P.180 Avanti D-IRSG crashed off the coast of Costa Rica
Thread Starter
Join Date: Jan 2003
Location: Here and there
Posts: 272
Likes: 0
Received 0 Likes
on
0 Posts
P.180 Avanti D-IRSG crashed off the coast of Costa Rica
A German fitness-mogul and millionair died with his family and the pilot .
Rumours are around the the plane was chartered out in an illegal way by the 66-year old pilot. But that is not confimred yet.
https://www.msn.com/en-us/news/world...a517ea7d3376a9
Rumours are around the the plane was chartered out in an illegal way by the 66-year old pilot. But that is not confimred yet.
https://www.msn.com/en-us/news/world...a517ea7d3376a9
Last edited by Pilot DAR; 27th Oct 2022 at 18:56. Reason: Fixed typo
Join Date: Oct 2018
Location: Austria
Posts: 2
Likes: 0
Received 0 Likes
on
0 Posts
The pilot was very experienced and respected within Swiss pilots.
There are other rumours going on - millionaire Schaller's company Lopavent GmbH organized the Lovaparade 2010 - 21 people died and over 500 were injured.
There are other rumours going on - millionaire Schaller's company Lopavent GmbH organized the Lovaparade 2010 - 21 people died and over 500 were injured.
This flight is a mystery so far. The track can be found here: https://www.flightradar24.com/data/a...-irsg#2deeb6e6
It is not publicly known why the aircraft turned West into the Atlantic after crossing the border of Costa Rica. The groundspeed was rather ragged in the last 30 minutes. Finally it turned South towards Limon and crashed shortly therafter. Limon has a VOR/DME Approach for Runway 32, but that begins overhead (LIO) so it can be reached following the coast. No apparent reason to turn out so far into the Atlantic ocean unless advised so by ATC. In case of troubles there were other airports reachable and they surely would have remained near terra firma in such a case. Sunset was around 17:15 local and the time of crash was 23:54 UTC, which is 6 hours ahead (local 17:54), so it was probably getting dark by then. Weather at Limon was reported CAVOK.
It is not publicly known why the aircraft turned West into the Atlantic after crossing the border of Costa Rica. The groundspeed was rather ragged in the last 30 minutes. Finally it turned South towards Limon and crashed shortly therafter. Limon has a VOR/DME Approach for Runway 32, but that begins overhead (LIO) so it can be reached following the coast. No apparent reason to turn out so far into the Atlantic ocean unless advised so by ATC. In case of troubles there were other airports reachable and they surely would have remained near terra firma in such a case. Sunset was around 17:15 local and the time of crash was 23:54 UTC, which is 6 hours ahead (local 17:54), so it was probably getting dark by then. Weather at Limon was reported CAVOK.
Join Date: Jun 2007
Location: SAYE
Posts: 281
Likes: 0
Received 0 Likes
on
0 Posts
Not an illegal charter at all, and not a charter flight!
There is a VOR DME (LIO 116.3) on the field but no instrument approach procedure to MRLM (maybe there was one in the past?). At any rate, none are listed in the Costa Rica AIP and/or in the current Jeppesen databases.
This is the first ever fatal accident, civilian or military, with a Piaggio Avanti aircraft.
experienced and respected -- possibly? But all his descent profiles as shown on globe.adsbexchange.com and flightradar24.com since the beginning of his journey from Germany show that the pilot was not familiar and/or knowledgeable with the aircraft automation and capabilities, in particular with Collins Pro Line 21. E.g.: with VNAV, descent profiles, appropriate airspeed & rate of descent, as well as other functions.
All his descent profiles since July show inconsistent and erratic airspeeds & rates of descent (way too high).
At any rate, an Avanti II (Pro Line 21) pilot should be able to safely arrive at an unfamiliar airport at night. With appropriate and consistent airspeed & rate of descent from the TOD.
Reportedly, weather was no factor in this accident.
Very sad!
There is a VOR DME (LIO 116.3) on the field but no instrument approach procedure to MRLM (maybe there was one in the past?). At any rate, none are listed in the Costa Rica AIP and/or in the current Jeppesen databases.
This is the first ever fatal accident, civilian or military, with a Piaggio Avanti aircraft.
experienced and respected -- possibly? But all his descent profiles as shown on globe.adsbexchange.com and flightradar24.com since the beginning of his journey from Germany show that the pilot was not familiar and/or knowledgeable with the aircraft automation and capabilities, in particular with Collins Pro Line 21. E.g.: with VNAV, descent profiles, appropriate airspeed & rate of descent, as well as other functions.
All his descent profiles since July show inconsistent and erratic airspeeds & rates of descent (way too high).
At any rate, an Avanti II (Pro Line 21) pilot should be able to safely arrive at an unfamiliar airport at night. With appropriate and consistent airspeed & rate of descent from the TOD.
Reportedly, weather was no factor in this accident.
Very sad!
Last edited by avionimc; 27th Oct 2022 at 13:25.
Join Date: Oct 2018
Location: Austria
Posts: 2
Likes: 0
Received 0 Likes
on
0 Posts
FMS SEL ALT 0ft was set, a few seconds before the impact FMS SEL ALT 8000ft was selected.
Rolf L. was a key figure in Valais aviation. He was president of the Motor Flight Group of the Aéro-Club du Valais, in Sion, and was active in the training sector by functioning as an expert during the examinations for pilots and instructors within the Federal Office of Civil Aviation (FOCA).
Rolf L. was a key figure in Valais aviation. He was president of the Motor Flight Group of the Aéro-Club du Valais, in Sion, and was active in the training sector by functioning as an expert during the examinations for pilots and instructors within the Federal Office of Civil Aviation (FOCA).
ATC usually has access to selected FL via Mode S EHS.
Enthusiast receivers are capable of picking up such transmissions, although recognising them can be a bit tricky.
Enthusiast receivers are capable of picking up such transmissions, although recognising them can be a bit tricky.
Join Date: Jul 2009
Location: France
Age: 62
Posts: 98
Likes: 0
Received 0 Likes
on
0 Posts
https://globe.adsbexchange.com/?icao...amp=1666396338
On the left scroll down to FMS SEL
On the left scroll down to FMS SEL
Join Date: Jun 2007
Location: SAYE
Posts: 281
Likes: 0
Received 0 Likes
on
0 Posts
Originally Posted by urfix: FMS SEL ALT 0 ft was set, a few seconds before the impact FMS SEL ALT 8000 ft was selected.
Mode S Enhanced Surveillance (EHS) extended squitter transponders, with ADS-B out can broadcast some Downlink Aircraft Parameters (DAP), some of these parameters may be displayed on globe.adsbexchange.com, such as :
a. Magnetic Heading
b. Indicated Airspeed and/or Mach No.
c. Vertical Rate (climb/descend)
d. MCP/FCU Selected Altitude
e. Ground Speed
f. Roll Angle
g. Track Angle Rate (or True Airspeed if Track Angle Rate is not available)
h. True Track Angle
i. Barometric Pressure Setting
(MCP - Mode Control Panel / FCU - Flight Control Unit / FGP - Flight Guidance Panel in this case with Pro Line 21 avionics)
The requirements of EHS are fulfilled by data provided in the Extended Squitter message from a Mode S transponder. The format to provide the data that is defined in the RTCA documents that are used to certify ADS-B transponders. (RTCA - Radio Technical Commission for Aeronautics).
RTCA DO-260B references DO-181E and EUROCAE ED-73C for those message formats and specific bits.
FAA AC 20-165B specifies ADS-B out requirements for certification.
EHS requires an interrogation from the ground for specific data (DAPs) and the reply format is carried in the Comm-B. The requested data from the interrogators is different in Europe and the Americas. Interrogators in the U.S. request less DAPs, therefore the same aircraft might display less or more parameters depending upon where it is flying.
FMI: https://nbaa.org/aircraft-operations...-transponders/
https://mode-s.org/decode/
Originally Posted by Central Scrutinizer
Just curious: how do you know that?
a. Magnetic Heading
b. Indicated Airspeed and/or Mach No.
c. Vertical Rate (climb/descend)
d. MCP/FCU Selected Altitude
e. Ground Speed
f. Roll Angle
g. Track Angle Rate (or True Airspeed if Track Angle Rate is not available)
h. True Track Angle
i. Barometric Pressure Setting
(MCP - Mode Control Panel / FCU - Flight Control Unit / FGP - Flight Guidance Panel in this case with Pro Line 21 avionics)
The requirements of EHS are fulfilled by data provided in the Extended Squitter message from a Mode S transponder. The format to provide the data that is defined in the RTCA documents that are used to certify ADS-B transponders. (RTCA - Radio Technical Commission for Aeronautics).
RTCA DO-260B references DO-181E and EUROCAE ED-73C for those message formats and specific bits.
FAA AC 20-165B specifies ADS-B out requirements for certification.
EHS requires an interrogation from the ground for specific data (DAPs) and the reply format is carried in the Comm-B. The requested data from the interrogators is different in Europe and the Americas. Interrogators in the U.S. request less DAPs, therefore the same aircraft might display less or more parameters depending upon where it is flying.
FMI: https://nbaa.org/aircraft-operations...-transponders/
https://mode-s.org/decode/
Last edited by avionimc; 27th Oct 2022 at 18:12.
