LAPD grounded their choppers that day because of low visibility and low ceiling. Any time they can't see 2 miles or the ceiling is 800' or lower, they ground the choppers.
Cops don't fly in SVFR, because they can't do their jobs. Lots of controlled airspace from Orange County north. Cop helos are a bad example also because of the training of the pilots. Not much instrument time. Scud-running and Get-There-Itis.
I'll give you 'get-there-itis' but there was no 'scud' to run. The guy crashed because he got vertigo when he went inadvertent IMC. Sad because he could of just went on top, finished the trip and Kobe could have paid the fine.
Source?
Cops don't fly in SVFR, because they can't do their jobs. Lots of controlled airspace from Orange County north. Cop helos are a bad example also because of the training of the pilots. Not much instrument time.
I grew up in SoCal and learned to fly there so I'm familiar with both the weather and airspace.
When going to CMA from SNA, it's faster to take the Mini-Route over LAX. But, since it's VFR only, that requires transiting the airspace at 2,500' MSL. Since the ceiling was lower than that, the pilot elected to loop around BUR & VNY as they were reporting higher ceilings.
Island Express Helicopters held an FAA Part 135 operating certificate, number ISHA094F, for on-demand VFR-only operations, since 1998. The company policy forbade IFR flight in its helicopters because the insurance wouldn't cover it.
I'll give you 'get-there-itis' but there was no 'scud' to run. The guy crashed because he got vertigo when he went inadvertent IMC. Sad because he could of [SIC] just went on top, finished the trip and Kobe could have paid the fine.
He didn't go IFR inadvertently, he did it intentionally. The pilot reported to SCT that he was in VFR at 1,500' and that he was going to climb through the clouds to VFR conditions on top.
If there was no scud to run, then there would be no reason for him to bust through the clouds to VFR on top.
If there was no scud to run, and the ceiling was 1,100' above the highway, then why would be be still be disorientated once he descended below the clouds?
See: Aircraft Accident Investigative Update (PDF)
In the accident report, there are photos of the accident aircraft scud-running above the 101 FWY.
You'll also see that the pilot went through a check-ride in May of 2019 that also included IIMC and unusual attitude recovery.
The pilot, age 50, had worked for Island Express for about 10 years. According to FAA records, the pilot held an FAA commercial certificate with ratings for helicopter and instrument helicopter, as well as an FAA instructor certificate for flight, instrument, and ground instruction. His most recent FAA second-class medical certificate was issued on July 3, 2019, with a limitation stating, “must have glasses for near vision.” At the time of his last medical application, he reported 8,200 total hours of flight experience. The pilot logged about 1,250 total hours in the S76 helicopter. His most recent flight review, including proficiency training in inadvertent entry into instrument meteorological conditions (IIMC) and unusual attitude recovery, was conducted in a helicopter with EUROSAFETY International on May 8, 2019. The pilot received satisfactory grades for these maneuvers.
So, again, I have to ask, if there was no scud to run, why would he be intentionally going IFR to VFR on-top, and why would he be still be disorientated once he descended below the 1,100' ceiling and back into VFR conditions?