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-   -   Citation missing after departure from Burke Lakefront in Cleveland (https://www.pprune.org/biz-jets-ag-flying-ga-etc/588909-citation-missing-after-departure-burke-lakefront-cleveland.html)

eastern wiseguy 30th Dec 2016 13:04

Citation missing after departure from Burke Lakefront in Cleveland
 
Search underway for missing plane that originated at Burke Lakefront Airport | WKYC.com


US Coastguard and Canadian assets on site .

DaveReidUK 30th Dec 2016 14:16

ASN quotes a report from FlightAware that the final ADS-B transmission showed an altitude of 3100 ft and a vertical rate of -3750 ft /min.

ASN Aircraft accident Cessna 525C Citation CJ4 N614SB Cleveland-Burke Lakefront Airport, OH (BKL)

gleaf 30th Dec 2016 16:14

Depth
 
Depth in that area is about 19 meters.

robbreid 30th Dec 2016 16:33

1 Attachment(s)
Question???? Reported owner was flying with wife - two sons, neighbour and her child. So sounds like single pilot.

FAA pilot database shows ppl date as Jan 2015 - so is that the date he received his ppl or the last date of entry - which would be C510 rating.

Owner bought Citation Mustang N814WS in 2014 and just sold it last month - the CJ4 he just registered on Oct 14 2016.

peekay4 30th Dec 2016 17:13

That's the date the certificate was last (re-)issued, which isn't necessarily the initial date. Even a change of address could trigger a re-issue (I just checked my own FAA entry since I changed my address a couple of years back.)

robbreid 30th Dec 2016 17:20

Thanks for response.

Sales brochure when aircraft was for sale earlier this year.

http://www.whitneyjet.com/files/119198767.pdf

MarcK 30th Dec 2016 17:53

The date of certificate issue would be the date of the latest change (e.g. type rating).

Airbubba 30th Dec 2016 18:51

A sad footnote, today is the pilot's 46th birthday.

Here's a briefing on the search by Coast Guard Captain Mike Mullen, the audio is echoed for some reason for the first six minutes or so:

https://www.facebook.com/WKYC.Channe...4983389084274/

Captain Mullen says the primary search sensor is the Mark One Mod One eyeball.


Originally Posted by DaveReidUK (Post 9624819)
ASN quotes a report from FlightAware that the final ADS-B transmission showed an altitude of 3100 ft and a vertical rate of -3750 ft /min.

FR24 has a similar plot showing a right turnout over the lake with a last data point of 1750 feet at 259 knots.

vmandr 31st Dec 2016 00:37

Single pilot IFR ops in IMC, and perhaps one of his sons in the RH seat ? I wonder...

Almostfamous 31st Dec 2016 01:13

The chain
 
Long night at sporting event, fatigue
Dark overwater
Icing conditions
Snowing
IMC
Recently purchased aircraft
Wanting to get home that night

It routinely amazes me that people can afford these aircraft but are too cheap to hire a safety pilot or add up all the aforementioned circumstances and decide the right move is to spend the night in the Presidential suite of the four seasons and fly out the next morning after daybreak. If you can afford that aircraft you can afford to be cautious.

galaxy flyer 31st Dec 2016 01:13

It's been years since I operated a Citation out of Lakefront, but it doesn't look like the departure is any different. You depart a well-lighted airport environment with a large city (albeit Cleveland) in the background, turn north immediately into pitch black Lake Erie with a few ship lights to add to the distractions. A setup for SD. The lake isn't frozen yet, but when it is and ATC holds you down low, it's real disorienting, ice and snow below in and out of the cloud base.

thcrozier 31st Dec 2016 01:24


It routinely amazes me that people can afford these aircraft but are too cheap to hire a safety pilot...
Me too, as one who could afford it and had a safety pilot. Probably why I'm still here.

Also, for me a big part of the joy of flying was the pleasure of learning new things. My safety pilot was always teaching me.

Now, if only I could find someone as qualified for my sailboat. And yes - this is a job offer.

vmandr 31st Dec 2016 01:33

I would like to beg those visitors of the site that do single pilot IFR flights, to take the time and read carefully the suggestions of this excellent document. my 2c.

https://www.caa.govt.nz/Advisory_Circulars/AC091_11.pdf

B2N2 31st Dec 2016 01:46

Whats wrong with engaging the autopilot at 400' before you turn.
Tired at night is no time to be a handfly-hero..

thcrozier 31st Dec 2016 01:50

May have not understood how it worked..

vmandr 31st Dec 2016 02:29

...why not use the autopilot below 400'....maybe the below is relevant ?




§ 135.93 Minimum altitudes for use of autopilot.
(a) Definitions. For purpose of this section -

(1) Altitudes for takeoff/initial climb and go-around/missed approach are defined as above the airport elevation.

(2) Altitudes for enroute operations are defined as above terrain elevation.

(3) Altitudes for approach are defined as above the touchdown zone elevation (TDZE), unless the altitude is specifically in reference to DA (H) or MDA, in which case the altitude is defined by reference to the DA(H) or MDA itself.

(b) Takeoff and initial climb. No person may use an autopilot for takeoff or initial climb below the higher of 500 feet or an altitude that is no lower than twice the altitude loss specified in the Airplane Flight Manual (AFM), except as follows -

(1) At a minimum engagement altitude specified in the AFM; or

(2) At an altitude specified by the Administrator, whichever is greater.

(c) Enroute. No person may use an autopilot enroute, including climb and descent, below the following -

(1) 500 feet;

(2) At an altitude that is no lower than twice the altitude loss specified in the AFM for an autopilot malfunction in cruise conditions; or

(3) At an altitude specified by the Administrator, whichever is greater.

(d) Approach. No person may use an autopilot at an altitude lower than 50 feet below the DA(H) or MDA for the instrument procedure being flown, except as follows -

(1) For autopilots with an AFM specified altitude loss for approach operations -

(i) An altitude no lower than twice the specified altitude loss if higher than 50 feet below the MDA or DA(H);

(ii) An altitude no lower than 50 feet higher than the altitude loss specified in the AFM, when the following conditions are met -

(A) Reported weather conditions are less than the basic VFR weather conditions in § 91.155 of this chapter;

(B) Suitable visual references specified in § 91.175 of this chapter have been established on the instrument approach procedure; and

(C) The autopilot is coupled and receiving both lateral and vertical path references;

(iii) An altitude no lower than the higher of the altitude loss specified in the AFM or 50 feet above the TDZE, when the following conditions are met -

(A) Reported weather conditions are equal to or better than the basic VFR weather conditions in § 91.155 of this chapter; and

(B) The autopilot is coupled and receiving both lateral and vertical path references; or

(iv) A greater altitude specified by the Administrator.

(2) For autopilots with AFM specified approach altitude limitations, the greater of -

(i) The minimum use altitude specified for the coupled approach mode selected;

(ii) 50 feet; or

(iii) An altitude specified by Administrator.

(3) For autopilots with an AFM specified negligible or zero altitude loss for an autopilot approach mode malfunction, the greater of -

(i) 50 feet; or

(ii) An altitude specified by Administrator.

(4) If executing an autopilot coupled go-around or missed approach using a certificated and functioning autopilot in accordance with paragraph (e) in this section.

(e) Go-Around/Missed Approach. No person may engage an autopilot during a go-around or missed approach below the minimum engagement altitude specified for takeoff and initial climb in paragraph (b) in this section. An autopilot minimum use altitude does not apply to a go-around/missed approach initiated with an engaged autopilot. Performing a go-around or missed approach with an engaged autopilot must not adversely affect safe obstacle clearance.

(f) Landing. Notwithstanding paragraph (d) of this section, autopilot minimum use altitudes do not apply to autopilot operations when an approved automatic landing system mode is being used for landing. Automatic landing systems must be authorized in an operations specification issued to the operator.

(g) This section does not apply to operations conducted in rotorcraft.

[Doc. No. FAA-2012-1059, 79 FR 6088, Feb. 3, 2014]

and of course the legendary :

https://www.youtube.com/watch?v=pN41LvuSz10

galaxy flyer 31st Dec 2016 02:49

FAR 91 only has to apply the AFM limitations, not FAR 135 restrictions, however advisable.

vmandr 31st Dec 2016 03:20

Maverick Air LLC (owner) holding 'Commuter' type airworthiness, wouldn't fly under part 135 ?

some additional info about the company and owner at:

http://www.kathrynsreport.com/2016/1...j4-n614sb.html

stangely reads 'operation 91'

also interesting...

http://blog.privatefly.com/us/part-91-vs-part-135

malabo 31st Dec 2016 03:38


I would like to beg those visitors of the site that do single pilot IFR flights, to take the time and read carefully the suggestions of this excellent document. my 2c.
Really? Some mickey-duck CAA authority like NZ is any kind of authority on SPIFR over the industry experience of the FAA? Lots of single-pilot complex aircraft IFR flown here every day, normal. Not sure why you add "in IMC", are you even familiar with IFR? Find another windmill.

_Phoenix 31st Dec 2016 03:54

Strange, they veered on the opposite direction of the flight path planned.

https://www.flightradar24.com/data/a...614sb/#c077e55

vmandr 31st Dec 2016 04:08

malabo

the experience of FAA is undeniable, of course, but not perfect.
however, almost in every other accident report foreign or NTSB, there are some recommendations to FAA. I guess with all that
experience FAA is a bit short from being 'perfect'

as for the single pilot ops complex or otherwise we read the statistics and the numbers increase all the time.
Stats show slight increase in number of fatal GA accidents ? General Aviation News

re IMC, sorry I forgot to add 'at night' !

flyer_doc 31st Dec 2016 06:57

I have looked and can't find any SIDs for this airport- I can find the STARs but no SIDs.
If there are SIDs, do any of them involve a right turn after takeoff, out across the lake?
The direct flight route would call for a left turn after take off, so unless he was following a SID which involved flight in the wrong direction initially (by no means unusual of course) it might be significant that his initial turn was the wrong way- i.e.- not positively intended. Then startle would play a part- he is expecting to see habitation and a biggish city, when all he sees is a black hole. METAR suggests IMC from 2600 ft, and last plot was circa 3000ft.
so fairly quickly into IMC, at a time of high workload, rapid acceleration (somatogravic illusion?) especially if his head was also turned, introducing a lateral component to the illusion=graveyard spiral.
All pure speculation but comments appreciated.
Thanks for the NZ CAA link vmandr - well worth a read for a GA single pilot

TriStar_drvr 31st Dec 2016 10:52

Cleveland Hopkins Airport (the main airline Airport) is southwest of Lakefront Airport. A left turn departure would place the aircraft in the way of arrivals. That's why the right turn on departure.

Hippy 31st Dec 2016 10:52


Originally Posted by flyer_doc (Post 9625408)
I have looked and can't find any SIDs for this airport

From: TAKEOFF MINIMUMS, (OBSTACLE) DEPARTURE PROCEDURES, AND
DIVERSE VECTOR AREA (RADAR VECTORS)


CLEVELAND, OH
BURKE LAKEFRONT (BKL)
TAKEOFF MINIMUMS AND (OBSTACLE)
DEPARTURE PROCEDURES
Rwys 24L/24R, climbing right turn to intercept CXR
VOR/DME R-272 to 1900 before proceeding on course.

Murexway 31st Dec 2016 13:11

Some of the roughest rides I've ever had (on app & dep) were in and out of BKL and CLE in the winter.

Pretty high workload for a low-time, single pilot: night, turbulence, icing, freq change to departure - things happened pretty fast once he got the gear up. Even if he engaged the A/P it might have kicked off.

Sounds like a classic departure stall.

rotornut 31st Dec 2016 15:53

Now a recovery: Search for small plane that disappeared over Lake Erie now a recovery effort | CP24.com

galaxy flyer 31st Dec 2016 16:08

Turning LEFT is a problem for ATC, but really tall buildings about 0.5 nm from DER are the real problem--city of Cleveland.

RatherBeFlying 31st Dec 2016 16:16

I can recall three recent two crew IFR takeoffs or missed approaches into the dark that may have succumbed to disorientation. Flash 604 out of Sharm, Armavia 967 on a miss from Sochi and possibly the TU-154 at Sochi last week.

MungoP 31st Dec 2016 16:31

We don't know what happened and the job of the NTSB starts now with the task of showing what didn't happen which is what a lot of people don't understand when criticizing the length of time it takes them to produce a report.
But yes, a low hours non-professional pilot in poor weather at night after a long day and operating new, unfamiliar equipment can be a recipe for disaster, as the young Kennedy was to discover. It may turn out that this was not the major cause of the accident but if there's anyone out there reading this that is in a similar position do keep this in mind.. It's an old story that has bitten very hard and tragically too many times yet the lesson although a simple one is ignored time and time again leaving a hole in the ground and a hole in the lives of friends and families.

TowerDog 31st Dec 2016 18:33

Well spoken Mr. MungoP: I agree with every word and was just about to post a similar message. You did it for me..:uhoh:

SLFinAZ 31st Dec 2016 19:16

I've got a couple of questions, pardon me in advance if they are a bit ignorant.

I'm curious what the insurance requirements are specific to coverage. My understanding is that both check ride and some amount of simulator and flight time is required transitioning from the Mustang to the Citation. I know that the Mustang is designed as much as a private owner plane and configured for single pilot use. Isn't the Citation series in general really intended for dual pilot use?

so...

Is there a limitation (from an insurance perspective) on pilot qualifications for single pilot operations. Given the sophistication of the avionics why would he not use the automation...I can't think of any reason to be hand flying under those conditions given his low time on the Citation???

West Coast 31st Dec 2016 19:29


.I can't think of any reason to be hand flying under those conditions given his low time on the Citation???
By what means have you determined the pilot was handflying?

SLFinAZ 31st Dec 2016 20:33

I most certainly haven't, my own thoughts were similar to those posted above that this appears to be a loss a spatial awareness in IMC (my father lost a close friend in similar circumstances).

I am speculating that he was hand flying since it's a much higher probability statistically than the AP kicking out so quickly. Of course it's also possible that either the AP never engaged or that the accident occurred in part because he was attempting to set the AP (or asked his son to??) and his focus was split between aviating, post takeoff clean up (gear, flaps) and the AP...

The Ancient Geek 31st Dec 2016 20:41

Many aircraft, including for example the DHC6 Twin Otter, are certificated for single pilot operation. Many local national regulations place limits on such operations varying from VFR only to the number of paying passengers. This is a minefield of inconsistant and often irrational rules which few claim to understand.

West Coast 31st Dec 2016 20:57


I am speculating that he was hand flying since it's a much higher probability statistically than the AP kicking out so quickly.
You have operating experience specific to the type or aggregate data about the AFCS to arrive at this conclusion?

Almostfamous 31st Dec 2016 21:35

CVR
 
One item of note from the equipment listed in the sales flyer for the incident aircraft was that it was equipped with a CVR that apparently records flight parameters as well, per the specs:

http://www.l-3ar.com/Draft_0612/html/PROD-Av-Rec-FA2100CVR.php

Perhaps the mystery will be ultimately solved. It also has a pinger, who knows if the coast guard or local authorities can detect it, or will detect it in shallow water.

ams6110 31st Dec 2016 22:50

According to reports, "the Emergency Locator Transmitter on the missing Cessna is not pinging."

Divers now assisting in lost plane recovery mission in Lake Erie - WALB.com, South Georgia News, Weather, Sports

B2N2 31st Dec 2016 23:26

Apart from the fact that the airplane was owner flown and therefore Part 91 regardless of the fact that it was on a 135 certificate...


(1) At a minimum engagement altitude specified in the AFM
Even with a 2-pilot crew a "low altitude" autopilot engagement should be briefed prior to departure because it is....prudent with a low level over water turn after departure...at night.

Murexway 31st Dec 2016 23:47

Although I agree that the A/P is a great aid under these conditions and should be used, especially in single pilot night IFR operations, too many young pilots wealthy enough to afford an airplane such as this think they can substitute button pushing for basic IFR flying skills and currency.

galaxy flyer 1st Jan 2017 00:15

If the pilot does not have the skills to hand fly the plane, no autopilot will make up for it. IOW, if you can't fly it, don't take it airborne. The A/P is an aid, not a substitute.


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