Is it fair to say we still do not know definitively the cause of the accident?
It has been speculated that conditions reported as foggy or misty at the time of the crash with visibility of 2.5 miles and ceilings of about 1,100 feet contributed to the accident.
The fact was the Pilot-in-Command was instructed, “maintain Special VFR condition at or below 2,500 feet", which confirms the less-than-VFR weather.
According to NTSB: “Examination of the main and tail rotor assemblies found damage consistent with powered rotation at the time of impact." and "Viewable sections of the engines showed no evidence of an uncontained or catastrophic internal failure"
https://app.ntsb.gov/pdfgenerator/Re...relim&IType=MA
https://www.ntsb.gov/investigations/...CA20MA059.aspx
https://www.ntsb.gov/news/press-rele...r20200207.aspx
P-I-C: ARA G. ZOBAYAN 50 years old, had 1,200 Hours S-76 and was the Chief Pilot for Island Express, with 8,200 Hours (approximately) Total and had flown about 270 hours the previous 6 months, which is about average . . . Typically, one can expect to fly 500 hours/year, unless flying "long haul". How much Actual Weather Flying had he logged? Flight Simulator experience logged? How much had he logged wearing a View Limiting Device or Hood? Again, would need to see his Pilot Logbook. That might give a clue to his competency and level of self-confidence to climb, with sole reference to Instruments, into VFR conditions, above the clouds. For example, pick a westerly heading over the highway, keeping within +/- 10 degrees, pull up on the Collective, watching the Altimeter and VSI increase, maintain airspeed or maybe slow a bit to increase Rate of Climb, keep the Needle and Ball centered . . . And, that would work just fine without a Gyro Horizon or Attitude Indicator. A true bonus if the aircraft had one of those that functioned.
Zobayan went to Group 3 Aviation in 1998 for flying lessons. Were all of his flying and ground school lessons received, there? Would be interesting to see all of the sign-offs by his Instructors and lesson syllabuses/syllabai to know exactly what he was taught.
FAA notes: "violated federal flight rules in 2015, when he flew into busy airspace near Los Angeles International Airport despite being ordered not to by air traffic control" He was criticized by the FAA, “Had Mr. Zobayan properly planned and reviewed current weather at LAX, he would have been able to anticipate the required action to transit … resulting in proper coordination”.
Trend?
CFI/FLIGHT INSTRUCTOR - INSTRUMENT HELICOPTER (2020-08-31)
CFI/FLIGHT INSTRUCTOR - ROTORCRAFT-HELICOPTER (2020-08-31)
GI/GROUND INSTRUCTOR - INSTRUMENT
PILOT/COMMERCIAL - INSTRUMENT HELICOPTER
PILOT/COMMERCIAL - ROTORCRAFT-HELICOPTER
PILOT/PRIVATE - INSTRUMENT HELICOPTER
PILOT/PRIVATE - ROTORCRAFT-HELICOPTER
The The Sikorsky S-76B is capable of single-pilot instrument flying certified or not and regardless the company was restricted to VFR operations, or not, in an Abnormal or Emergency situation, the Pilot-in-Command can do what the heck he wants to save the day. Apologize and explain later, but best to fess-up and submit a NASA Aviation Safety Reporting System (ASRS) Report.
I first earned a Commercial Pilot License Rotorcraft-Helicopter with an Instrument Rating March 1979, after graduating US Army flight training, at Mother Rucker. Earned Airline Transport Pilot License with Instrument Rating Rotorcraft-Helicopter October 1983 . . . Then offered a Corporate Pilot job flying both multi-engine turboprops and multi-engine IFR helicopters based at LAX, July 1987. By September 1987, I earned a Certificated Flight Instructor-Instruments Rating Rotorcraft-Helicopter and became a Helicopter Instrument Examiner for the Corporate Flight Department. After five years there, before the Defense industry wind down and half the Flight Department was let go, I went on to fly a BK-17A3/A4 in the same area . . . All the while, I had been flying the Bell Huey out of Los Alamitos Army Air Field. So, I had quite a bit of experience flying in the same operational area and terrain. Up to the Santa Susana rocket facility in the Simi Hills, out to Thousand Oaks, over to Palmdale Air Force Plant, out to Vandenberg Air Force Base, Van Nuys, Burbank, Santa Monica, you get the idea . . . I know the area like the back of my hand, including the canyons, the canyons with wires, and particularly the scuddy weather.
During my career spanning 36 years, have had lapses in Instrument currency? Of course. I could still keep shiny side up and might have been a bit rough during recurrent training. Let's see a show of hands how many have flown Instruments on Partial Panel, either during training or out of necessity, when something failed? Compass Card not working, no problem, that's what the Standby Compass is for. Don't need a Gyro Horizon, just makes it a whole lot smoother and easier. Right?
So, with 1,200 hours in the S-76, being an Instrument Rated Commercial Pilot and an Instrument Instructor and the Chief Pilot (that is the one who sets the example for all the Pilots he employed), it seems hard to understand Spatial Disorientation or Vertigo.
How many Instrument Rated Pilots have heard the axiom, "Believe Your Instruments"? That is, ignore what your body, nerves in your musculoskeletal system, and inner ear are directing you to do, just use the Instruments and do not fixate on any one. When you do, force yourself to increase your scan. This is just basic Human Factors stuff. Most importantly, don't put yourself in that position, in the first place. If there is any doubt about the weather or how low you will have to go and how slow you will have to fly doing Special VFR, then do not take off. If in rapidly declining weather, #1 slow down. Maintain straight and level. Maintain Visual contact with the ground. Look at the Compass Card, pick a 180 degree heading or a heading that will take you to VFR. Have I ever gone up a canyon parallel to the 405 and the weather would not allow any further progress? Indeed. I simply made a tight course reversal (180 degrees from what I was flying), at the same altitude, using my basic "Six Pack" of Instruments and returned to VFR, and got either IFR Clearance to go On-Top or Over-The-Top or returned to LAX, all coordinated with ATC. If Plan A does work, then have a Plan B. Have I ever said "No" to an Employer or Chief Pilot or passenger? Indeed. I only ever cared about protecting my Pilot License.
I am not blaming Ara Zobayan, because I do not know him, have not worked for him, have not flown the S-76, but I have flown comparable and even more sophisticated and faster aircraft and I have not seen a final Accident Investigation Report from NTSB, but if all the rotating parts were rotating . . . Did he suffer a medical episode or was it simply Spatial Disorientation? If it was the later, then we should want to know why, with all the experience and credentials he had.