Posted on 02/10/2021 12:05:14 PM PST by L.A.Justice
“A superior pilot is one who uses his superior experience and wisdom to avoid getting into situations which require a display of his superior piloting skills.”
Proper IFR training REQUIRES that you be put into a vertigo situation and then demonstrate that you can fight your senses and choose to believe your instruments.
Another requirement is the ability to tell your Boss/ passenger “No, this is not safe. We’re turning back. “
Sure. But again people don’t always do what they were trained to. How often do you drive at 10 and 2? Humans are human. We don’t always do it right.
It happens a lot, and usually burns off late morning/early afternoon. I’ve also been on top of the ridge when the fog is coming in and it’s really eerie. It just flows over the mountains and slides down the other side. You can see for miles straight, but you can barely see your feet.
8,577 TT with 1,250 in the S76. 10 years with the company. Instrument rating. CFI; CFII (Helo? Was he current IFR? Doesn’t say). Current biennial with EuroSafety as of May, 2019.
Sorry, guys - he seems a bit too long in the tooth for spatial disorientation. He ain’t no rich kid out over the water at night making a turn to final. And what the hell is this: “Zobayan was not authorized to fly in heavy clouds”? Was this a company restriction? Or was he non-current IFR?
Me? I’m gonna wait for the final NTSB report. (My quals? Type rated - ATP - in 707/720/737/757/767. 18,000+ total time. Air Force trained; retired airline pilot / line check airman. Current CFI/CFII.)
That’s fine, no question as to your quals. But I pose the same question as in my earlier post. What else are you gonna imply? You know well as I the vast majority of aircraft accidents are pilot error. Happens to old and bold. Get there itis in this case.
"In interviews conducted throughout the investigation, federal officials discovered that Bryant and Zobayan developed a friendship that may have led to his self-induced pressure to please his high-profile client."
I guess the pilot became too friendly with Kobe...
>> Get there itis in this case.
Agreed. As for what else, I’m going to wait for the final report. Not going to imply anything.
Unless you have experienced vertigo while in actual IMC - Instrument Meteorological Conditions, you will not fully understand the physical FIGHT it is to force yourself to ignore your "seat of the pants" and inner ear and instead trust your instruments.
Your senses are screaming one thing at you and your instruments are saying another. You learn Instrument flying procedures by instruction, but LIVE them by practice, practice, practice.
If people don’t always do what they were trained to then they have not had enough good, recent training.
BTW, I have flown actual IFR in fixed wing aircraft (T-28B/C) and in helos (TH-1 E/L, CH-46 and CH-53D). I have also tried (once, successfully) "popping up" through a ground fog layer that proved to be far thicker than I expected (500+ feet) in a non-IFR equipped Bell 206B Jet Ranger. Thankfully, the basic VFR "6-pack" gave me enough reference when I lost sight of th ground. Also, I did not attempt any turns while "in the goo". And I never again let myself get into that situation.
Clever editing to ignore my actual points.
People are people.
People make mistakes.
The most highly trained person in the entire history of the planet can still have 5 minutes of not thinking and screw up. That’s how the vast majority of accidents happens, some person, who should know better, didn’t for just enough minutes at just the wrong time.
” force yourself to ignore your “seat of the pants” and inner ear and instead trust your instruments.”
I’ve been watching a lot of these “air crash” videos lately, and another issue at least with modern commercial aircraft (Airbus, Boeing, etc.) is relying upon what the computers are telling you even if they’re telling you several conflicting things.
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