Pilot crashes after 6 unsuccessful approaches...
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Pilot crashes after 6 unsuccessful approaches...
"After a 90-minute instrument flight rules flight, the pilot descended toward his home airport in Seagoville, Texas, and attempted six unsuccessful instrument approaches in instrument meteorological conditions (IMC).
The controller terminated three GPS approaches and one instrument landing system approach because the pilot flew through the final approach course; one GPS approach was terminated because the pilot was performing S-turns on final.
Sunset occurred during the third approach attempt.
After the fourth approach attempt, the controller suggested that the pilot divert to an airport with visual meteorological conditions (VMC), which the pilot declined because of the Beech V35A’s low fuel status.
During the sixth approach attempt, he stated he was “getting tired of flying this airplane.”
Pilot Crashes After Six Unsuccessful Approaches - Ofonime Essien Aviation
The controller terminated three GPS approaches and one instrument landing system approach because the pilot flew through the final approach course; one GPS approach was terminated because the pilot was performing S-turns on final.
Sunset occurred during the third approach attempt.
After the fourth approach attempt, the controller suggested that the pilot divert to an airport with visual meteorological conditions (VMC), which the pilot declined because of the Beech V35A’s low fuel status.
During the sixth approach attempt, he stated he was “getting tired of flying this airplane.”
Pilot Crashes After Six Unsuccessful Approaches - Ofonime Essien Aviation
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Certainly not a skygod, but in the past this was a forum for professional pilots and used to be pretty interesting. A private pilot crashing after 6 approaches is very sad but I would go to General Aviation forums if I wanted to read about general aviation/private pilot stuff.
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In fact PPrune actually has such a forum.........
Biz Jets, Ag Flying, GA etc. The place for discussion of issues related to corporate, Ag and GA aviation. If you're a professional pilot and don't fly for the airlines then try here.
Biz Jets, Ag Flying, GA etc. The place for discussion of issues related to corporate, Ag and GA aviation. If you're a professional pilot and don't fly for the airlines then try here.
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NTSB just published the report.
"This December 2014 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others."
Aside from that, I have NEVER seen 'professional' pilots on multiple GA....NEVER...
Given the depth of PPRUNE and formats, mods are free to move posts at will if there is a better format for the information.
This happened in 2014. And why post it on PPRuNe?
Aside from that, I have NEVER seen 'professional' pilots on multiple GA....NEVER...
Given the depth of PPRUNE and formats, mods are free to move posts at will if there is a better format for the information.
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Aside from that, I have NEVER seen 'professional' pilots on multiple GA....NEVER..
This is in fact more for low time GA pilots or wannabees, and should be in that forum if you ask me.
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Nothing to discuss actually
A review of medical records revealed that the pilot was using a sedating antihistamine and had several physiological issues, including vision deficits, diabetes, diabetic neuropathy.
Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
Probably also applies to the other 1500 or so investigations into accidents that occurred in 2014.
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Don't think there's much to learn here:
So, while the report's cover claims spatial disorientation in IMC as the reason for the loss of control, it turns out that, on the evening in question, the poor fellow couldn't fly an instrument approach of any sort, couldn't communicate how much fuel he had remaining, probably didn't know, and, whether his engine quit or not, he lost control with the tanks dry.
At 1723, controller informed the pilot he was abeam YEAGR and requested the aircraft's fuel status, which the pilot reported as eight hours.
At 1814, the controller cleared the pilot to fly the RNAV GPS Runway 35 approach, which would be the sixth approach attempt. The pilot acknowledged the approach clearance and stated he was "getting tired of flying this airplane". The controller asked the pilot if there was anything he could do to help and if he would like to try a VMC airport. The pilot replied he would like to continue to attempt to land at HQZ and "keep working until we get it".
Data from the engine monitor was downloaded and plotted. The airplane's fuel flow of 27 gallons per hour (gph), consistent with takeoff power, was observed towards the start of the recording. A similar fuel flow was observed four times throughout the event flight at 17:10:42, 17:26:12, 18:00:24, and 18:07:48. At 18:13:12, the fuel flow dropped to an average of 7 gph, consistent with low power, for the duration of the recording.
On December 18, 2014, at 1816 central standard time, a Beech V35A airplane, N555SF, impacted terrain near Seagoville, Texas.
The refueling lineman stated that he added 16 gallons of fuel and was not able to visually sight any fuel in either main tank, consistent with about 44 gallons of fuel or less on board. Data from the engine monitor indicated that 44.4 gallons of fuel had been consumed at the time of the accident.
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Aside from that, I have NEVER seen 'professional' pilots on multiple GA....NEVER...
Jet Airways- 7 approaches - lands with 270kg fuel
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Many professional pilots have fallen into this trap. Case in point was the pilot for the President of Poland. He crashed on his ninth attempted approach. Target/goal fixation is a killer in this business.
My personal rule is that after the first approach, if I can not figure out what went wrong, I go with a new game plan. A different approach or more likely a different airport.
My personal rule is that after the first approach, if I can not figure out what went wrong, I go with a new game plan. A different approach or more likely a different airport.
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The information I had stated that the crew flew multiple approaches. Here in the US, a majority of the instrument approach accidents, do not happen on the first approach.
Instrument approaches are high stress and high work load. Each approach tires the pilot both mentally and physically. As the pilot tires, it becomes more and more likely the pilot will make an error.
Instrument approaches are high stress and high work load. Each approach tires the pilot both mentally and physically. As the pilot tires, it becomes more and more likely the pilot will make an error.
Not uncommonly in these kinds of accidents, they'll push it lower and lower on each subsequent approach, hoping the next one will work out. Finally, while well below mins they get off course or become spatially disoriented while looking for the runway. It's an easy and well documented trap that will catch pilots out if they allow themselves to cave into the temptation push it just a little lower.
I'm actually less concerned about doing repetitive approaches to mins because that's what I've always experienced in training and checking events. If you stay on course and don't go below mins during any segment of the approach, there's nothing in your path to hit. (theoretically anyway) The trouble usually appears during the transition from instrument to visual reference, especially when this takes place while near or below mins.
Discipline is the only remedy. Don't descend below mins unless you have the required references! The temptation to "cheat" has snatched many otherwise capable pilots right out of this life. In some wx circumstances, another approach may be fruitful. Such as when the visibility and/or ceiling are trending toward improvement. Two or perhaps even three attempts may be rational in some circumstances. But six? This one started reading like an accident report long before that.
I'm actually less concerned about doing repetitive approaches to mins because that's what I've always experienced in training and checking events. If you stay on course and don't go below mins during any segment of the approach, there's nothing in your path to hit. (theoretically anyway) The trouble usually appears during the transition from instrument to visual reference, especially when this takes place while near or below mins.
Discipline is the only remedy. Don't descend below mins unless you have the required references! The temptation to "cheat" has snatched many otherwise capable pilots right out of this life. In some wx circumstances, another approach may be fruitful. Such as when the visibility and/or ceiling are trending toward improvement. Two or perhaps even three attempts may be rational in some circumstances. But six? This one started reading like an accident report long before that.
