The Tragic Flight of N79NX - Events Leading to the Loss of Control of the Pilatus PC12
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- Опубликовано: 23 фев 2023
- The tragic flight events on February 13, 2022 of N79NX were recreated with the NTSB preliminary report. (New video with cockpit voice data transcript reveals more information • Complete Voice Data Re... )
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There are many possible reasons that led to the loss of control in this airplane. Hopefully, the final report from the NTSB will shed light on the exact cause of this accident.
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Timstamps:
Introduction 0:07
13:35 Departure 0:43
13:38 ATC 1:59
13:41 No Response 2:24
13:49 RNAV Request 3:30
13:52 Cleared to CIGOR 4:41
13:58 Last transmission 5:18
Climb to 4700' 5:38
Radar Contact Lost 6:24
What went wrong? 7:25
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(Condolences to all the families associated with this accident)
Please feel free to leave your thoughts.
Links to further explore the details of this flight:
NTSB preliminary report: data.ntsb.gov/carol-repgen/ap...
Blancolirio: • NTSB Preliminary Repor...
Kathryn's Report: www.kathrynsreport.com/2022/02...
FlightAware: flightaware.com/live/flight/N...
The channel is not a representative of the NTSB. The channel incorporates the hard work of the NTSB (public domain reports) into flight simulator re-enactments where possible to provide concise summaries of the aviation accidents to the lay public.
#planecrash #emergency #documentary
Excellent narrative as to WHAT happened based on known facts. The most interesting question now is WHY did it happen - what was happening in the cockpit? what was the pilot’s state of mind?
I wish all modern airplanes like Pilatus or Cirrus were equipped with both cockpit voice recorders and cameras. The fatal accident rate in GA remains around 1 in 100,000 flight hours and hasn’t improved much in decades. If we want to get to 1 in 1 million flight hours then we’ll need both MUCH BETTER diagnostic data to understand WHY accidents happen, and then use this data to continue improving scenario based training.
GA aircraft investigations will never receive as much scrutiny as airline accidents. It follows therefore that unless we conceive of systems and methods for airplanes to effectively self-diagnose accident cause(s), we’ll never know enough about the accidents to prevent them. We can speculate all we want and classify accidents into know categories such as LOC-I or SD, but the classification alone does not help us identify the exact set of pilot mistakes that led to the mishap.
As was alluded toward the end of the video - was the pilot experiencing trim malfunction? Or were they experiencing a medical emergency? Had we had an actual video and voice recording, we’d likely know for sure. This is important because accident investigations are very time consuming and expensive, and the sad reality is that GA accidents happen at a rate much faster than what NTSB can reasonably process. All this means that we ought to change our approach since the current approach is clearly not working.
Peace to all the souls lost in this tragedy.
Fantastic narrative!
My two go pros run 24/7 the minute my Cherokee starts up till the minute I cut mixture. I don’t make RUclips videos nor do I share the videos with anyone. Sole purpose of those cameras one facing me and one facing behind me to the instruments is to show what happens if in the event I crash. Those cameras will be recovered and it’s just another incident that could maybe save another pilots life. I do nothing but read NTSB report’s from fatal accidents to see what caused the accident. Because statistically 88% of all fatal civilian non commercial aviation crashes are the pilots fault somehow. Learn what every pilot out there ever did to kill themselves and avoid doing that exact thing and you’ll be just fine.
@@greenmonkey7305 Thanks for the visit! Very interesting and insightful. For sure, there was more than 1 pilot mistake in this scenario. Discussions like this really highlight awareness and hopefully make us better in the sky! Cheers!
From an ATC perspective, whenever I heard unawareness / inattention, unpreparedness, and especially excuse-making combine together in a pilot's mode of operation, and especially if a degree of unusual risk-taking was involved as well, I knew that we were dealing with someone who was a potential nightmare for himself / herself and others. The cause may be anything from medications to exhaustion to hypoxia to complacency, or simply poor training and skills, but part of asking someone why they failed to respond or violated airspace, etc., is because you're hoping that it acts as a wake-up call and they realize that they aren't doing so well and need to step up their game or let us know what is wrong. Sometimes it doesn't work. In the best scenarios, it gets referred to FSDO or at least air traffic management afterward. In the worst scenarios, it ends up like this.
@@ReflectedMiles Thanks for the visit and thanks for taking the time to leave well constructed comments. Makes the effort into making this type of video well worth the time. The failure to respond to ATC is a really bewildering aspect as it is just second nature to press the button and reply. I'm not sure we will ever get the final reason/answer on this one as there were so many contributing bad indicators. We can hope for the best from the final report and at a minimum make us better in the sky. Thanks again!
This highlights the importance of filing IFR from the get go. Pre flight planning. File IFR. Get your IFR clearance and release on the ground. Double check your GPS and FMS is loaded with the correct waypoints per your clearance. Depart. Fly the expected route or vectors as they are given to you. Land safely. This is why airlines are so safe. Two pilots. Always IFR from the start.
Great point! Really makes you wonder if there was no medical emergency, taking a few minutes to file IFR pre-flight and we wouldn't be here talking about this accident. Cheers!
If FAA is a federal agency; How come aviation leadership is not making flight plan filing mandatory? What are the challenges in implementing such a mandate?
@@philipbond4088 That is a great point! I wonder if it is on the FAA radar?
Do you fly? If so, what location? Here in mountains out west, it’s very common to be VMC both at origin and destination only to have afternoon thunderstorms arrive leading to amending to IFR.
I always file VFR in busy regions whenever possible, even if I know I’ll be in IMC en route and/or at destination. I’m commonly flying out of PWT, my home BDU or after visiting my son flying out of TME, all regions with very dense air traffic. It makes runway and flight level clearance much more efficient filing VFR than IFR. Once I’m near target flight level I’ll either update to IFR on my iPad or verbal w/ATC.
@@philipbond4088 personally i prefer not filing a flight plan.
For the same reason I don't plan my drives.
I like not being dead set on where I'll end up.
To me, that adds a bit of extra fun to the whole ordeal.
"It's about the journey, not the destination" and all that.
This video was nicely done! The recreation really helped put things in perspective.
Thank you for watching and commenting. It is enjoyable to use Flight Simulator to recreate these flights in hopes of making us more aware through learning and knowledge. Blue skies!
This gives me a cold and a very bad feeling.
RIP.
Yes, definitely a very cold ending to this flight. Really hope we gain more insight into the actual cause(s) with the final report from the NTSB. Blue skies!
Flight time and being experienced doesn't necessarily mean the same thing. Like, don't confuse education with intelligence. A 1000-hour sunny VFR day banner towing pilot and a 300-hour solo night freight pilot on schedules in the winter are two different experience levels and I will take the cargo dog to crew with. In 2021 US Airforce pilots averaged only 6 to 8 flying hours per month across the fleet. Not much flight time but a quality experience.
Great points and stated well!
How do u know it’s quality experience?
@@PInk77W1 Your idiotic question doesn't deserve an answer.
Thank you for the video. I was a student with the boys and as an aviation enthusiast I was left in the dark. Thank you for informing all who wish to know what happened.
Hi. You are very welcome and glad to provide more info about the flight especially given your knowledge of the students. Take care!
In a nose-high and high power condition, PC12 can have a nasty stall with wings rolling 90 degrees because of the tail location and wing/aileron design.
Absolutely. I’ve seen the videos of the test pilots performing stalls and the roll is nasty. Hence the stall shaker and pusher system to warn and override the stall. A pre-flight checks for the integrity of this system. I wonder if the test was performed before the flight?
Do y'all have any idea where I can find those test videos?
@@TheFlightLevel ?
@@stephencaudle1766 Here you go. Res is not great but certainly shows the stalls with and without the pusher engaged. Landing gear down I guess during the flight tests. ruclips.net/video/VNRK2aUmWWI/видео.html
@@TheFlightLevel Thank you so much! 👍
Intimidation, lack of experience and spatial disorientation.
R.I.P.💔😢
Interesting and sad. Hopefully more information will come with the final NTSB report.
Thanks for the visit! Time will tell if we find out what really went wrong.
@@zlmdragon. The final NTSB reports can take a long time to complete (years). Pasting together the available info from different sources helps us appreciate the possible reasons. As aviators we are always learning and discussion is good to raise awareness and not make the same mistakes.
Right. Maybe in 2 years. They are political guys. Bidens pick didn't know what anything was. Airport? Whatever is that. True
It occurs to me that if this flight was NORAC (7600/radio lost), flying to an approach fix, there might be a component of lost navigation in addition to what seems to be possible spatial disorientation and task saturation. I live in the Air Capital, KICT, and I am a huge aviation enthusiast. These GA fatals always get me in the feels, especially after N52SZ crashed about 300 yards from where I worked at the time. Rest in peace and my condolences to the families.
Thanks for visiting and commenting. Yes, there was an indication at one point that all was not well with the radio. So this may have played into the stressful events. Thanks again!
Your images are of a legacy PC12 instrument panel, the Alex avionics system in the NG which crashed are totally different and incredibly complex and difficult to understand. And I go to Flightsafety every year for the plane. I think this pilot was fumbling around trying to figure out how to deal with the FMS in IMC on a short trip. Gotta do this stuff on the ground.
Hey, thanks for the visit and the insight. Yes, realize the different panel, but gotta work with what is available in the sim. So sad, if the pilot didn’t prepare properly on the ground and know the avionics properly. Cheers and blue skies!
How experienced was the experienced pilot? Maybe the student pilot was flying and the experienced pilot got disoriented from the bad flying. What explains the lack of flight planning awareness of the restricted airspace borders?
Hi John. Part of me also thinks the student co-pilot was at the controls. The pilot was 69 years old and reported to have 3000 hours. That is a fast plane and things happen quickly especially when trying to talk the student through the flight (hence the entry into restricted airspace).
Single pilot,,VFR to IFR. Alot of stuff to do for 1 guy , got spacial disoriented
Thanks for the video, and RIP to all. I recall the pilot was mature man, his son, copilot student, and two other adults. The others were mid teenage youngsters. I can imagine the pilot making this a memorable flight and allowing each of the four teenagers, and possibly the two adults, to sit in the pilot or copilot seat for a minute or two, with headset on listening to ATC. This would explain the missed ATC communications, and the reason an IFR flight plan was not made. And, not on autopilot and allowed to wander around a little, feeling the airplane move with yoke movements for a minute or two before trading seats Towards the end of flight, someone, pulling back on the yoke to get out of the seat, the aircraft would trade speed for climb....announcing eveyone back to your seat and fasten seat belt... A scramble of the pilot to get control....trim for weight and balance changed from everyone up front watching their pals and taking pictures of each....aircraft stalled and spun in.
Sadly, reminds me of an airline pilot allowing his son/grandson of 8 yrs old to sit in the pilot seat and hands on control yoke, lite pressure disengaged autopilot, and ...... cockpit voice recorder and aircraft function recorder told the story....
Thanks for watching and commenting! So many possibilities on this one and your careful words could certainly explain the outcome! Blue skies to you!
If the pilot was knowingly having trouble why didn't the autopilot get used?
This is the part that is so difficult to understand. We may never know the real answer to this question.
Cardiac arrest.
@@gcvincent3989 that was my thought
It depends how fast the onset is and how severe the effects are.
Sounds medical. The plane is so well equipped. Auto pilot malfunction? Prob not. I've had that. Turn it off. His flying in restricted space is telling. Minor heart issue turned stroke? RIP. Could happen to all of us. I know. I have had a few very close calls in weather back pre garmin times.
Why didn't the Controller Issues a Heading to (IF/IAF) CIGOR after the pilot failed to change heading to go DIRECT CIGOR?
Wow, a superb documentary Doering, the graphics and music were amazing. I wonder if carbon monoxide poisoning could have been an issue?
Thanks very much for watching and commenting! Glad to hear you enjoyed the accompanying music. Always good to open up other lines of thought regarding the cause. We can hope that the final NTSB report will reveal more conclusive information. Cheers!
possibly but unlikely with a turboprop
Several of those killed literally lived a 1/2 from me. So so tragic
Thanks for watching and it really hits home with those on board living so close. Definitely a tragic story!
Know your systems!
Wait no narration? I love listening to these while cleaning. Pleas consider voicing these videos. You have really good life like animations and back drops.
Thank you for watching and commenting! Worked hard on the animations and glad you enjoyed them. I will definitely consider the future videos with more narration! Blue skies!
ATC audio in this one! ruclips.net/video/Szh25INjP-4/видео.html Cheers!
@@TheFlightLevel no way!! This is awesome! Thank you so much, I definitely like the flight ✈️ path and everything surrounding it. Well done friend! You got a life long sub! 🙏🏼💯
If you Follow the 2 Probable Cause Dan Gryder, Blancolirio Juan Brown, you see the Terrible accident rate of GA. My question with so many suspected to be SPATIAL DISORIENTATION even when the more siscificated aircraft have Excellent Coupled Autopilots, it seams that just flipping one switch and twisting a heading bug would eliminate it. Back in the day, Before GPS, all my instrument was done by VOR, NDB, Radar navigation. Infect on one of my very first Cross countries, after getting my Instrument rating had to make a localizer to an airport with out RADAR Coverage. i.e. the foll approach Out bound from the NDB Procedure turn then intercept of the LOC inbound and let down to mins.
BrownE🙂
The missing item here is information on the pilot. What his experience? Age? Health?
Pitot tubes , pitch trims and passenger emergencies have nothing to do with missed calls, his intrusion into airspace, not responding because he was too busy turning out of the airspace, and more. It all add up to pilot error/pilot medical issue. Stroke perhaps? It’s too low for hypoxia.
The PC12 has an autopilot. Either he didn’t know how to work it or he was experiencing a medical crisis that led to his confusion.
I’d focus on the pilot here.
The pilot was 67 years old with 3000 hours. His most recent second-class medical certificate was issued June 28, 2021. If medical was the reason, it is crazy there were no radio calls suggesting a problem. Maybe more than 1 factor involved here.
@@TheFlightLevel Agreed, most medical issues involve communication with ATC.
What were this guys certifications? Seat time in PC12? What was his role in flight? Was he a CFI? If so, was he in right seat? Was the student in left seat? How many hours had student had in PC12 of any high performance airframe? Had he/she had any ifr training?
Very obvious this was another case of spatial disorientation but what led to this? Lots of questions need answering. NTSB can usually conclude these investigations with remarkable insight and conclusions. Best of luck to them
You're a little late....Dan Gryder figured it out before it even happened.
Thanks for the visit to the channel! Not sure if we will get a definitive answer on this one, but every bit of reconstruction and insight with the facts we have may be the best we can do to resolve this one. Blue skies!
hmmm difficult to say but could be a health problem.....i dont have diabetic problems (yet) but i did have a moment once where i suddenly felt disorientated and even have a brief loss of eyesight . This moment took about 5 minutes i could still stand up and function but my response time was severely slower and all the people around me did not notice a thing (and thats where i think the problem lays ) because the Co pilot is not aware of your condition unless you tell him there is something wrong.
if the Co pilot is distracted by the passagiers then the problem only gets bigger. If they cannot find a problem in the black box then i'm afraid health could be the problem.
Thanks for commenting! A very real possibility as you describe. We may never know how a full passenger load of distractions added to the initial problem(s)!
When did this PC 12 crash? I’ve seen the one that crashed near Stagecoach, Nevada a week ago.
This is a different one. This one happened on February 13, 2022. Thanks for visiting!
In that crash the airplane came apart before hitting the ground whats that tell you !
he must've accidentally inverted his "Y"axis in the control settings...
Thanks for the visit! Only the flight simmers will understand your comment! Blue skies!
He did not leave with enough fuel to get to the destination airport. He probably had enough fuel to go through the Restricted area and land at destination airport. Once he started zigzaging to avoid Restricted airspace, he was out of fuel, stalled and crashed.
4700! he was off his trolley!
With a good preflight planning knowledge of restricted airspace should of been in place. They could call to see if active and put in place a course of action. RIP
Definitely! Previous trips in the aircraft between the two airports showed a direct flightpath well clear of the restricted airspace. Something was definitely amiss from the outset. I also wonder if the student co-pilot was given a go at the controls?
Curious if carbon monoxide might be involved? I knew a very experience pilot who crashed a Caravan in a similar manner, and it was determined to be carbon monoxide related black out
Hi Mark. Thanks for watching and commenting. Someone mentioned that carbon monoxide poisoning is unlikely in a turboprop, but certainly still possible. Will be interesting to see the final report. Cheers!
Bleed air for cabin pressure is taken from the first part of the turbine where no combustion takes place leaving no chance of CO poisoning.
Very Strange .... no data from the passengers phones ? no texts , no pics, no phone calls?
Good points Scott! More questions that compound this mystery flight. Blue skies!
The cockpit voice recorder transcripts were released by the NTSB, it was chaos in that cockpit.
This should have been a no go situation
I would think a medical problem. Incapacitation. The plane has an advanced autopilot and most of the flying is down by pushing buttons. Losing situational awareness and then control just doesn't make sense. The weather though IMC really wasn't bad. Icing? Probably not that low. Very strange.
Agree so much with your comments on this one. It is just so hard to understand how this flight could go the way it did in the final minute with an incredible climb! Blue skies to you John. Please do consider a subscription to the channel. Thank you in advance!
I've watched every craah analysis I can find. I just like airplanes. But how can someone get disoriented climbing and not feel and see the intrument saying...you're climbing. It's 100 going to 200 going to another 1000 feet.
So very, very, true! Just as you state, it is hard to understand how things could go so terribly wrong in that final minute. Hopefully the final NTSB report will shed some light on this one. Blue skies!
Why does the aircraft speed and altitude data stop at the top of the climb, and not at impact?
Not 100% sure, but I believe the radar data is taken at intervals (30, 60 seconds?). The last data point may have been recorded just before the plane began to dive. The next data point may not have been recorded because the plane was below water?
Way too much button pushing going on …. Attention to ADI ! VFR into IFR - again .
Thanks for watching Bob! Button pushing certainly doesn't help when you are behind the airplane in this case for sure. Indeed, a very sad story to comprehend. Blue skies!
HMM WHAT WAS THE MENTAL STATUS OF PILOT, RELATIONSHIPS? IT SEEMS ODD. My prayers go out.
The Pilatus and the TBM are awesome aircraft when treated with respect. Each has a very nasty reaction to a stall. They become very expensive lawn darts. IMHO.
Yes, powerful planes if not dealt with properly! Thanks for watching and commenting!
Even if you don’t file IFR, you can always configure your autopilot ahead of time so you stay level and at altitude to buy you time to determine what is wrong. Holding the current altitude could have saved JFK Jr., maybe this pilot as well? Hard to believe the Pilatus wouldn’t have altitude hold. Perhaps the repeated stalls were evidence of icing? I can’t understand why this plane crashed.
I am what you call a nervous Pilot when I have passengers on board. once I earned my IFR rating . if there is ONE cloud in the sky I don't go wheels up without an IFR filed. make fun of me all you want.
Quite true! Never fly above your confidence level!
Heart attack.
There was Icing and turbulence. Either he forgot to turn on his deicers or the right deicer failed on the wing or turbulence took the plane apart. Take your pick.
Highly unlikely that was a direct contributor. I didn’t see what version PC12 this was, unless it’s the 1st gen /45, it has an automated deice system that includes pitot and prop heaters as well as boot activation. We would have seen lots of elevation deviation with icing as he struggles to maintain lift. The fact he climbed for 2 9
minutes at 1500fpm further supports no icing.
There’s never been a single conclusive incident involving a PC12 damaged to point of compromised air worthiness due to turbulence. More often the turbulent air increases pilot workload which eventually leads to spatial disorientation. I suspect that is case here based on that radar data. It was most certainly the case in the Reno PC12/45 crash that killed 5 this weekend.
@@MichaelM-to4sg I agree, have heard the auto pilot kicks off more easily on early PC-12's in turbulence. It can be difficult in severe turbulence, I have heard of pilot's having trouble reading the instruments due bouncing around in really bad turbulence. Winds blowing over the ridge's can be very nasty and if you are solid IFR very challenging. ( this comment pertains to the Reno accident )
@@dwaynemcallister7231 I’ve flown in severe turbulence here in Rockies where the Sperry APU in my Solitaire has disengaged. I’m however always trying to fly ahead of aircraft and am aware of turbulent air prior to flying into it. I’ve navigated an exit route and communicated w/ATC well in advance.
If you listen to ATC transmission from Reno flight, pilot is warned of severe turbulence at all flight levels while taxiing. He acknowledges the news but does not inquire w/ATC about possible routes or strategies to work around it. He also gets lost missing a taxiway while on ground. You just knew this flight was in trouble and pilot was out of his element before wheels up.
@@dwaynemcallister7231 I can confirm autopilot disconnection was a significant problem in early PC-12s, and there were a few unconfirmed reports that the annunciation of such events was unreliable. The situation improved greatly with the introduction of the 12NG.
how about partial incapacitation?
Yes, certainly a possibility and it would certainly make sense for the final events of the flight. Hope we get some solid answers from the final NTSB report. Please consider subscribing. Thanks in advance! Cheers!
Strange
No excuse for this unprofessional behavior
Flying that plane one would think experienced pilot, not a once a month guy boring holes in the sky. It looks to me like he misread the hours of operation of the moa. I flew into one flying into Yuma from Ontario Ca. Boy did they let me know where I was…..
Quite true! Might have been a different outcome had the restricted area been busier and not given way to the RNAV approach. So many questionable aspects to this flight. Blue skies and thanks for commenting!
Looks like a LOT of plane for such a little engine. From cockpit on back it looks like a Kingair or a Cheyenne.
The pilatus has plenty of horse power i believe near 1 thousand on the latest models
awwwww the music........
For some reason I think it was medical emergency
Just another case of a real pretender with no real skills
medical episode for sure on this one..
Synthetic vision should end many of these VFR into IMC crashes.
In theory the instruments, glass or steam, should prevent spatial disorientation. The information is there in front of pilot but I’ve done it on a sim and it’s just crazy how the mind causes us to ignore our training. One of the scariest things we as pilots can experience.
In the case of part 135 operations, I personally think 2-pilots should be mandatory in IMC. I’d also like FDR’s mandated on all part 135 aircraft however that more difficult to apply, especially on older aircraft w/steam gauges.
On these single pilot GA part 91 operations, no easy answer. I think a lot comes down to continued recurrent training.
@@MichaelM-to4sg Excellent point regarding 2 pilots for IMC!
even with synthetic vision and all the tech advancements in the cockpit, the human element is unchanged and people will still die in VMC to IMC when not prepared.
I know right, your attitude indicator, hsi or heading indicators are all right there in front of you but the disorientation messes some people up bad.
@@MichaelM-to4sg One factor often ignored is the time it takes to switch from VFR mindset to IFR mindset; with most pilots, it's easily enough time to lose the aircraft in the worst possible way.
Two Pilots and none is able to respond? Instrument Rating but „trying to get out“ (I assume IMC)? Read back correct but unable to program a Direct-To? This is surely a mysterious one. Is it only me, or are there quite a few of this Single Engine Turboprop accidents, where the Pilot seems to be way behind the aircraft?
Any chance it was CO poisoning?
Thanks for watching. Someone mentioned that CO poisoning is highly unlikely in a turboprop, but still possible. Not sure we will ever get the definitive answer on this one. Please do consider a subscription to the channel. Thanks in advance and cheers!
Maybe just stick to IFR in a plane like that.
Sounds like the pilot was not up to the task
In Australia, all IFR flights must be logged in the system before take off.
They got disoriented in IMC.
This is a simple case of a person piloting a plane that he shouldn't be. Case of more money than skill/experience. I bet he doesn't fly often, has minimal systems or operational knowledge. The real crime is he took the lives of all the people that trusted him. When you're flying, the plane doesn't know who you are, how famous or how much money you have... Learn your airplane and stay proficient it stay home or drive.
The pilot was right seat and the inexperienced student (his son) was left seat. There was some mention of a runaway trim or autopilot after the incident. It is known that the a/p disconnect switch is mapped to a different switch on the right side compared to the left side yoke. There was some speculation that it could have contributed.
The passengers (hand full of high schoolers and 2 adults) were on the way back from a hunting trip. The gentleman chaperoning owned a local environmental business. Tough loss
Thanks for visiting and keeping the discussion going! If the son was in the left seat and the Dad coaching him along, that would help to explain many of the problems as things happen so quickly at the airspeed recorded with ADS-B data. Interesting possibility about the opposite mapping of the AP switch re that final climb to 4700’. Blue skies!
I wonder if it was a suicide?
Can we just wait for an official NTSB report before screaming wildly disrespectful speculation? 🤦♂️ FFS dude, 8 people died, leaving behind likely dozens of friends and family. Have some respect
Could have been a heart attack
No flight plan no flight following the pilot committed suicide. Or the pilot was under the influence. No one will ever know but God.
Wild speculation. Have you no sense or decency ?
Passenger must have walked to back of plane and plane got tail heavy quick also pilot was to far behind the plane lost control.also was probably over weight
The pilots lack ALL flying skills and killed 8 people.
Says someone who doesn't know what happened, nor why.
Spatial Disoreantation...
Hopefully the final NTSB report will give us the most significant reasons behind this accident. Thanks for watching!
But two minutes of it?? My instructor always reminded me of the- get out of jail free button… autopilot wings level.
Died Suddenly?
Drunk pilot
Medical !!
ya sounds like could have been medical issue .. then student pilot wasnt prepared to handle it
That could explain why the pilot wasn't responding to ATC when they first entered restricted airspace.
@@simonbagel Quite true. This is something that puzzled me right away. It is so instinctive to respond immediately!
Suicide
pilot suicide?
Brain fog.
Possible medical emergency?
Seems like like military jammed the plane.
Or not.
nodded off after the vax
8 people died. Have some dignity and respect for those persons. Maybe keep your morbid sense of humour to yourself at your Trump rallies🤦♂️
You’re an idiot
@@arcadia5607 you can have all my boosters, more for you
I INSIST YOU HAVE MINE. EXTRA BOOSTERS FOR YOU....
@@robertd7073 feeling fine after mine. Maybe you're just a lil beotch.
I understand the pilot was fully vaxed.
Pilot not qualified. Flue into restricted airspace after being advised, not in control of aircraft. Did not respond to ATC because he was confused. Spatial
disorientation.
Pilot had no idea what he was doing. You can’t treat an airplane like a family suv and just jump in n go and see what happens. He had no business flying that airplane. Feel sorry for the souls lost….
There seems to be a large number of these PC12's crashing, do they suck?
Cheaper than a king air, but also less forgiving if flown incorrectly. Lots of people getting into them because of the lower price, good speed, large cabin and cargo door.
Kinda like how 172s, PA-28s and R22s have a higher accident rate because of pilots learning in them
One of the safest, most reliable and sturdy built aircraft in GA. Much more capable than a KA.
The Reno crash was an early PC12/45. Still a very capable and solid airframe but many of the automated safety systems of the newest NGX are not include in /45 version. Have not heard which version PC12 this was. The NGX is full fadec, single lever operation
@@MichaelM-to4sg It was a '47E according to NTSB
They most certainly does not suck. One of the best aircraft out there with flight deck as advanced as they come. Any crash of a PC12 is almost always due to the pilot.
PC-12's do not "suck," they are well-designed, superbly constructed and practical, efficient aircraft. However airplanes of this type and price point are frequently acquired by high net worth individuals who believe that because they have been successful in getting rich, that high ability transfers into high ability to do everything else, like flying airplanes. These people do not like to be told what to do and believe that they are in a word invincible to the mishaps of the world. Study the JFK Jr. death crash to see what I am talking about. Second factor, these airplanes are often used in very practical commercial operations such as charter (passenger transport from A to B), cargo flying, patrol, and the like. These are jobs which do not pay much and often time have to operate very close to the regulations, i.e., without much extra capacity which costs money and therefore reduces profit. These commercial operations hire pilots who are just starting out and are in a lot of debt usually and therefore dependent on getting a job and keeping it not only to pay off loans, but also to get the required experience (flight hours) to move up the ladder to the coveted airline job and its six-figure salary. As a result they put their inexperience into situations which more experienced people would refuse to fly in and things like this result. Pilot hiring is not based on merit and responsibility but is cronyistic and often nepotistic and the many experienced pilots who would like to do jobs like this and could do them safely and responsibly are shunted aside by the irresponsible hiring practices of these companies. The experienced pilots are either flat out "ghosted" in the application process or they are contacted and told they are "overqualified." Age discrimination is illegal but it is routinely practiced because it is almost impossible to prove and applicants know it, so they have to take it. Companies in America have all the power and applicants have none, and even the Government has very little real power to do anything about the hiring processes for pilots that put inexperienced people, careless people, clueless people and outright clowns into the pilots seat. The question is not why so many crashes occur, given the average abysmal skill and judgment of the pilot population doing these jobs, it's a miracle that there aren't 10 times more crashes. Everyone on the inside really knows the situation but because of many factors--pride, money, etc.--these things are faced squarely. No one can or will do anything about the situation so these kinds of crashes will go on and on. These are things I have seen and opinions I have formed from decades of experience in U.S. aviation of all types and you can flame me but you will not change my mind.