He should have been cautious. I don’t know the ceiling of that particular helicopter, but I do know that it isn’t wise to push the limit to the flight ceiling.
Here is the 11 page preliminary report:
https://ntsb.gov/investigations/Documents/DCA20MA059-Investigative-Update.pdf
I think he went spatial disorientation; didn’t bother focusing on instruments. Secondly it’s been reported that the company wasn’t cleared for their flights into IMC.
The helicopter was just 100 feet from the cloud tops and conceivably would have broken through into clear air in a matter of seconds.
...
Missed it by that much.
Spatial Disorientation, it didn’t help that he was doing 165 knots, he could have been going 20 knots and hovered over the freeway, unfortunately getthereitis is all too often a fatal decision.
Controlled flight into terrain.
VRF pilot flying well beyond his capabilities in IFR weather.
So, am inferring that turning at high speed, low visibility is super dangerous for that reason? Centrifugal force makes you think you’re going up, not down?
Still going to be pilot error
In the back of my mind I am thinking the pilot had a sudden heart problem, or a stroke, rendering control of the aircraft impossible.
Bm
May I commit sacrilege here and criticize the late Mr. Bryant? Early reports stated that his pilot was not instrument rated. Which means he should NOT have taken off in VFR conditions, but was ordered to do so by his employer. Was Bryant too “frugal” to employ an instrument rated pilot? (Assuming that an IFR Rating commands more $$$$ than VFR does).
Something tells me this is the end of VFR-only commercial flight services...and I’m astounded they were even permitted in this day.
Some thoughts from an old, crusty, retired Army WO with 34 years of experience flying helos as a military and commercial pilot worldwide up until 2017.
Not throwing rocks, just observations, and very sad to see this happen.
—Possible (in this case probable) flight into Inadvertent Instrument Meteorological Conditions (IIMC) should be included in planning before every flight. The “5 C’s” need to be second nature if IIMC happens.
—Expect spatial disorientation.
—No telling what the passengers were saying/doing while the helo ascended into the clouds (pilot has one more thing to deal with....). I won’t elaborate, but can assure you, they weren’t just sitting there being quiet.
—Two pilots always better than one, especially when flying under instrument rules (comes at a cost...).
—Data recorders (voice, instrument, powertrain, etc.) add immense value to figuring out what happened and when. Also comes at a cost.
—Qualification does not mean proficiency.
—Have the balls to say, “This weather sucks, I’m turning around”. You might be looking for a job when you land, but you and your pax will be alive. (((I did it multiple times, got cursed and yelled at, but never fired))).
Deetz said Zobayan previously had told him that he did not have actual experience flying in clouds, despite being certified.
You practice with a hood until keeping the copter right is 2nd nature. In sudden blind situations your inner ear can get ahead of your eyes on the instruments.
Yeah, but then what?
They were on their way to Camarillo Airport, which is near to the coast. If the inland mountains where obscured by clouds, then Camarillo most certainly would also have been completely covered in marine layer fog.
He might have been able to punch through to clear air above, but would have been trapped on top with nowhere to go but back to SNA.
This is a dumb question based on complete ignorance of helicopter piloting, but even $100 toy quadrocopters these can have an autopilot feature that keeps them hovering/asending/descending in-place.
Why don’t helicopters have such a feature?
I admit it’s a dumb question. I am just curious.
Pilot Error, the end...
A helicopter isn’t a horse shoe or hand grenade.
And you can bet the local news here in LA will cover it every day until then,they don’t cover much news here only fluff and junk and every newscast has a animal story.