If they had just trimmed to the hover attitude, raised the lever to establish a reasonable rate of climb, waitied until they saw 100' on the rad alt and then adopted a gentle accelerative attitude whilst keeping the climb going they would still be alive.

It is a basic technique which can be done in an unstabilised single as well as a full IFR AP aircraft.

The cause of this tragic accident appears to be that a manoeuvre beyond the crew's capability was attempted, in that a transfer from visual references onto instruments wasn't successfully made.

The lesson to be learned seems obvious to me. The guidance put forward by the CAA in SN-2016/001 is very valid.

I think it's important to remember that mitigation of the risk of an engine failure is not always the most pressing need. In very poor visibility, obstacle collision avoidance might well be far more urgent. A privately operated aircraft, i.e. one not engaged on a public transport flight, is not legally required to carry out a Class A departure. Some private landing sites do not comply with the requirements for PT in any case and require a degree of flexibility with regard to published departure and landing profiles.

Having said that, it's still the commander's responsibility to keep it safe. Sometimes that means cancelling a flight.

AMEN! Crab is spot on with that comment!

TAC was slated to do a live talk on YouTube tomorrow 31st March, retelling his hilarious stories of near misses past. I had a word with the organiser, on his forum, citing your displeasure with his limelight grabbing radio foray, and it has now been changed to a private event for his forum, not to be broadcast to the wide world.

Excellent use of Prose. Well, done Sir!

Thank you; just got your PM too. The last thing this industry needs is tales of derring do. We're in enough trouble right now..

SND

Is there a recording/transcript of that Vine show interview?

Unlikely, this long after the broadcast