My sincere condolences to family members, loved ones, and friends to all who lost their lives in this terrifying accident. I pray knowledge can be learned from this that will prevent others from experiencing this type of horrible fate.
The PC 12 as well as the PC24 are rated to fly as single pilot aircraft ! But i think there are certain times where there should be two pilots ! Med Vac aircraft being one of those ! I wonder if they had a icing problem on this flight ? Prayers for all on board !
@@jimw1615 looks like possibly with losing the horizontal stabilizer on breakup , the tail starts to fall as it is no longer flying itself. This could put the aircraft into a more flat trajectory with some forward momentum. But impacting at that speed, even possibly reduced somewhat, would certainly open it up as it is seen here. Such a horrible tragedy that will affect so, so many people.😢
Time is critical and if that hospital doesn’t have what the patient needs but another does then they will do what they can to move the patient. Another possibly is if this flight was hired by the patient (or friend or family) to relocate them to a hospital closer to maybe family.
I think there is much more going on here than patient care. More like some organisation getting kick backs along the way for transporting patients in weather that God does not go out in.
A lot of questions about being on auto pilot? Autopilots have their place and also their limitations. Air accident investigation reports and even aircraft manufacturers show that when autopilots exceed their limits of operation, they will disconnect faster than an F-18 pilot pulling the ejection handle! This has caught many unsuspecting pilots who are then instantly left with an aircraft that is now feeling the full brunt of the severe turbulence and will be out of control in a split second.😢
That’s for sure. They normally will disengage in severe turbulence. It’s crazy to have gone flying knowing the turbulence that was reported. From what I understand, the medvac pilots don’t know anything about the patient or their condition prior to accepting the flight, so that their only focus is “should I and can I fly this mission?” without the external pressure of why they need the flight.
@@F1fan007 the pilot was aware he was transporting an organ recipient, or at the very least a person in need of medical attention. The saddest part is that the patient was stable when they departed. Just had to get to Utah before the donated organ expired.
Not sure about the same time departures, but airlines cancelled flights in and out of Reno all day long due to visibility problems. We had heavy snow and wind all day long. Makes me wonder why this small plane would even attempt to fly. Guess we need to wait for answers.
My suspicion is a de-ice system lock out due to accumulated moisture in the system. This is a known issue, but unless the pilot adopts the unwritten procedure to cycle the de-ice system prior to flight, it can have you taking off into icing where trapped moisture freezes and locks out your de-ice boots. Unfortunately the pilots finds out only after they have allowed enough ice to built up that they need the boots, then to have the de-ice system lock out leaving you with a ice loaded airplane. A resulting stalled wing would cause a roll to one side and if the pilot attempts to maintain altitude result in an accelerated stall inducing structural failure loads on the airframe resulting in total loss of control and the aircraft. The above is my experience in the PC-12 exactly like the one lost in this accident. My pre-flight checks anytime icing was suspect ALWAYS involved cycling the de-ice system BEFORE take-off and immediately after starting engine to introduce warm DRY air into the de-ice control valves. Also it allows a test of the system for proper pressure built up and testing of the control valves. Currently there are NOT prescribed procedures for testing before flight into known or suspected icing. A procedural change will be required to adopt this test of the system before every flight into freezing conditions.
It's looking more and more like spatial disorientation while in IMC, followed by airframe break up slightly prior to impact. There is local security audio that supports this. Single pilot night IMC is a very dangerous mission to take on and sadly this outcome might be more common as the pilot shortage continues.
@@jameshisself9324 at first glance it’s the easiest to assume spacial disorientation. But the PC-12 has a very good autopilot and the extremely stable characteristics make this less likely over other aircraft. This airplane made two right turns, this is not typical of a spacial disorientation event where it’s typically a single death spiral. If the pilot attempted to reset the de-ice lock out (located left and behind the pilot seat), this could have blown the boots in the left wing prior to lock-out a second time, but a failed valve on the right wing would have resulted in a roll moment exceeding the control authority of the ailerons. FL200 is getting into thin air, reduced control authority combined with an iced up wing and one clean wing would certainly explain the two turns and the final descending right spiral culminating in a break up due to excess G’s from the aircraft rolling into a 90° turn in a descending and increasing dive. The De-Ice lockout was installed specifically by Pilatus to preclude an inflight reset because of the possibility of a loss of control. This was not an inexperienced pilot, and I feel it’s safe to assume he was familiar with the lockout reset as was I when flying this exact model of PC-12.
Thank you for your valuable comment. I hope the NTSB will look into that possibility. On a slightly different note I'm also wondering if a failed valve on the right wing and subsequent fast ice accumulation in moderate to severe icing conditions might go unnoticed at first ( Can the pilot easily check the right leading edge ? "Peep hole" only on the left side? ). The first right turn then due to the autopilot dropping out ....manual correction ... but a little later not possible anymore due to aileron authority vs growing ice accumulation on the right wing.....
@@FlyHighAndFar The PC-12 monitors the actual pressure in each de-ice boot segment. If the system senses “low pressure” when the valve is commanded to cycle open, the system closes all valves and locks out the system. This prevents “asymmetric” boot activation.
@@petebaranko5468 I hear you, but given the audio recording it's easily the most likely scenario. The mid flight break up was due to the over G and over speed conditions brought on by the SD. Are you disputing this? Do you have a more reasonable explanation? Nothing is decided and far too little is known at this point to rule anything out, I'm just operating in probabilities here.
The remains show the aircraft wasn't severely nose-down when it impacted the ground. It would be educational to know the flight dynamics that allowed that to be the case without the horizontal stabilizer and elevators attached at the time of impact.
There was a crash of a Malibu with PT-6 turbine conversion in my area, very similar in that these were both graveyard spiral dive's and over G over speed crashes, in the Malibu both wings were gone and the aircraft landed horizontally with less damage than this PC-6 but still no survivors sadly. Here it does appear it was near horizontal but it really came apart, hard to imagine the forces it was subjected to, incredible
@@wadesaxton6079 my thoughts too. Right hand outer 1/3 of the wing is severed indicating that was the low wing upon impact. Left hand wing aileron is in full deflection up. Very sad for everyone involved as that's a very well made aircraft.
If I remember right the other major pieces were only a quarter mile away. I'm wondering if he was pulling out of it and everything snapped off as he got level very close to the ground, and just kind of belly flopped it in.
Given the ADSB rate of decent, I am shocked so much of the plane remained. No fire? I expected a smoking hole in the ground. Something doesn’t add up. This is going to require some serious investigation to figure out. RIP to the crew.
Split second belly flop....the crease at the side panel shows this angle,,,,,sad,,,,it lost it tail!..ice up maybe?...definate flat spin.,,,,rip.prayers to familys.land o' lakes,wi.
How much pressure does anyone have to go through to saying no go situation ? Nevertheless not no one has to be punished or loose their jobs for being safe in Aviation Industry.
It's a lot of self imposed pressure. This is 'care flight', so the pilot does this to save people's lives. Not sure of the patient details for this one, but it may have been life threatening for them if he didn't fly. Either that or the pilot mentality is that it was, so they have more comfort with higher risk than they should have. Another version of get-there-itis.
If the information I found is correct, the hospital at the take-off site has around 500 beds and should be able to provide almost all the necessary treatment. Secondly, there is a video with parts of the radio traffic between the tower and the pilot before take-off where you can understand that the visibility and the ground are so bad that you can hardly see the runway. Above a certain cruising altitude, you would actually have to switch to autopilot in this weather. It flies more accurately than a pilot who can barely see anything. Unfortunately, nobody knows whether the pilot did that or whether the autopilot jumped out just before the last circle where the screw began, and without a flight recorder it will hardly be possible to determine that. With a 20-year-old aircraft, regular maintenance is certainly more demanding than with a new one. Only the NTSB can find out what the real reason for the crash was. I suspect a combination of weather, disorientation due to poor visibility and then the stress for the pilot at the end.
This was a very, very violent crash. I'm glad the occupants didn't have to suffer. Hope other pilots will learn from this and we can avoid future accidents. Get-There-Itus kills far too many pilots.
@@francinecorry633 I’m sure they were terrified when the airplane started coming apart. But that’s not the same as being on the ground with severe injuries in the freezing cold.
Its time these kind of operations are required to have full FDR, CVR and airline-level training for the pilots. Oh and also require two-crew at all times. This flight should have been a no go from the start. But the reality is pilots are under massive pressure to go which is just terrible. NTSB is amongst the best in the world, im sure they will get to the bottom of what caused this tragedy.
It's the dual pilot that is the key need in this scenario. This is turning out to most likely be spatial disorientation in IMC, and the best prevention for that is 2 pilots. Either that or some kind of auto-pilot override that takes the plane away from the pilot, which is very unlikely to even get developed or turned on if it ever did. Pilots want no part of that.
The train from Reno to Salt Lake City departs at specific times every 2 days and takes about 12 hours and has no accommodations for medical transport. Not exactly useful in an emergency.
This is so sad because it is very similar to a crash over 287 inNJ years ago in a TBM 700 belive last known flight into icing was 19k ft in that one too, break up in flight. These airplanes are NOT good for known flight into icing . They’ll get you out of quick encounters but you CAN NOT stay in those conditions. Please learn From this so we aren’t reading about this same Thing in a few more years. Ice equals reduced lift and heavier weights, add turbulence and a climb and this is bad news. In the 287 out of teeterboro they should have descended not followed ATC and climbed. (Unable) idk what the ATC recoding sounds like on this one but in my opinion ALL ATC should be required to be pilots not worry about bachelors degrees only a pilot knows what it’s like to be up there, what’s a bachelors degree do for a pilot who hangs in the balance up in the sky counting on ATC wisdom and getting a Kid out of college w zero flight experience . Nothing but seat time gives you that knowledge and NOT in a simulator .
Its impossible to live with 100% safety but risk can be MANAGED. In this example the pilot should have said "We are not going" but in reality they are sadly under pressure to do so. In your every day life you manage risk without realizing it so that you can live longer. You dont run across a road with eyes closed, you look left and right and then cross. You just managed risk. So yes accidents happen but though risk management we can live a much safer life.
'Accidents' do not happen. Every mishap has a chain of events leading to it, and if that chain is broken the mishap does not happen. Aviation does not even use the word 'accident' for this very reason.
How many of these Guardian Flights inside a few months have to go down before they’re flight permissions are revoked? This is what, four accidents in as many months? Promech in Ketchikan was shut down for this many accidents. What makes these guys special?
So sorry for this tragic preventable acccident. Single pilot IFR in IMC is very risky and should be conducted with TWO qualified and current pilots. Strange how a sub 12000 pound PC 12 plows into the ground at high speed and leaves a huge debris field yet the Shanksville 757 was swallowed up by mother earth! No wreckage! Makes you wonder!
Who said no wreckage was found at shanksville? Aluminum hitting the ground at 600 mph isn’t gonna leave much of any shape you would recognize as an aircraft but maybe the engines that were 20’ under ground.
@@Plutogalaxy There is no wondering...no doubt....250k lb aircraft do not disappear into the ground with very little to no debris. Case in point Swiss Air 111 which impacted the ocean at high speed and still there was huge debris left. UA 93 could not be swallowed up by mother earth. There would have been a huge debris field of aircraft parts, seats luggage engine components which are largely comprising mostly of advanced alloys and if the AC was in a vertical dive would still have left huge impressionable in the ground. But an eyewitnesses described an aircraft flying over at low altitude and high speed and much smaller than a Boeing airliner....smacks of inside job and Tomahawks missile in the livery of United Airlines. Anyways I'm off topic.... focus should be on the tragic loss which just occured. God bless!
That Aircraft is not required for more than single pilot operations. You state it was preventable yet have no knowledge of how this occurred..... See where I'm going with this? Have some respect, some of their families may read this.... And you want to bring up 911... Smfh
After hours of combing through the wreckage, the NTSB concluded it was likely aviation related as a ship’s anchor and railroad tracks had not been located.
My sincere condolences to family members, loved ones, and friends to all who lost their lives in this terrifying accident. I pray knowledge can be learned from this that will prevent others from experiencing this type of horrible fate.
Some of the best of us humans walking the planet earth went down in that plane...pure sadness. God bless them and all their loved ones.
They really need to put flight data recorders in these MEDEVAC air crafts
The PC 12 as well as the PC24 are rated to fly as single pilot aircraft ! But i think there are certain times where there should be two pilots ! Med Vac aircraft being one of those ! I wonder if they had a icing problem on this flight ? Prayers for all on board !
What a tragedy. Hard to imagine people were sitting around those windows. So sad, but single pilot at night in that k8nd of weather raises eyebrows.
Ads-b was showing nearly a 30,000 fpm descent on impact, I was not expecting to see an aircraft at all...
ADS-B data was lost during the descent well before impact with the ground, however.
@@jimw1615 looks like possibly with losing the horizontal stabilizer on breakup , the tail starts to fall as it is no longer flying itself. This could put the aircraft into a more flat trajectory with some forward momentum. But impacting at that speed, even possibly reduced somewhat, would certainly open it up as it is seen here.
Such a horrible tragedy that will affect so, so many people.😢
30,000 fpm =hitting the ground at nearly 350 mph.
tragic loss. my condolences to the families and loved ones.
Terribly saddening.
In better shape that I would have thought. Maybe it didn't continue straight down when it broke up mid air.
How critical does a patient have to be , that they move them from one perfectly good hospital to another in the worst weather.
Time is critical and if that hospital doesn’t have what the patient needs but another does then they will do what they can to move the patient. Another possibly is if this flight was hired by the patient (or friend or family) to relocate them to a hospital closer to maybe family.
@@williamfey62_40 this company has had 4 accidents within a couple years I believe, it could have something to do with their practices
@@williamfey62_40 Are you suggesting that a hospital does not have what a patient needs, and still calls itself a Hospital.
I think there is much more going on here than patient care. More like some organisation getting kick backs along the way for transporting patients in weather that God does not go out in.
Transplant is one reason.
Very sad indeed 😢
A lot of questions about being on auto pilot? Autopilots have their place and also their limitations. Air accident investigation reports and even aircraft manufacturers show that when autopilots exceed their limits of operation, they will disconnect faster than an F-18 pilot pulling the ejection handle!
This has caught many unsuspecting pilots who are then instantly left with an aircraft that is now feeling the full brunt of the severe turbulence and will be out of control in a split second.😢
That’s for sure. They normally will disengage in severe turbulence. It’s crazy to have gone flying knowing the turbulence that was reported. From what I understand, the medvac pilots don’t know anything about the patient or their condition prior to accepting the flight, so that their only focus is “should I and can I fly this mission?” without the external pressure of why they need the flight.
@@F1fan007 the pilot was aware he was transporting an organ recipient, or at the very least a person in need of medical attention. The saddest part is that the patient was stable when they departed. Just had to get to Utah before the donated organ expired.
I'm curious to know if any airlines were departing around that time or did they cancel flights?
Not sure about the same time departures, but airlines cancelled flights in and out of Reno all day long due to visibility problems. We had heavy snow and wind all day long. Makes me wonder why this small plane would even attempt to fly. Guess we need to wait for answers.
My suspicion is a de-ice system lock out due to accumulated moisture in the system. This is a known issue, but unless the pilot adopts the unwritten procedure to cycle the de-ice system prior to flight, it can have you taking off into icing where trapped moisture freezes and locks out your de-ice boots. Unfortunately the pilots finds out only after they have allowed enough ice to built up that they need the boots, then to have the de-ice system lock out leaving you with a ice loaded airplane. A resulting stalled wing would cause a roll to one side and if the pilot attempts to maintain altitude result in an accelerated stall inducing structural failure loads on the airframe resulting in total loss of control and the aircraft.
The above is my experience in the PC-12 exactly like the one lost in this accident. My pre-flight checks anytime icing was suspect ALWAYS involved cycling the de-ice system BEFORE take-off and immediately after starting engine to introduce warm DRY air into the de-ice control valves. Also it allows a test of the system for proper pressure built up and testing of the control valves.
Currently there are NOT prescribed procedures for testing before flight into known or suspected icing. A procedural change will be required to adopt this test of the system before every flight into freezing conditions.
It's looking more and more like spatial disorientation while in IMC, followed by airframe break up slightly prior to impact. There is local security audio that supports this.
Single pilot night IMC is a very dangerous mission to take on and sadly this outcome might be more common as the pilot shortage continues.
@@jameshisself9324 at first glance it’s the easiest to assume spacial disorientation. But the PC-12 has a very good autopilot and the extremely stable characteristics make this less likely over other aircraft.
This airplane made two right turns, this is not typical of a spacial disorientation event where it’s typically a single death spiral.
If the pilot attempted to reset the de-ice lock out (located left and behind the pilot seat), this could have blown the boots in the left wing prior to lock-out a second time, but a failed valve on the right wing would have resulted in a roll moment exceeding the control authority of the ailerons.
FL200 is getting into thin air, reduced control authority combined with an iced up wing and one clean wing would certainly explain the two turns and the final descending right spiral culminating in a break up due to excess G’s from the aircraft rolling into a 90° turn in a descending and increasing dive.
The De-Ice lockout was installed specifically by Pilatus to preclude an inflight reset because of the possibility of a loss of control.
This was not an inexperienced pilot, and I feel it’s safe to assume he was familiar with the lockout reset as was I when flying this exact model of PC-12.
Thank you for your valuable comment. I hope the NTSB will look into that possibility.
On a slightly different note I'm also wondering if a failed valve on the right wing and subsequent fast ice accumulation in moderate to severe icing conditions might go unnoticed at first ( Can the pilot easily check the right leading edge ? "Peep hole" only on the left side? ). The first right turn then due to the autopilot dropping out ....manual correction ... but a little later not possible anymore due to aileron authority vs growing ice accumulation on the right wing.....
@@FlyHighAndFar The PC-12 monitors the actual pressure in each de-ice boot segment. If the system senses “low pressure” when the valve is commanded to cycle open, the system closes all valves and locks out the system. This prevents “asymmetric” boot activation.
@@petebaranko5468 I hear you, but given the audio recording it's easily the most likely scenario. The mid flight break up was due to the over G and over speed conditions brought on by the SD. Are you disputing this? Do you have a more reasonable explanation? Nothing is decided and far too little is known at this point to rule anything out, I'm just operating in probabilities here.
Strange impact ...
I wonder why there was particular urgency for this flight. What was needed medically that wasn't available in Reno?
“ If You can’t afford to wait,
Then you can’t afford to fly “
The weather in northern Nevada has been rough all winter
And it's still rough today. I80 is shut down again over the pass. Reno is forecast for another 3 - 6" today
My guess is when they find the tail, the pitch trim will be found in the extreme N/D position.
The remains show the aircraft wasn't severely nose-down when it impacted the ground. It would be educational to know the flight dynamics that allowed that to be the case without the horizontal stabilizer and elevators attached at the time of impact.
Yes there is either some crazy great piloting going on or things are not as they seem.
There was a crash of a Malibu with PT-6 turbine conversion in my area, very similar in that these were both graveyard spiral dive's and over G over speed crashes, in the Malibu both wings were gone and the aircraft landed horizontally with less damage than this PC-6 but still no survivors sadly. Here it does appear it was near horizontal but it really came apart, hard to imagine the forces it was subjected to, incredible
They tend to flutter down not dart in after a breakup.
@@wadesaxton6079 my thoughts too. Right hand outer 1/3 of the wing is severed indicating that was the low wing upon impact. Left hand wing aileron is in full deflection up. Very sad for everyone involved as that's a very well made aircraft.
If I remember right the other major pieces were only a quarter mile away. I'm wondering if he was pulling out of it and everything snapped off as he got level very close to the ground, and just kind of belly flopped it in.
Very sad...
Given the ADSB rate of decent, I am shocked so much of the plane remained. No fire? I expected a smoking hole in the ground. Something doesn’t add up. This is going to require some serious investigation to figure out. RIP to the crew.
There is more often _not_ a fire in a plane crash. The hot part is up front, Jet-A isn't that easy to light up.
Agree. This one is one for the books.
Condolences to the families.
Photos of the aircraft remains appear to be similar to those of a flat spin.
Dan kuiper to take a check ride 6 days no time in aircraft good luck
RIP 🙏
Looks like the aircraft went into a flat spin, after it broke apart, but that's just a guess.
Split second belly flop....the crease at the side panel shows this angle,,,,,sad,,,,it lost it tail!..ice up maybe?...definate flat spin.,,,,rip.prayers to familys.land o' lakes,wi.
How much pressure does anyone have to go through to saying no go situation ? Nevertheless not no one has to be punished or loose their jobs for being safe in Aviation Industry.
On these particular flights, if any crew member, including the nurse or medic, says no go, it's a no-go. No job, jeopardy.
It's a lot of self imposed pressure. This is 'care flight', so the pilot does this to save people's lives. Not sure of the patient details for this one, but it may have been life threatening for them if he didn't fly. Either that or the pilot mentality is that it was, so they have more comfort with higher risk than they should have. Another version of get-there-itis.
Reminds me of the road repair crews. 1 guy working and 8 watching. Our Tax dollars at work.
If the information I found is correct, the hospital at the take-off site has around 500 beds and should be able to provide almost all the necessary treatment.
Secondly, there is a video with parts of the radio traffic between the tower and the pilot before take-off where you can understand that the visibility and the ground are so bad that you can hardly see the runway. Above a certain cruising altitude, you would actually have to switch to autopilot in this weather. It flies more accurately than a pilot who can barely see anything. Unfortunately, nobody knows whether the pilot did that or whether the autopilot jumped out just before the last circle where the screw began, and without a flight recorder it will hardly be possible to determine that.
With a 20-year-old aircraft, regular maintenance is certainly more demanding than with a new one.
Only the NTSB can find out what the real reason for the crash was. I suspect a combination of weather, disorientation due to poor visibility and then the stress for the pilot at the end.
Severe turbulence took the tail off?
That's what I think
A lot if patience and testing....
RIP
Question is who was on the flight.
This was a very, very violent crash. I'm glad the occupants didn't have to suffer. Hope other pilots will learn from this and we can avoid future accidents. Get-There-Itus kills far too many pilots.
From 19,000ft. there was plenty of time to suffer.
@@francinecorry633 I’m sure they were terrified when the airplane started coming apart. But that’s not the same as being on the ground with severe injuries in the freezing cold.
@@RealRickCox Judging how the aircraft is mostly one with the dirt, everyone on board would've been killed instantly.
Not the way to go 😔
A final destination special
Single pilot operation in the mountains with bad weather and IFR conditions is the problem here.
The plane actually never went near a mountain, departure was down a valley, then a turn to follow another valley.
@@SoloPilot6 .... I can't tell if this is satire or not
@@connorhale599 Then you need to learn something about the terrain in northern Nevada.
@@SoloPilot6 Correct, the peaks in this area are in the 7,000 ft range ,and only about 2500 ft above the valley floor.
Its time these kind of operations are required to have full FDR, CVR and airline-level training for the pilots. Oh and also require two-crew at all times. This flight should have been a no go from the start. But the reality is pilots are under massive pressure to go which is just terrible. NTSB is amongst the best in the world, im sure they will get to the bottom of what caused this tragedy.
It's the dual pilot that is the key need in this scenario. This is turning out to most likely be spatial disorientation in IMC, and the best prevention for that is 2 pilots. Either that or some kind of auto-pilot override that takes the plane away from the pilot, which is very unlikely to even get developed or turned on if it ever did. Pilots want no part of that.
Sounds like we need to ask our selves , are these flights nessary to save lives or just because they were chartered flights ?
That’s a question for the 2 physicians that decided this transfer was necessary. At this point we don’t know that it was or not.
what about the train?
The train from Reno to Salt Lake City departs at specific times every 2 days and takes about 12 hours and has no accommodations for medical transport. Not exactly useful in an emergency.
This is so sad because it is very similar to a crash over 287 inNJ years ago in a TBM 700 belive last known flight into icing was 19k ft in that one too, break up in flight. These airplanes are NOT good for known flight into icing . They’ll get you out of quick encounters but you CAN NOT stay in those conditions. Please learn From this so we aren’t reading about this same
Thing in a few more years. Ice equals reduced lift and heavier weights, add turbulence and a climb and this is bad news. In the 287 out of teeterboro they should have descended not followed ATC and climbed. (Unable) idk what the ATC recoding sounds like on this one but in my opinion ALL ATC should be required to be pilots not worry about bachelors degrees only a pilot knows what it’s like to be up there, what’s a bachelors degree do for a pilot who hangs in the balance up in the sky counting on ATC wisdom and getting a Kid out of college w zero flight experience . Nothing but seat time gives you that knowledge and NOT in a simulator .
Accidents happen its part on life .Rest in Peace.
Its impossible to live with 100% safety but risk can be MANAGED. In this example the pilot should have said "We are not going" but in reality they are sadly under pressure to do so. In your every day life you manage risk without realizing it so that you can live longer. You dont run across a road with eyes closed, you look left and right and then cross. You just managed risk. So yes accidents happen but though risk management we can live a much safer life.
'Accidents' do not happen. Every mishap has a chain of events leading to it, and if that chain is broken the mishap does not happen. Aviation does not even use the word 'accident' for this very reason.
How many of these Guardian Flights inside a few months have to go down before they’re flight permissions are revoked?
This is what, four accidents in as many months?
Promech in Ketchikan was shut down for this many accidents. What makes these guys special?
So sorry for this tragic preventable acccident. Single pilot IFR in IMC is very risky and should be conducted with TWO qualified and current pilots. Strange how a sub 12000 pound PC 12 plows into the ground at high speed and leaves a huge debris field yet the Shanksville 757 was swallowed up by mother earth! No wreckage! Makes you wonder!
That’s because shanksville 757 was a big lie, like most of the other events that day
Who said no wreckage was found at shanksville?
Aluminum hitting the ground at 600 mph isn’t gonna leave much of any shape you would recognize as an aircraft but maybe the engines that were 20’ under ground.
@@Plutogalaxy There is no wondering...no doubt....250k lb aircraft do not disappear into the ground with very little to no debris. Case in point Swiss Air 111 which impacted the ocean at high speed and still there was huge debris left. UA 93 could not be swallowed up by mother earth. There would have been a huge debris field of aircraft parts, seats luggage engine components which are largely comprising mostly of advanced alloys and if the AC was in a vertical dive would still have left huge impressionable in the ground. But an eyewitnesses described an aircraft flying over at low altitude and high speed and much smaller than a Boeing airliner....smacks of inside job and Tomahawks missile in the livery of United Airlines. Anyways I'm off topic.... focus should be on the tragic loss which just occured. God bless!
That Aircraft is not required for more than single pilot operations. You state it was preventable yet have no knowledge of how this occurred..... See where I'm going with this? Have some respect, some of their families may read this.... And you want to bring up 911... Smfh
Shanksville's cockpit got strafed by F-16's. Look at the FDR data and you'll see it happening on the tape.
Not to disrespect the gravity of this incident and the import of the NTSB’s work, but…
Missed opportunity to call it NTSB-roll.
Stupid! 👎🧐
Too soon
😅😅
I don’t know why the NTSB has to investigate… it seems that all the answers to this tragic event are right here on RUclips.
Looks like it may have been flat spin
Single pilot complex single engine night IFR in IMC icing. No no no no no go
Not one sign of fire ,no tail ,God rest their souls .
Call Dan Gryder! He has the answers. He'll travel to the crash site five years from now to authenticate his conclusions. 👍
eat sheet
Too late. Juan Browne has already figured it out.
Spatial disorientation.
@@aacassens Were you there in the cockpit with the pilot??🧐
@@lynndale4718 They are a real pair!!
After hours of combing through the wreckage, the NTSB concluded it was likely aviation related as a ship’s anchor and railroad tracks had not been located.
What about the banana peel and turtle shells everywhere?
The plane was overloaded. He should've kept to 15000ft Altitude.