Pilot's IMPROPER DECISION to attempt VFR in IMC | Lost Control & CRASHED!!
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- Опубликовано: 28 сен 2024
- #aircrash #mayday #atc
On 20 May 2018, #N1101X pilot's improper decision to attempt a visual flight rules flight in instrument meteorological conditions, which resulted in a loss of control during a turn.
• Pilot's IMPROPER DECIS...
Narrative:
After receiving commercial and flight instructor certificates with a designated pilot examiner (DPE), the instrument-rated commercial pilot planned to fly back to his home airport the following day. The DPE reviewed weather with the pilot and advised him to delay the flight 2 days due to poor weather; however, the following day, the pilot attempted the visual flight rules flight in instrument meteorological conditions with mountain obscuration. Before departing on the flight, the pilot received three weather briefings and all three contained information regarding instrument flight rules conditions with mountain obscuration.
The pilot was receiving flight following services from air traffic control, while proceeding southeast, in clouds, below the minimum vectoring altitude, near mountainous terrain. The controller suggested a westbound turn for lower terrain and continued radar coverage. The airplane briefly turned to a westbound heading, then turned back to a southeast heading. About 4 miles later, the controller again advised the pilot that, if he continued on the present heading, radar coverage would be lost. The pilot asked again what heading he should fly and the controller responded westbound, to which the pilot responded, "westbound heading 270." Radar and radio contact were lost during the second westbound turn. The last radar target indicated an altitude of 3,500 ft msl and groundspeed of 218 knots about 1,000 ft from the accident site, which was located at an elevation about 2,625 ft msl.
Examination of the accident site revealed a 60-ft debris path on a 265° course through trees, consistent with a 45° nose-down attitude at impact. Examination of the wreckage did not reveal any preimpact mechanical malfunctions. The pilot had entered clouds and was trying to fly clear of clouds. The conditions were conducive to the development of spatial disorientation; however, the extent to which spatial disorientation played a role could not be determined as the descent could have also been the result of an uncoordinated turn or distraction.
Probable Cause: The pilot's improper decision to attempt a visual flight rules flight in instrument meteorological conditions, which resulted in a loss of control during a turn.
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Kudos to ATC who did everything he could to help. Shouldn't ignore that.
This guy was instrument rated and just the day before he successfully completed examinations for Commercial Pilot license and the Certified Flight Instructor rating. How did the flight go wrong? Interesting that his examiner recommended not doing the flight home for two days due to wx. Did the examiner believe the pilot was not actually proficient?
Instrument rating doesn’t make anyone invisible, invincible, magical or bulletproof. It does not mean the newly instrument rated pilot can fly through thunderstorms and heavy rain, especially in the mountains. Taking the 270 offered probably would have saved his life. Best to avoid going forward when they say “moderate precipitation at your 11/12/1 o’clock.” Maybe “Copy… Copy…. Copy” isn’t the best approach. No logical reason to blame the DPE. It still comes down to good (or bad) ADM. And maybe getting IFR, commercial, and CFI almost simultaneously isn’t the wisest thing to do, also from an ADM standpoint. Some people rush what simply takes time. Doesn’t do any good to rush, if you don’t make it.
Instrument qualified pilots are capable of flying both in instrument meteorlogical conditions and visual meteorlogical conditions. Attempting to fly in both at the same time is a very bad idea, regardless of experience.
It is really mind blowing how some pilots become complacent and lack required situational awareness while in the cockpit, really scary.
Pilot flying beyond their training; ALWAYS ENDS IN DISASTER!
Instrument rated pilot. Chose to scud run instead of file or get a pop up IFR. I'd be curious what the OATs were like at that time, altitude and location. Late May... but pretty far North. Suppose that is my best guess; afraid to fly into a freezing cloud layer with no way to deal with icing.
Just park the darn thing and live another day.
People gotta make good decisions. Even the macho people.
High and in and out of clouds is the absolute worst way to fly marginal VFR. Had he stayed down low where he could see well he could have seen that he could not make his destination and turned back. At worst, we can see that landing off field may now be the only stay alive option. To fly IMC comfortably we must have confidence in our ability to fly IMC comfortably.
And have an instrument rating, he did not.
Thats not good going low in mountainous terrain. Not a good mix.
@@edwardrichardson5567 Agree. Not a good mix. However, if mission dictates, starting low and working in one major drainage system is best. I was Army medevac. Twin engine airplanes are at a great advantage in marginal VFR in the mountains. He didn't go into his flight thinking I might have to land on a road, and thus, he should not have gone. IFR, the safe way for a twin, was not safe for not instrument pilot or even not current and confident pilot.
Why did he go VFR, and why did the DPE recommend he delay the flight when he was IFR rated? It was in mid May so probably not an icing issue, or was it? I fly through this area and prefer to go IFR unless it's severe clear and I want to sight-see a bit. Something doesn't add up here.
The DPE didn’t make bad decisions here.
@@RetreadPhoto Nothing I said implied he did, how do you read that into my comment? But I am wondering about the reasons he urged the flight to be delayed, such as his perception of pilot ability and experience, knowing something about the specifics of the weather at the time, and so forth. Knowing this might shed some light on what went wrong here.
@@flyer617doesn’t matter. It’s called “pilot in command.” Everything he does is his choice. This was simply a bad choice, if not a string of them. Didn’t listen to a DPE. Didn’t listen to the controller’s warnings. And a good number of the 5 hazardous attitudes.
A commercial license and instructor rating does not equal an instrument rating. There are tons of instructors and commercial guys without instrument ratings, float guys in Alaska, crop dusters, helicopter pilots, etc. This guy was not instrument rated. That is why the examiner suggested he wait for VFR conditions. Duh!
he was instrument rated though.
IT WAS ALL THE CONTROLLERS FAULT....
How so! 🧐
@@Flight_Follower I have you seen your videos. all controllers are all incompetent....
@@AlbertHess-xy7ky It seems your the incompetent one.
@@billyjack3361
What have i done that was incompetent, BillyBob, other than watch this silly channel
@@Flight_Followerhuh ? ATC was not pilot in command - WTF ?
This controller did a A plus’s job. Unfortunately the pilot did not.
The controller warned the pilot multiple times about mountainous terrain. He tried.
Offered a great maneuver west around the whole event also. Who wouldn’t take that? Or WHY wouldn’t they? We never get to find out.
Very unexpected.
Yeah. RIP
Great job on the map 👍
Don't recall this one. RIP.
Lack of instrument currency was the cause?
He was an instrument rated CFI.
Therefore, spatial disorientation should not have happened.
Thanks for your appreciation.
pilot's improper decision to attempt a visual flight rules flight in instrument meteorological conditions, which resulted in a loss of control during a turn.
Someone should start a channel with a hidden camera on training flights. A lot on newly certified CFIs are sloppy and have poor ADM skills. 4 years at college doesn’t make an aviator.
@@f35bonanza
I wonder if his area continued to let DPEs conduct initial CFI exams.
This accident was 2018.
In 2002, I had a guy from Buffalo, NY train with me in Florida,
because the Buffalo, NY area required initial CFI applicants to test directly with the FAA, not a DPE.
Believe the same happened around Washington, DC area.
In 25 years, I'm not aware of any negative consequences from DPEs certifying initial CFIs in Florida.
I'm a sample size of one -
But I was grilled, fairly, during a 1.5 hour oral exam,
including teaching a randomly selected lesson, then a 2.5 hour flight exam.
@@f35bonanzaI flew with an instructor from a school he had usual attitude another time with the same instructor I refused to go into a cloud towering cloud right in the middle atc was wanting to me do. Went around and the plane behind me both student and instructor had unusual attitude during the cloud.
He asked me how did I know and then signing logbook he told me that I had more actual time than he did.
@@gshiver what?