"The controller instructed the pilot to “squawk VFR” (set the helicopter’s transponder code to 1200) and contact the CMA tower once closer to the airport, and the pilot acknowledged."
I edited the wording to simplify the exchange between the first ATC Controller at SCT (Southern California Terminal Radar) and the Pilot.
The deleted part of the edit provides the Controller noting Radar Coverage for the aircraft was not going to be available due to the low height above ground the aircraft was flying (400-600 feet AGL).
That wording clearly connotes Flight Following was terminated....the Pilot was to set his Transponder to a standard VFR Code (1200) and to contact ATC when he was closer to Camarillo Airspace.
The Controller at that point was finished with any handling of the Accident Aircraft and a change of Controllers occurred (no mention of the Accident Aircraft was made during the handover of the position ).
What is complicated about that?
In effect that lessened the burden on the Pilot as now he did not have to talk to anyone....as there was not a hand off to another ATC unit.
Unless he wanted to enter Controlled Airspace....he had no requirement to talk to anyone.
He could have continued on as he did....and even done the IMC climb to on top of the cloud layer without having to make a call until established on top....then reported to the appropriate ATC unit what had happened.
Reading the Accident Report....The Pilot did not speak to ATC until four minutes later when he initiated the exchange with the second Controller when he announced his decision to climb IMC to VFR On Top.
The Controller (having no knowledge of the aircrafts position, track, or intentions) asked the Pilot to "Ident" and asked him his position and got a response from the Pilot confirming the requests and offered his location and confirmed his climbing to clear air.
Within seconds the flight path turned left and a descent was begun with the aircraft impacting the ground.
Why would the Operator think ATC played a role in this and should be held liable in Court?
Doing a straight ahed climb in a fully instrumented S-76B....of just over a thousand feet should not be that difficult.
But as we know....it was for some reason and Spatial Disorientation is being blamed when we know full well it was other factors that set up the environment for that to happen.
I am disappointed in the NTSB Final Conclusion as to the Cause of the Accident....it goes far deeper than one guy getting the whirlies and losing control of the aircraft.
https://www.ntsb.gov/investigations/...ts/AAR2101.pdf