to do. "BOARD" is part of the meaning in NTSB and is written on the intro at the very beginning.
I don't understand why a charter company does not require it's pilots to be experienced flying on instruments alone. It seems this pilot lost visual contact with his surroundings and then lost control of the aircraft.
the pilot should use his superior judgment to avoid getting in a situation that requires superior skills.
if you want to commit a crime , get an iphone. Apple is helping investigators with squat. if getting into a accident and you want loved ones and investigators to get information, get an android
I bet she was a fox in her younger days
the more i hear information about this, the more i think it was mechanical error. How can a guy be cruising safely and carefully in the fog, heading straight, and then out of nowhere, veer off, go peddle to the metal while doing a steep descent right into the mountain? something tells me when he made the left turn to go turn around, the chopper started to roll or fall on its left side, which caused it to just fall out of the sky. I think all passengers and pilot knew they were going down
Sounds like he decided to climb out of the fog and through VFR did not have a visual ref to keep on his trajectory while being disoriented in the fog. I'd be surprised if it were mechanical.
Go fly in a small cessna in the clouds. Your body will deceive you. You can feel like you are straight and level but you are actually banking in a dive. The only way to fly in clouds is with the flight instruments. Most fixed wing private pilots die within about a minute of flying into clouds. Look it up. VFR into IMC.... one of the biggest killers to private pilots. I am working on my instrument rating right now and I can attest to this personally. Your body will make you feel all kinds of things that are wrong when you are in the clouds. You can not fully understand this until you have experienced it.
Go to any pilot forum. Everyone is suspecting the same thing. CFIT. Controlled flight into terrain. It is not uncommon and even commercial airliners have done it.... We will have to wait for the NTSB report.
@@douglas7260 even in VFR couldn't he look at an altimeter and other basic instruments to see that was not in fact climbing? I totally agree with what you're saying but there has to be something to fall on right?
If he was cruising with less that the requisite visibility, he was flying illegal, which is neither safe nor careful.
GPWS!
TAWS!
Good old jip-wiz
EGPWS
Von W. 🙌🙌🙌
Did anyone think that maybe pilot had a heart attack or something of that nature?
no
Y’all think it stalled or som else?
ShoutAce my personal opinion is CFIT due to MVFR into IMC.
Alex Moose say what?
@@AMoose454 a distinct possibility... they will use a bunch of Aviation terms, in the final analysis will mean, P.E.
Iamkoool2 controlled flight into terrain due to pilot flying directly by flight instruments
Iamkoool2 easiest way to explain what I said:
Pilot flew in moderate weather that was declining. Pilot entered a cloud layer/fog so could no longer see his orientation in flight. He then proceeded to fly the helicopter straight into the hill under his own controls.
This is my own opinion but some facts support it.
When flying in clouds and fog you have to rely on your instruments to keep yourself in level flight. The NTSB is going to investigate and make sure those instruments were properly working.
Small thing, when you’re in clouds, you can be flying upside down but physically your body feels right side up. What do you trust, your gut feeling that you’re right side up, or your instrument panel that’s telling you you’re upside down. (The panel rarely lies).
Once again NTSB fails to have matching uniforms.
Pilot suicide? ?FAA is a joke! They knew there’s a problem with helicopters running into the ground! How ignorant not to have altitude warnings on Helicopters.
it would have been pointless - continuous false alarms.
She could have given a better briefing than that she didn't do a good job at all. And I need to put in Black boxes in helicopters that's what they need to do
Terrain awareness and warning system. The f
FAA should have listened to previous warnings. It would have prevented loss of life. Smh
If the FAA implemented every recommendation the aviation industry would go collectively bankrupt. Their primary job is NOT to make flying safer- its to enforce regulations that enhance safety, WHILE promoting and supporting the private aviation industry. i.e.- they are Required by their charter to consider the economic impact of regulation on the health of the aviation industry. The safest possible plane is one that no one can afford to build and operate, and so no on ever flies in it.
There is NO way that a terrain avoidance system would have prevented this crash. ( you hear them going off in every cockpit recording of a plane crashing )
The Pilot KNEW he was low over hilly terrain. He thought he could sneak under the cloud deck and over the freeway thru a low mountain pass... but ran out of visibility.
He may have been trying to execute a simple 180 to abort the attempt, and went into the cloud layer to gain ground clearance. When he started the turn he was well above the terrain... but the angle of his impact and his speed make it clear that he became disoriented as to his attitude and thought he was flying in a level banking turn when he was actually flying toward the ground... he may have wondered why his airspeed was going up, but by the time he saw the ground, just 100 feet below the bottom of the clouds, he was going so fast he could never have brought the helicopter to a stop before impact.
The NTSB will probably painstakingly eliminate every other potential cause of this crash and end up with an analysis like that above. They are almost certainly pretty sure that is what happened... but they need to make sure they have not overlooked anything.
What is confusing is that this pilot was not only instrument rated, but was a qualified instrument flight instructor. I don’t know why he didn’t just file IFR and fly in the clouds at an altitude well above terrain and where ATC could see him on radar and ensure he had a clear path, kept his eyes on his panel and ignored what his inner ear was telling him.
Even expert pilots can make mistakes.
@@christopherpardell4418 thanks for the clarification. The loss of life is so unfortunate. There's mechanical failure, weather and human error that possibly have a roll in certain disasters. You're absolutely right. The more safety regulations involved would have too much impact on overall dollars and cents.
TAWS is nothing but a radar altimeter with a horn attached. Synthetic vision might have helped him stay alive. If he stayed at 2300 ft without descending they would still be alive. 2000 fpm is a dive, 500 fpm would be normal. Why did he dive away from a safe altitude?
Claude what he did was to climb to be sure he could execute a 180, when he saw he could not make it thru the pass VFR. But in clearing the terrain, he flew into the low cloud deck. Flying VFR into instrument meteorological conditions is the second most common cause of fatal accidents in general aviation. Without external visual references, Your inner ear gives you false feedback as to your orientation in space... for example, if you are in a nose up climb, you feel yourself being pushed backwards into your seat by the force of gravity... however, if you are in a nose down dive, you feel the exact same sensation because of the acceleration downwards. It’s why it’s hard to learn to fly on instruments. You have to train yourself to totally ignore what you "feel", keep your eyes on your panel, and trust your instruments.
He got himself into a nose up climb, and was looking out the window trying to peer thru the fog... but when he started to dive, he was certain he was still climbing. By the time he exited the cloud deck, he would have been looking down toward his feet think that was Down... but Actual ‘down’ was out his front window.
By the time he cleared the cloud deck, he was moving at too high a speed to slow or pull out before hitting the ground.
The cautionary tale is that this guy WAS certified for IMC and yet he still lost track of his orientation in space within a minute of entering the cloud deck.
@@christopherpardell4418 if your a CFII helicopter instructor you are capable of instrument flight. That dosent guarantee you won't get vertigo. Making turns causes vertigo. I have no idea why he made a dive at the ground at 2000 fpm
FAA expect some lawsuits and helicopter companiy
Of course the FAA would not take the NTSB seriously. Who else is not surprised.
If she can’t identity whose next to her how can she finish an investigation?