AdamFrisch
6th Feb 2013, 08:49
As pilots we read about plane accidents all the time, and we try to analyse them and make sense of them.
I think we all have them. The one accident that we remember or that got to you in particular way. For me it was the crash of N690SM into Superstition Mountain just outside of Phoenix, AZ a couple of years ago just before a holiday. As a Commander flyer myself perhaps, maybe it was the abstract b/w CCTV footage, but mainly because of those 3 little kids and their father. A whole family gone in an instant. Poof. Absolutely tragic and heart wrenching - at least they never suffered.
Was it avoidable?
NTSB report still not out, but pilots had for years warned FAA that the Bravo airspace around Phoenix was dangerous in its design. It forced traffic to stay below 5000ft, when mountain tops all around were higher. Not a problem if the Phoenix controllers let people transition or climb into Bravo like they do elsewhere, but they regularly didn't. They had a policy not to grant B transitions as they didn't want to deal with the extra traffic. Perhaps the fact that loads of training took place in the area, with students not very proficient in English, had put them off. Nevertheless - LAX deals with Bravo transitions all the time, so why can't Phoenix?
As they departed Falcon field VFR, they turned right. Why he was flying VFR in a Turbine Commander 690A at night is not clear. Maybe he didn't have time to wait for clearance, maybe he was going to pick it up enroute, maybe he wanted the freedom of VFR, maybe he wasn't IFR rated. We'll never know. They crashed straight into the mountains at 4600ft, which is consistent with trying to stay below the 5000ft shelf of Bravo above him. Just a few more miles and the Bravo goes away and he could have climbed. But by that time it was to late. As one can see from the picture, there isn't a lot of room to wiggle between the rocks and the Bravo.
What I don't understand is why the controllers at Falcon did not say "are you aware of rising terrain ahead of you?". They regularly do that to me when I fly - in fact they're almost annoyingly vigilant about it. Sure, N690SM would be out of Falcons Delta airspace long before the mountain became a threat, but it wouldn't have hurt to ask or remind the pilot as he departed on collision course. Also, that last ring of Bravo airspace between 5000-9000ft seems unnecessarily large compared to the inner wedding cake rings. Couldn't the outer most part have been divided in two and had the outer shelf be 7000ft instead? Well, this is exactly what the pilots have been saying for years to the FAA. And in the clip at the bottom from Fox (I hope you can see it in the UK) a secret internal memorandum from the FAA agrees with the criticism.
Naturally, this is going to be blamed on pilot error and lack of situational awareness. And ultimately, of course it is. It was a moonless night, but surely he must have seen the city lights below him disappear and questioned why? Did he not use a GPS? Did he not have a chart? But I can't help to think that had the Phoenix controllers not set a precedent by not allowing VFR into Bravo, then maybe he would have asked for a transition and a higher altitude earlier. He didn't need much - another 500ft and he would have cleared it. Had the FAA not designed a less than ideal Terminal Arrival? And had the tower controller not merrily sent him off his way without taking that extra 2 seconds to ask and reassure - would a whole family be alive today?
I wonder.
But in general this is something I've always been uneasy about: the division into "us" against "them" in air traffic control. At best just exclusive, but bloody dangerous at worst. Here in the US, the integration has become better since the FAA allowed them to be paid by the amount of traffic they handle - VFR or IFR. Today one can rely on getting radar service almost always and can be reasonably sure of getting a Bravo transition unless you sound and behave like a tw*t. This is not the case in most other places in the world. And it leads to dangerous shifts not even between commercial traffic and GA, but between "entitled" traffic and "non-entitled". I don't know what the solution is, but I suspect that restrictive airspace, IFR only airspace, or military airspace - breeds it.
http://www.adamfrisch.com/images/phoenix.jpg
Not a lot of wiggle room between the Bravo shelf and the mountains after departing Falcon field.
Here's a clip talking about the FAA findings and footage of both crash and kids before departing:
Shedding light on Superstition Mountains plane crash (http://www.myfoxphoenix.com/story/18248275/2012/05/09/leaked-faa-memo-sheds-light-on-superstition-mountains-plane-crash)
I think we all have them. The one accident that we remember or that got to you in particular way. For me it was the crash of N690SM into Superstition Mountain just outside of Phoenix, AZ a couple of years ago just before a holiday. As a Commander flyer myself perhaps, maybe it was the abstract b/w CCTV footage, but mainly because of those 3 little kids and their father. A whole family gone in an instant. Poof. Absolutely tragic and heart wrenching - at least they never suffered.
Was it avoidable?
NTSB report still not out, but pilots had for years warned FAA that the Bravo airspace around Phoenix was dangerous in its design. It forced traffic to stay below 5000ft, when mountain tops all around were higher. Not a problem if the Phoenix controllers let people transition or climb into Bravo like they do elsewhere, but they regularly didn't. They had a policy not to grant B transitions as they didn't want to deal with the extra traffic. Perhaps the fact that loads of training took place in the area, with students not very proficient in English, had put them off. Nevertheless - LAX deals with Bravo transitions all the time, so why can't Phoenix?
As they departed Falcon field VFR, they turned right. Why he was flying VFR in a Turbine Commander 690A at night is not clear. Maybe he didn't have time to wait for clearance, maybe he was going to pick it up enroute, maybe he wanted the freedom of VFR, maybe he wasn't IFR rated. We'll never know. They crashed straight into the mountains at 4600ft, which is consistent with trying to stay below the 5000ft shelf of Bravo above him. Just a few more miles and the Bravo goes away and he could have climbed. But by that time it was to late. As one can see from the picture, there isn't a lot of room to wiggle between the rocks and the Bravo.
What I don't understand is why the controllers at Falcon did not say "are you aware of rising terrain ahead of you?". They regularly do that to me when I fly - in fact they're almost annoyingly vigilant about it. Sure, N690SM would be out of Falcons Delta airspace long before the mountain became a threat, but it wouldn't have hurt to ask or remind the pilot as he departed on collision course. Also, that last ring of Bravo airspace between 5000-9000ft seems unnecessarily large compared to the inner wedding cake rings. Couldn't the outer most part have been divided in two and had the outer shelf be 7000ft instead? Well, this is exactly what the pilots have been saying for years to the FAA. And in the clip at the bottom from Fox (I hope you can see it in the UK) a secret internal memorandum from the FAA agrees with the criticism.
Naturally, this is going to be blamed on pilot error and lack of situational awareness. And ultimately, of course it is. It was a moonless night, but surely he must have seen the city lights below him disappear and questioned why? Did he not use a GPS? Did he not have a chart? But I can't help to think that had the Phoenix controllers not set a precedent by not allowing VFR into Bravo, then maybe he would have asked for a transition and a higher altitude earlier. He didn't need much - another 500ft and he would have cleared it. Had the FAA not designed a less than ideal Terminal Arrival? And had the tower controller not merrily sent him off his way without taking that extra 2 seconds to ask and reassure - would a whole family be alive today?
I wonder.
But in general this is something I've always been uneasy about: the division into "us" against "them" in air traffic control. At best just exclusive, but bloody dangerous at worst. Here in the US, the integration has become better since the FAA allowed them to be paid by the amount of traffic they handle - VFR or IFR. Today one can rely on getting radar service almost always and can be reasonably sure of getting a Bravo transition unless you sound and behave like a tw*t. This is not the case in most other places in the world. And it leads to dangerous shifts not even between commercial traffic and GA, but between "entitled" traffic and "non-entitled". I don't know what the solution is, but I suspect that restrictive airspace, IFR only airspace, or military airspace - breeds it.
http://www.adamfrisch.com/images/phoenix.jpg
Not a lot of wiggle room between the Bravo shelf and the mountains after departing Falcon field.
Here's a clip talking about the FAA findings and footage of both crash and kids before departing:
Shedding light on Superstition Mountains plane crash (http://www.myfoxphoenix.com/story/18248275/2012/05/09/leaked-faa-memo-sheds-light-on-superstition-mountains-plane-crash)