Cessna 340A Crash San Diego, CA 11 Oct 2021
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- čas přidán 12. 10. 2021
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RIP to the 2nd person who died in this accident, UPS employee Steve Krueger. He was a 30 year UPS driver, age 61 & was set to retire next summer, 2022. He had delivered packages on his regular route in Santee for decades, was well known & loved by all his regular customers. As it was described by witnesses, the airplane wing struck his vehicle & he quickly perished from the contact.
Thanks for your post.
RIP Steve Krueger and condolences to family and friends.
(Thank you for the details, @JWWJ! I somehow missed the details of this gentleman's life.)
Good lord what a tragic set of circumstances for Mr. Krueger!!! Set to retire soon, oh my goodness. His family & friends must be in such shock...Condolences to all. RIP Mr. Krueger.
Thank you for details of Mr. Krueger, second victim in this tragedy. One can only hope he never even realized the tragic fate before him.
Unless I misunderstood a news report quoting the UPS driver's brother, I believe he was retiring Oct 22, 2021. Not summer of 2022. So it had been set to be real soon after this had occurred. So sorry for all families involved.
@@hdpro553 That is so sad. You can argue the if he had retired a month earlier this would not have happened to him. But in all honesty, we could get hit by an aircraft at any moment. I could be killed while typing this comment.
This lucid, understandable, and informed commentary is why I consider this channel an essential resource on YT. This is good journalism at it's purest. An informed observer collects available data and translates it into a narrative that can be followed by the layperson.
It's not the final NTSB report, but it is light years beyond the crap pumped out by national networks and over matched local sources. It's highly informed content delivered quickly.
That this type of resource is in conflict with YT's policies is just one more element of our national confusion about internet media.
CZcams seems to be very afraid of stepping on the toes of paying advertisers.
I agree. CZcams also promotes the best channels like his as well
Outstanding comment, PM. My sentiments exactly. Thanks to Juan for a clear-eyed analysis.
Well that will be one good thing about what is going down soon with regard to information access. There will be less confusion once all our media are as well - er - managed as they are in communist China.
What a great comment ! I agree !
He lived in SD and worked in Yuma, commuted back and forth constantly. Owned two airplanes and was instrument rated. The marine layer weather is a constant for half the year every year, anyone who flies around there is familiar with it. Looking at the somatographic aspects of the 767 cargo flight in Houston that did about the same maneuver as this Cessna, but into a lake ... it's clear that the tendency to become disoriented in these kinds of approach-marginal weather scenarios is pretty strong and pretty deadly. As a former CFI I am inclined to look at this as a training issue, and I would consider regulatory change regarding single-pilot IMC operations of this type. I see a pattern here that was quite recognizable when I was instructing and doing a lot of check rides for all manner of GA pilots ... people treat the airplane as if it were just a fast car. A quick way to get home or get to a business meeting. They don't realize that they can quickly ... in seconds or minutes ... get themselves into situations that will eat their lunch. You can tell them that, plan ahead, don't get caught in a scramble to fly and navigate and do an approach and deal with weather because that's going to put you in a very high risk situation. But they don't listen. They just don't listen.
Wow,.am glad I dropped out of flight training now. Horrible way to go,.spacial disorientation
Really unfortunate that some people have that mindset. I'd much rather be a little late because I had to divert to another airport due to imc than to get caught up in spatial d and never make it. I hope I never find myself in a situation like this
I made a comment to my husband “there’s been a lot of plane crashes lately..”. The very next day the Cessna 340A crashed into 2 homes in Santee, CA. I live 1,300 feet from the crash site and was home at the time. I heard the plane getting closer and closer and then I heard the crash. The plane hit the ground at a high rate of speed and the sound it made upon impact is something I’ll never forget..RIP.
Amazing story. Thanks.
You where close.
@Jenni Penni
Was the weather overcast? In the rescue video it appears there are high clouds and the sun is shining brightly.
That controller was incredible, did everything he could to help that pilot. Bravo sir, bravo!
Imagin seeing it on the radar… begging him to climb… he says I’m climbing… then seeing he isn’t and begging again please climb… then have a helicopter say the plane just hit some houses…. 😳
Agreed, must be a terrible feeling. :'(
I don't get it they said he was a flight instructor as well. How could he fail to see his instruments all begging him to climb and the controller as well. He either seriously lost it for some reason or had no business flying.
@@xcalibertrekker6693 Please don’t judge or criticize too harshly per Juan’s request. Remember the pilot’s family could still read this.
Even the most experienced pilots can and do lose their spatial orientation. It sounds like the doctor failed to set up his autopilot to establish on the localizer then took over and began hand-flying in IMC with conflicting traffic and stressed about blowing his approach…. One minor mistake leads to another and another, and it all just snowballs until it becomes a disaster.
@@jaanfo3874 You may be right but he was being directed by ATC as well and failed to heed multiple warnings. He is lucky he only murdered one innocent person just doing there job. Your also just making excuses one mistake does not always lead to another.
I have to admit this one tore me up. When I read that the UPS driver was just months from retirement and saw the photos of him just enjoying life, I started sobbing. I read the wing tip clipped his truck. Just seconds before or after could have made all the difference. I am so sad.
Agreed, tragic for the UPS "package car" driver as well as the aircraft pilot. Also thoughts and prayers for the burn victims on the ground.
I had the same reaction. Upset me for several hours.
Sad for the UPS driver and family. He seemed enthusiastic as a "model" employee.
Add one of the injured ladies being pulled from the wreckage of her home crying out for her puppy, horrible tragedy.
Just to note, the damage to the UPS truck appears very severe. I don't think poor Mr. Krueger felt a thing as it appear the entire left side of the truck from the engine back to the left rear tire was destroyed by impact forces followed by the wreckage continuing into the front of the nearest house. The impact was so forceful it cracked a fire extinguisher directly adjacent to the UPS truck.
I hope not, but it's possible you can see his remains next tot he truck in this video: czcams.com/video/sVaGU1AVQDE/video.html If so, he was likely killed instantly by the impact, as if that's a body it's not a whole body.
Doc was a good friend, I feel like I should add Juan that he did have a whole lot more in his panel than what the purchase pics show. As allways thank you for your analysis.
....?
@@m118lr What in his comment is vexing you?
@@SpookyFow What does time in his panel mean? It is not sensible English. How would pics indicate IFR time? Or was the panel upgraded? And that is measured by labor time? This crash looks like the JFK Jr crash, BTW.
@@kentbetts He didn’t say “time in his panel.”
@@kentbetts Juan showed a picture of the Cessna with a basic cockpit.@Benjamin Ramos is saying that he probably had it modernized.
Amazingly detailed and informative Juan, as always. I had seen other news that said two fatalities and everyone had assumed there was a passenger, but you now tell us it was a UPS driver. That is even more tragic, in some ways. He was just doing his job, maybe on a clear street, when the world falls on him. That is tough. Thank you for your work Juan.
I do not have an IFR rating, but I did a few hours some years ago. I was not cocky, but confident based on my years of VFR. Our first time in the cockpit, the instructor put a hood on me and covered the turn/bank and artificial horizon, then gave me instructions as if he was ATC. A couple mins in I was trying to get the altimeter to agree and then, he said, "I've got the airplane!!" The part that blew my mind was when he "saved" us from disaster, it felt to me like he was violently banking and climbing like I was on a rollercoaster. My head was all made up I was doing the right thing...but not. Total respect for IFR training!!
This crash looks similar to JFK Jr.
When I did my GFPT I had already had a couple of hours instrument flying, but it was all short stints of do this do that. Fly this direction, climb to this descend to that. What the tester did was have me fly a full 360deg circle with the hood and then simply asked me to fly straight and level.
It creates that conflict between your inner ear and eyes. Remember a rate 1 turn is a 1G turn at 15 deg. bank. Your ear says your at a 15deg bank and your eyes say flat and level. So the moment I tried to fly straight my inner ear went bat crap crazy and it takes effort to say NO the instruments are right and fly to them. It lasts about 30-40 seconds.
Later after the test I discussed this with the flight tester and he told me its one of the best ways to actually test new pilots to see if they were actually listening to their instructors and learning. Its the flight test just before you are allowed solo away from the airport into the training area and they want to know you can get back.
If you get the chance do it with an instructor. Its a safe easy way to learn what the effect feels like.
@@antman5474 It’s a very común training practice, to show the student what can happen when you loose a instrument. If you aren’t prepared you die.
@@antman5474 When you are training for IFR rating it is common for instructors to block off certain instruments based on how the instruments operate. Some instruments need a vacuum source to operate, some require only an electrical source, some operate on airflow, etc. IF one of these systems fail you could have 1 or MORE instruments that will not operate properly, for example a vacuum pump failure. This is called 'partial panel" IFR and if this happens in real life, in real IFR conditions, you will be lucky to get the airplane on the ground in one piece. The pilots who survive a real world partial panel in IMC conditions typically have generous personal minimums and their flight plan already includes diverting to an airport with favorable VFR conditions.
@@antman5474 - Valid question. This being my first time, the instructor was simply demonstrating how easily and quickly it can be to get into big trouble, despite my existing VFR training and experience. Immediately after those initial few minutes of wild flying, he began a great IFR training regimen. Alas, my family and I was relocated PCS to a new location (U.S. Govt) and I never did pick up where I left off. But the little training I did get has been quite valuable during my continued years of flying.
I think ATC did an excellent job. They obviously realised the pilot was well behind the drag curve, and with close monitoring gave the minimum of short, simple, clear instructions to try to help him catch up. They did everything they could short of climbing in next to him.
I didn't hear them say "pull back more on the yoke"
@@millomweb I should hope they didn't ... depending on the circumstances like bank angle and airspeed that could have made things even worse. Instead they had the presence of mind to make things simple and told him to straighten up and climb on current heading..... exactly the thing you're taught in UP recovery.
The pilot was having a stroke. Little wonder he was behind the aircraft
@@homomorphic I guess that is possible
@@davidpowell3347 it's pretty obvious from the comms. He flies this route every day as he commutes from his house in SD to Yuma so he knows the routine like the back of his hand, yet his interactions with ATC are bonkers. He's in a high stress job so high blood pressure isn't unlikely.
This is the kind of accident that everyone thinks can’t happen to them. All the more important to discuss and learn from it then. A very valuable analysis, thanks Juan.
like divorce
Every twin pilot is trained to assume the worst, and how to deal with it.
This kind of accident can't happen to me.
Hi Juan. Jack here. ATC & commercial pilot. Great breakdown and sequence of explanations. This in an eye opener for all of us out there. I can appreciate quite a bit since I’m on both sides of the fence. Look at the history trail on the radar and the spacing between the dots compared to other trafic. The 340 is really moving. The controller must me really tapping is foot… you cannot imagine how we feel at that moment… great work from you and the people you partner with producing these clips. It has high educational value. Thank you. My deep and sincere condolences to all affected by the loss of love one.
RIP fellow Pilot, and thanks to the controller trying to safe him.
Both of those controllers tried like heck. They saw the problem the PIC could just not comprehend.
What about the ups driver? No rip?
@@TugIronChief This is not a “doctor” problem: it is a huge problem within GA regarding spacial disorientation. If you watch till the end Juan does a great job of explaining the effects of it on ones ability to comprehend what is happening.
@@TheBeingReal Maybe being a doctor exacerbate the issue? Maybe it's a cultural thing? Maybe doctors own more airplanes than most other jobs? Maybe doctors commute using airplanes more than other categories? It does seem like it is related to doctors in more than one way, some airplanes are known as "doctor killers" for several reasons.
@@Shadow__133 RIP ups driver!
Thanks for your analysis as always, Juan.
Thank you to your channel as well. It works well with Juans.
Thank you vasa! U do great work aswell!
Thanks for your hard work Victor!
Juan's viewers thank you for the easy to follow video!
@@blancolirio Hi JB, I agree w Victor on your work. BTW: on the Lilium (Jet/car eVTol) I mentioned and wanted your opinion on, I gave you 2 links. Q: on electric Vertical Take off and landing craft that are being developed for 2025....what is your take on it?
יוי
Thank you Juan for your detailed flight analysis and aircraft system description, as always. This is my favorite YT channel!
RIP fellow aviator
Always excellent reporting Juan. I’m appalled that YT would threaten to permanently de-monetize your channel while allowing the MSM to sensationalize, and often falsely report on accidents like these, even with full video.
Condolences to the family and friends of our fellow aviator. Hopefully, this video will serve as a lesson learned, and will help prevent a repeat of this accident.
Spatial disorientation is a powerful thing. During my ppl training my CFI put me under the hood and had me put my face in my lap. He then flew the plane up, down, left, and right for about 30 seconds, then had me look up at the instruments and take control. We were in a descending turn according to the instruments, so I dutifully leveled the wings and brought us straight and level. OMG, the instruments were dead level, but my senses were telling me not just that we were tilted, it felt like I was in the process of falling down! It took everything I had to concentrate on the instruments and keep us right-side-up. If I had been in a less controlled situation, by myself, in IMC, I can't swear I wouldn't end up like the poor chap in the 340. I recommend anyone who hasn't had the experience to go up with a CFI and ask him or her for a demo. I guarantee it will be more fun for the CFI than for you.
Have the sick sack handy! But do experience it, I’d say.
My instructor did the same thing when I was training for my ppl. But when he told me to level off I just moved the controls until it felt good, not looking at the instruments. Then he had me look up. One of the best lessons I’ve ever learned!
We did an exercise where I closed my eyes and he flew the plane. Every few seconds I would tell him what I thought the plane was doing. Man, he was putting that thing through it's paces.. up, down, left, right, etc... I was expecting the flight track to look like spaghetti but I'll be damned... it was just a descending right turn the whole time!
I really did enjoy that during my training.
My favorite was on my checkride, DPE had me close my eyes and try to fly by feel. After a bit he says recover and we were in descending or climbing turn.
It's even harder to fight 'The Leans' in real IMC.
Had one lesson when it was smokey, like really smokey, MVFR, flying by instrument and looking out and seeing nothing but smoke, you learn how it's better to stay out of IMC if you don't have an IFR rating.
I was fighting The Leans really hard that flight.
Better still...get your instrument rating. Flying in the system is ultimately easier, faster, more convenient, safer, and hones flying skills quickly
Back in my cfi days I recall students getting spatial disorientation during ifr training, and they would tell me what they were experiencing. I had it one night as a cfi while instructing. I chuckled to myself since it was the first time I experienced it, and knew exactly what it was. I chuckled more in disbelief, because the feeling was so STRONG that I was in a climbing turn when we were straight and level! I cross checked the panel, student was flying, and said to myself, “trust the panel”. I’d also try some spacial disorientation exercises at night with students vfr over dark areas. I wanted them to feel and experience it the first time on a dual flight than alone single pilot…..
Yep, you are absolutely right CS. Same thing happens to me on a night flight. I had just took-off. In my mind I was climbing straight out and level. We flew through “Few clouds at 800’” my wife asked “are you turning?” I third her “no fling straight out” she said well I think your turning.” I looked down at my attitude indicator and I was indeed in an unintentional 15 degree turn to the right.
“Trust your instruments”
That's why it's a bit annoying to hear people in their comfy chairs asking why didn't the pilot look at his instruments? If it was that simple.... In order to get people understand the unimaginable magnitude of spatial illusions, I recommend them to close their eyes, do 10 turns around as fast as they can, and then open their eyes and try to walk straight, or kick a ball. They won't be able to do it for a few seconds. Despite clearly seeing the environment around them, it will take time to bring the middle ears' tricked motion signals under control. And pilots have to do this with only tiny instruments in front of them. It's more than just looking at it, it's about building it up in your head, and illusions make that rather difficult.
Those low light night flights are perfect for exactly that, students benefit so much from us showing them what no reference to aircraft orientation does to your senses.
Why I did aerobatics to hone my skills for unusual attitudes and to be able to recover. Ego and pride is deadly
@@rnzoli Agreed. Even the most capable and experienced pilots need only about 45 seconds without visual references before they become disoriented.
I’ve been watching your videos for a while now and this has been the most informative video on a plane crash that I’ve ever seen.It must have taking you hours to put this together.What a great job.You are the best
Amazing analysis, as usual. A great illustration of how the human body reacts to sensory inputs, in this case, tragically. This pilot was a cardiologist, probably one of the most mentally demanding and intense fields of endeavor possible, yet he succumbed to what he was "feeling", instead of trusting the instruments. One would think, as both an experienced pilot AND a intellectual, that the rational mind would and could overcome sensory inputs.
I'm a retired airline pilot and live in San Diego. I've watched all the video's and listened to all the ATC. What a very sad day and God Bless to all.
I don’t know if it’s true but, on another channel where we were discussing this, someone came on and stated that the pilot had a commercial certificate, multi-engine land, multi-engine instrument rating, and was prepping for the ATP certificate. I don’t know if this is accurate but, if so, it’s very hard to understand what happened. There was, at worst, a thin overcast layer (though it doesn’t appear to exist in the video that shows the final seconds of the flight). The crash occurred at 12:18pm and the 11:53 KMYF METAR was 1,700 broken, 2,800 overcast. That’s AGL and KMYF is at about 400 feet MSL so, to get to MSL (to compare to ATC instructions, pilot responses, and the instrument approach chart) add 400 feet to get 2,100 MSL broken, 3,200 overcast. I fly out of Southern California (KLGB) so I’m very familiar with the marine stratus. Usually though, it dissipates by the time that the crash occurred and it appears that it is doing so in the video. My experience is that’s it’s usually on the order of 1,000 feet thick. So it was not, by any means, “hard IFR.” And, I don’t know what the panel was like in the C340 but, even if it was steam gauges and vacuum pumps that (both?) failed, a pilot with the credentials I mentioned should have had no problems with it. Of course, I have no idea about his currency, time in actual IMC, etc. I initially speculated that he was new in the airplane, new (or at least far from being current) in actual IFR and suffered spatial disorientation upon entering the overcast layer. The information (if it’s accurate) makes me think there must have been a different explanation. There is also speculation that the pilot suffered a hypoglycemic event. My ex-wife was a Type 1 diabetic and when she became hypoglycemic, there were three standout symptoms: 1) slurring of speech; 2) loss of coordination; 3) complete unawareness that it was happening. Hopefully, in the end, we find out what happened (though Dan Gryder probably already knows). Finally, may the pilot and the UPS driver rest in peace and my prayers for all of those affected by this tragedy.
very true about a hypoglycemic incidents, you go from normal to disoriented in seconds, and you can't just go lay down in the middle of flying
He had a first class medical. Is it even possible to be diabetic and have a first class? That's what you're talking about right?
@@joematties7557 It’s possible to have a serious hypoglycemic episode without diabetes, I used my ex-wife as an example just to describe the symptoms. I’m not an aviation medical examiner and I only have a third class medical, but I doubt very much that you can get a first class medical even with Type 2 diabetes, almost certainly not with Type 1. Also, I’m not contending that this is what happened. That was someone’s speculation and IF it happened, it would definitely explain the result. The fact that he had a first class medical lends credence to the commenter’s statement that he was going for his ATP. I don’t have that certificate (of course, Juan does) but, as I understand it, much of the practical is based on systematic instrument flying to very strict standards and proficient handling of emergencies. Maybe Juan can comment. But it’s hard to understand how he ended up in this situation if he was in the midst of training to pass such a practical. But I’m sure that Dan will find that it was caused by the NTSB.
@@TIO540S1.. NTSB will release 'causation..... indeterminate Years from incident.. ;{
re; DG's repeated summation, in order to cattle prod.. improve the system.
Hopefully isolating G Aviation from common transportation.. IM(including others)HO. ;}
@@blogengeezer4507 Yes, I know what Dan is doing and, much of the time, I agree not only with his opinion but also with his presentation. But he does sometimes jump to conclusions based on paltry or nonexistent evidence, and states his conclusion with certainty and with volume. It reminds me of the Lieutenant in 48 Hours talking to Nick Nolte. “Just because you say it with conviction, it don’t mea s**t to me!” I could go on a long explanation of why some of Dan’s criticisms of the NTSB are off base but this isn’t the place for it. In fact, I should never have brought it up here and I’d edit it out but then people wouldn’t understand your comment. To Juan, I apologize for taking the thread off topic.
Tremendous explanation. None better Juan. Sobering, thorough, thoughtful and respectful.
Condolences to pilot, UPS driver and those injured family, friends and loved ones. Thank you Juan for your excellent rundown. Sorry you are on watch 😕
✝️ Blessings to all ✝️
I have similar ratings, and time in a similar aircraft (C414-Steam Gauges) in my history, and single pilot IFR in a turbocharged piston twin makes you a very busy guy. I was doing this in my 20's. Throw in being at the end of a work week and a few more years of age, and I would have thrown in the towel when circle to land was offered. Another pilot crashed the 414 I used to fly, trying to circle to land in Detroit. Going missed in that aircraft not only gives a big shove as the power comes in, with a big change in noise, it also means the pilot needs to make changes in throttle, propellers, mixtures, flaps, gear, cowl flaps and pitch trim while controlling airspeed, turning to (and remembering) a new heading and climbing to (and remembering) a new altitude. The only thing this guy didn't get thrown at him was a frequency change. When he was already task saturated by the approach and trying to plan the circle to land, he didn't have enough to pull it all off.
I lost control of a Seminole that didn't stay right side up while I was changing frequencies, IFR one night, and am only here because I was more than 2,000 feet from the ground when it started, and I got it out of the bank and climbing after loosing less than that...when the wings were finally level my head was in a 90 degree left bank, and it took me 30 seconds of flying off in the wrong direction to even be able to talk to the controller again. He had been silent the whole time, and when I checked in, he asked "Are you alright up there?" I said, "I am now, thanks" I got a number to call when I went over to ground after touchdown - scared me almost as bad as the disorientation - it was the controller that had been working me, just wanting to understand what had happened - no threats of any violations - even though I had failed to maintain cleared altitude or heading, and probably even exceeded legal bank and pitch limits. When you "feel" like the wings are level and the nose is high, but the airspeed (and wind noise) is winding up, the altimeter is winding down and the compass is spinning it's hard to even figure out which way you are turning, to get the wings level - the turn and bank, DG and artificial horizon (I hadn't even heard of an attitude indicator at the time) are all trying to tell you, but all you can see is death coming for you.
It could have been me. It won't be, because I am now old, and I no longer think I can do anything that is legal to try.
lucky man. glad you made it outta that one. Ugh. So scary!
Good explanation of everything involved in operating that type of plane (414).
It's sad, this kind of disorientation could be somewhat solvable with avionics. The plane could sense anomalous attitudes and at least attempt to return to wings level without human intervention.
@@davedoe6445 Some newer autopilots have a blue wings level button for just that situation. Great life-saving feature.
@@MrCobb-rq8iv It depends on type of aircraft.
Great and detailed explanation Juan, sad ending for sure, thoughts to his family and the family of the UPS driver
Definitely. I smash the like button as soon as I click on Juan's videos because they are always top notch!
He struggled with his plane, look at altitude changes before the crash. It probably was more than just disorientation. He clearly noticed all instructions. Sad thing is also those hundreds of airfields on people's backyards. It would be better to get them a little bit further. My deepest condolences to the families of the victims of the crash.
Thanks for this analysis. My aunt flew single-engine Cessna planes for 22 years and had 4,600 flight hours with her IVR and commercial ratings/licenses. Her plane crashed on June 10, 2018. She, her daughter, and 2 grandchildren were lost. This was hard to watch, but you gave me some good information on spatial disorientation.
NTSB has never issued the final report but told my cousin that they attribute the accident to spatial disorientation. It's been hard to believe since she always would say, trust your instruments, never what your see or feel. I heard her final landing radio call and read the radio transcript. There was zero sign of a problem, and a distant family member heard her plane fly over her house. She said she knew something was wrong with her engine.
Found you through Vas Aviation...Great explanation and one that makes the most sense. Thnx...just smashed subb
Thanks Juan. My specialized interest is in what controllers can do to help during emergency situations, and I was heartened to see the ATC attempt to simplify the clearance as much as possible (just level the wings and climb) once it became apparent there was a problem.
I thought the ATC simplification was probably too late - if he'd been given that instruction a couple of minutes earlier, it might just have saved him
@Dean Brown - Thank you for your interest and efforts. It is comforting to know that all is being done by ATC to identify a pilot in trouble, and not add stress to the situation and help the pilots in distress to a safe state. I suspect the VASAviation is audio is not precisely synchronized to the animation.
@@fToo the controller did an excellent job, hindsight is 20/20. I worked many emergency situations in 30 years of ATC, he did an excellent job. Sometimes it’s impossible to know exactly how much trouble the pilot is in until it’s too late because they don’t know it either!
Does anyone know of any additional strategies that a Controller (or non-PIC person on board) could do to help a person snap out of the 'tunnel vision' (18:18) beyond what the Controllers tried to do? Controllers, in my experience, are always helpful and maintain professionalism - but when they can see impending disaster (It seems they knew it in this case) is there anything else that can be done?
RIP to both and condolences to their families. I think of the many lives this doctor no doubt helped save over the years. Respect.
@@andrewhenry1738 as a controller you have to be very careful not to try to”fly the plane”. You should only issue factual information such as the “MVA” - minimum vectoring altitude and possibly issuing instructions to one at a time, such as a climb or a turn when you think spatial disorientation may be an issue. A solo pilot in IFR can easily become overloaded. But as I said, you must be very careful to let the pilot fly the plane.
Dying alone, scared and confused. I guess he's not the type to hurt anyone either. Sadly though that was the case. RIP Dr. Sugata Das and Steve Krueger.
Not scared and not conscious. Engines were running. He was not in control. For some reason.
@@Helibeaver he was in control… he chose to ignore the instruments in ifr conditions. He eff’d up.
@@Jkur2009 in IFR seemingly flying as if it's VFR. I don't get it.
@@ediartiva I don’t get it either, when the man on the radio tells you that you need to climb repeatedly and tells you that you aren’t climbing your ass better be reassessing wtf you’re doin. You better start becoming a believer in the instruments.
Real Question, no disrespect for the pilot. Is there a correlation between big egos (for whatever reasons) and less likelihood to trust instruments in IFR ?
Thanks for this incredibly informative video. Though I'm not a pilot and no longer fly on commercial flights, your video was recommended and I decided to give it a look. Much of the video was beyond my understanding, but your analysis of the pilot being overwhelmed and terrified gave me even more empathy for him and whatever he was going through. I can't even imagine those last few seconds. May he and the UPS driver rest in peace.
Thanks Juan. Great analyzing as always. It's very unfortunate to hear these accidents happen, but they do. Hopefully, many of us will learn to be better and safer pilots by watching these professionally resented contents from you and few other great people. Respect.
Again, excellent analysis. In my flying career I suffered spatial disorientation twice, once at night in the clouds and once at Sun 'n Fun in the FAA's spatial awareness simulator. First time I was a low time Private Pilot with a fresh instrument rating, in the simulator somewhere around 10,000 hours with CFII, MEI, yadda, yadda. The "reach down and pick up the wrench (which was glued down but they don't tell you that) got me. I suffered the symptoms you describe and the only thing that allowed me to not crash was hearing my instrument instructor's voice over and over... "Trust your instruments!" I believe keeping my focus on the instruments, even when George was flying, kept me out of further trouble. Thank You for your work here!
Yeah mike, your instructor was right on by saying that. "Trust your Instruments!" I'm a CFII as well & have also flown single pilot in a large multi-engine A/C Part 135 cargo. Trust those instruments and keeping the basic scan going, while flying in IMC. Another key & simple items I would instruct my students. First "Properly Fly the aircraft", Second "Navigate", Third "Communicate" I agree with Juan, the instrument scan had completely stop & that this looks like a likely case of Spatial Disorientation.
@@ironman2536 Yeah, I flew checks at night across N & S Carolina and Georgia slogging it out in the wx in a single engine Cessna 182. Looking back from a whole different perspective... WHAT was I thinking?!!?
@@mikethompson3710 This made my laugh out loud.... because been there done that in my 20's. Now I'm almost 60 and No Way, would I do that. :))
I was at work down the way it sounded like a bomb when it hit.
Thoughts and prayers for the UPS driver and the pilot and the family and friends, as well as the people on the ground that had to endure this horrible event.
I read this comment and just now realized that the very loud BOOM that I heard off to the west of my location while outside during my lunch break was in fact this very tragic accident. My heart cries with sadness for everyone affected by this event.
And hats off to the brave neighbors who pulled the people from the burning house and looked for others. All are hero's and God bless them.
Quality reporting as usual..
And glad to see your subs rising Juan.. You certainly deserve them!
The way you explain these occurrences, at least for me a simple layman, sets as if I was watching the event happen right in front of me. Thanks Juan. God Bless his soul.
Thank you so very much for your professional and most informative summary of aviation accidents. I’m a retired USAF Command Pilot with a total of 7,500 flying hours. Appreciate your thorough research and analysis of aviation accidents. Definitely will help other pilots to understand and avoid aviation crashes. Thank you very much and keep up the great work Juan!
Fly Safe!
Sad a tragic and I commend the ATC guys for trying to do everything they could to save the pilot and his aircraft. Mahalo Juan.
I want to tell ya Juan, your breakdown of aviation accidents is amazing I think your videos blow DIY videos out the water your very good at what you do and explain every part of it so well I bet UFO pilots tuning in, I’m not trying to be disrespectful as two life’s were lost and my condolences to both but we’re here to learn and thank you for your hard work!
Hey Juan. Jonathan here. Patreon Member. I saw another video blog today that the NTSB report for this tragic accident had been released. I re-watched this great video you produced and I was reminded of such a tragic event. You did an awesome job putting this together in video and sequence. I have done a fair amount of navigating the airspace in SD and it reminds me a lot of OC. I trained in Class D John Wayne in OC and I did a lot of PIC flying Cessnas and back seat in T-34's out of the March Field Aero Club. The airspace can be tricky in SD. I think this pilot had flown that same route so many times he became numb to training. Since he may not have travelled IFR much to other destinations, his IFR skills were most likely dated. Not challenged. So important. You are so right about the "Circle to land" command being where the tragic fuse was lighted. He probably had to instantly remind himself of what that was. Plus, doubtful he had ever actually voluntarily performed a "Circle to land" at Montgomery. Thank you for your informative info :)
I'm glad you said that about light twins solo in weather. I flew Chinooks in the Army, and when I got out, flew for Ameriflight in CA. At the end of my 2 year career with them, they fast transitioned me into the Beech 99 (probably because I already had turbine time). They maybe gave me 5-10 hrs of instruction.
That plane was TOO fast for me, solo. We did cargo runs all over northern ca, oregon, and nevada, and I remember one ILS approach to minimums in tule fog with very low visibility into Fresno. I had to talk to myself on approach to make sure I didn't get frozen somewhere, including missing the minimum altitude (my home field was at sea level). Scared the crap outta me. I eventually quit that job. Hats off to anyone who flies these twins alone in weather, especially down to minimums. They just move really fast and there is no time for confusion. RIP to this pilot and those on the ground affected by this accident.
I Listened earlier to Victor channel, and it sound 's like he was confused and not flying a lot.
Thank you Juan
I bet he wasn’t confused until the end. My guess he was distracted or possibly even ignoring the climb instructions thinking he would breakout as he probably had 100s of times and do a visual to runway 20.
He’s a commuter. I think he does fly a lot v
Radio transmissions indicated very clearly his speech getting slurred, you don’t get that when your disoriented but you do when your intoxicated or having a stroke. All the videos show the plane in perfectly clear weather below clouds when he was getting instructions to level out. You don’t get disoriented in clear weather.
@@tropicthndr Maybe but I doubt it. He responded to ATC diverting from approach course with “correcting” and similarly on altitude directions. He never said or acted like he ever had ground contact. And the very brief pics/video only showed him moments before impact below a broken to solid overcast that was still obscuring the hills in the background. His speech is can be explained by someone having vertigo and clearly not in control of his plane or understanding what is happening.
Really great videos. I had watched the VASAviation video already which are always great, however this breakdown with the different factors involved, backrgound on the plane and instruments, human factors and ruling out other possible considerations is a real treat. Thank you sir!
Thank you, Juan. You've told us so often....so grateful for QRP. It will be such a blessing as we review these accidents in hindsight to have done all we can to limit their damage. I've been out of hospital 48 hrs after a very rough experience with the virus. It is a pleasure to find your videos! Journey mercies.
Back when I was just learning to fly in USAF pilot school, we used fly formation through the wx sometimes on the wing for an ILS through the landing. When flying as #2 your only ADI is the looking at the other airplane. It only took my ear a few minutes to lose the plot. About two minutes of being in solid IMC my ear was saying we were about to fly the ILS inverted. I knew it wasn’t right but it was a powerful sense to deal with.
As a pilot of a USAF RF-4C, and an instructor in an RTU, I have had the occasion more than once to go to the tanker in night weather as number four in a 4 ship. In joining up with the tanker I have actually felt like I was flying totally upside down. What experienced pilots do is accept the illusion knowing it’s going to happen to you, and although you don’t have the luxury of referring to the instruments, only the wingtip in the star, with the same professional discipline you assure yourself that your senses are lying to you. My guess is this experienced pilot, if he suffered from any kind of illusion, overcame that with professionalism, however sorry to say he was unable to overcome the effects of a stroke.
@@ablack7777 no, no many times I would roll my -135 inverted just to mess with you fighter types 😆
@@chrisvandecar4676 hopefully you briefed everyone to strap in first. I will tell you I’ve seen it before, and it is really tough to stay on the boom. Thank goodness for receiver Director lights
@@ablack7777 😆
Same thing happened to JFK jr. Flew into haze at night. He listened to his inner ears and not the instruments. He wasn't instrument rated.
Very sad for all concerned. The media’s coverage was hopeless and was waiting for your take on this tragic event. Thank you for making sense of it all👍🏼
like i said below, i'm not a pilot, but i'm very interested in flying and watch lots of videos, including yours Juan. one of the things that impresses me is how much effort is involved in a pilot's skill and keeping their skill up. I am a retired family doctor and doing the full time job of being a family doc and keeping my skill and knowledge up was an very great challenge. If i didn't keep up, there was a chance that i could miss something or do something that caused my patient's death. So if someone had come to me and said "How would you like a second job, as intense as medicine, where you have to do as much to keep up and if you don't you are likely to die and possibly take others with you", i would have said "are you crazy?" I think a lot of doctors and others who can afford their own aircraft and lessons etc, just think.....it's just transportation.....i can get my licence and commute and save myself a lot of time. But it's so much more than that! As well, (and i'm speaking as one who is just a follower and great admirer of pilots), it may be he got good at using the instrument glide slope to land, but hadn't practiced, how to fly the plane when you've lost the glide slope. And become disorientated. Condolences.....it is all so sad.
Thank you for your great work on all the videos you post.
I'm a pilot and grateful for Juan's videos. Some of them are fun and others like this are educational. I hope CZcams understands this valuable content that Juan is providing.
Thank you Juan once more a great educational episode with an analysis that makes total sense.
I was so lucky to have an instructor many years ago, who put me in the simulator under such intense stress, I fainted, in order to learn the signs of my own mental overload! As you said flying solo IFR under IMC in a light twin is as demanding as demanding can get. I wish more IFR Instructors could teach their students the way my instructor years ago did. Students need to be taught to tell the controller to help and ease the load before it is to late. Everyone of us has been or will get there at one point in time, YOU ARE NOT A POOR PILOT when admitting to approach the risk off falling behind. How to read the signs of and how to get safely out of a falling behind situations should also be included in any flight training!
Thanks Juan for this in-depth account of this accident. Your work is essential. Thanks for all you do.
I commend you on another tactful and thorough analysis JB. You and this channel are an invaluable resource to many.
Single pilot, Hand flying in IMC is a pretty high workload. We don’t know the extent of newer avionics if any, but there’s no way I want to fly that approach by hand in those conditions. Whenever I expected possible imc conditions I used to get a second pilot to join me for the flight.
With modern avionics, I would make sure I am 100% proficient at using all of the tools to reduce the workload in actual conditions.
A compounding factor in this accident may be lack of currency in imc operation. Southern California has so much good weather, I’m sure it’s difficult to schedule recurrence training in actual conditions.
Add some rusty skills to a high workload, and it’s a recipe for tragedy.
San Diego weather is IMC a lot. Marine layer is very unpredictable. Anyone who flys there knows it can change at a moments notice. There is also a lot of restricted airspace due to many military bases. Being that this pilot lived in San Diego and flew to Yuma regularly for work, I’m certain that he flew in IMC regularly.
I’m not a pilot, but from what I’ve learned, there is the additional pressure of using the aircraft to commute. The “get there itis “
I fly out of San Diego. Weather is great but marine layer in am is common. I schedule flights in afternoon.
Sounds like the pilot had not set up quite right for the approach (maybe autopilot not set to ILS, or ILS frequency wrong, autopilot failed). Flown the route many times before, was possibly complacent or at least quite confident with the process.
This initial problem attempting to join the ILS threw his whole regular process/ procedure.
Autopilot off (as now he is not sure what has gone wrong- autopilot? ILS freqency?) and starts hand flying after probably not following along with the instruments in IMC as much as he should've been.
Starts to get very stressed by the fact something so "routine" (done the trip many times), has suddenly gone wrong, starts troubleshooting the problem instead of recognising the ILS recapture is not an option and just ask for or let ATC provide vectors for another go at the ILS.
Starts getting questions from ATC regarding failure to capture ILS, starts reading back ATC wrong, still puzzled as to what went wrong with the ILS intercept/ trying to hand fly when unexpectedly coming off autopilot, and it cascades from there.
This just shows you how powerful somotogravic illusions can be. I am sure as a doctor, this pilot would've been very aware of somotogravic illusions from training (we all take special interest in something that crosses over in our lives from one task to another) and he still couldn't overcome the desire to believe his ears and not his eyes.
@@hughbassoon
It makes it particularly insidious to use a sometimes demanding method of transportation, to commute back and forth to what can be a high-stress occupation.
It's not the first time that a doctor has fallen into this trap....
These reciprocating legacy twins are a hand full for amateur pilots, of which I am one. They require more skill to operate safely than turbine aircraft requiring a type rating and formal, thorough recurrent training. Anyone considering one of these should not do so until they are quite proficient and then regularly invest in rigorous instruction. We should all continue to listen and learn from these tragic episodes so as not to repeat. Thanks, Juan.
Single pilot multi engine ILS approaches. Only for the brave..
That is why Cape Air has direct entry to Jet Blue R/H seat,very demanding flying.
@@outwiththem Indeed. And a circling approach aswell.... divert !
When I was a student in private pilot flight school, most of my classmates at first wanted to fly a twin due to the perception of added safety, but the instructor told us a simpler single engine is safer for a solo pilot than a complicated twin. If the engine on a single engine is lost, the plane can still glide to the ground safely if the pilot has a backup plan.
@@sorensolveig599 Your words are wisdom. Thx for them. I flew twin engine jets for the Navy, and, I was taught that in twin props (civilian), there is an old saying, "...if one engine fails, the other one takes you to the scene of the accident..." Morbid humor, indeed. Fortunately, I never got to test that theory... Condolences to the Doc, the UPS gent and the folks who lost their homes. Not to forget the ATC bubbas, who probably had to go tie one on after that shift. Bless you all.
As so often, thanks for your analysis and combining the information from other resources. I urge CZcams to keep you on this channel. You are an impartial analyst of aircraft incidents (and worse, sad to say). But this is needed commentary to have us all learn to do better not only in flight, but in other endeavors where "root cause analysis" of incidents is vital to prevent future catastrophes.
Great video ! I witnessed almost the same scenario at night as a passenger. I was a AL pilot at the time and tried to take control of the aircraft. Wound up fighting over the controls briefly before recovering our spiral descent. Having an instrument rating doesnt mean a darn thing without a lot of experience IFR !
I hope his family is well and the controllers involved know they did a great job in trying to help. I enjoy your content as it is clear, concise and to the point.
Very well presented Juan. I feel for the pilot because just listening to how this happened was very stressful.
Juan, thank you for shedding light on what happened. This plane literally flew over my house and came down less than a mile away. The skies had broken clouds with bases high enough that it suprises me that the pilot did not see that he was flying into the ground. Prayers going out to the families of those who were killed and those who were injured that were in their homes when the plane hit.
And you remember, we were having some stiff winds off the ocean that day...look at the flags blowing in the background...
Thanks Mr. Juan, been looking forward to your report.
Not sure what drives you to put in this much effort to breaking it down other than being an outstanding human being who enjoys sharing their vast knowledge and accumulated experience over the years.. the fact that YT meddles with and harasses content creators such as yourself is mind-boggling.
they are not in for the 'content' they are in for the money they can make with the content. And Google dictates what they want and what not. They demonitize you in an instant - and won't even acknowlegde your apeal, because they are greed driven.
Thanks Juan for a compassionate and knowledgeable description of what probably took place on this flight.
I especially appreciated your analysis of spacial disorientation and it’s effect on the human mind.
as a fellow 340 owner and pilot, RIP to Dr. Das and the UPS driver. Such a tragedy I hope to never experience. For the rest of us pilots, keep training and always keep up the scan and never trust your body while in an aircraft. Thanks for your review Juan, was waiting to watch your summary on this one as it hits close to home on the make/model, & only 200NM from my home base.
I was just wondering about that horrible crash...
Thanks yet again for another informative video!! Your hard work is much appreciated 👍👍
Thanks, Juan. This commentary makes the most sense of anything else I've heard so far.
The question I have is how well did he do on his last flight review and how current was he on instrument flying? Was he just doing the minimum requirements or was he making an effort to do better? Also, how much non-flying fatigue or stress was he going through?
this is not just a youtube channel . it could save someone 's life . thank you for a clear possible for this heart breaking crash .
Juan thank you for the detailed analysis on this accident. I listened to the VasAviation recording and initially thought the pilot may have been experiencing some sort of incapacitation I just didn't connect it to spatial disorientation. Thoughts and prayers for all the families impacted in this accident.
Petter (Mentour) did a recent video on temporary incapacitation with a transport pilot due to information overload (task saturation). I can only imagine how this can happen in the weather with a solo pilot in the circumstances. Very sad. Thank you Juan.
When it strikes, "the leans" come on swiftly and fiercely. As Juan said, the adrenaline kicks in immediately. Task saturated or not before that, spatial disorientation is powerful in way that can only be experienced, not explained in words.
For me, at least, it took an enormous amount of focus and willpower to overcome my instincts and retain control of the aircraft. It was almost as if my hands did not want to listen to my conscious brain. This may also be why the pilot here disconnected the autopilot, believing it was misbehaving.
Or he had disconnected the autopilot because he thought he was intercepting the ILS and was descending. Or was he even using it at all?
Always trust your flight instruments, never what your inner ear is telling you. I couldn't hammer this reality into my IFR students enough.
@@peteyou2325 too bad he couldn’t simply reactivate his autopilot to climb to 3,000ft & just level the wings.
The autopilot did get him 3/4 of the way there.
Plus- I’ve noticed many times the confusion of tracking one runway localizer to then circle to land at adjacent runway.
Many pilots had much difficulty with that task. Add bad weather & a fast plane & it’s not good.
@@peteyou2325 It’s more than “believing the instruments”. Vertigo can physically incapacitate and literally paralyze you. Not out of fear. It can just paralyze you so that you cannot move your extremities using all your will…even if you’re completely stationary and level. I experienced this once (in a stationary theme park attraction designed to optically induce vertigo). My head slammed down on my shoulder and I could not lift it with all my strength, and Im an athletic guy. This experience convinced me to never get an instrument rating.
@@docholiday7758 or at least get an autopilot with a wing level button and use it
Thank you so much for you analysis of this situation.
I have been slowly learning about aircraft’s over the last two years. I enjoyed the way you explained this whole (unfortunate but educational) and particular incident.
Thank you. I learned a lot.
I’m actually glad you didn’t show the crash itself. It was more helpful learning from you and the way you presented it.
Good God man.... this channel deserves a whole lot more subs. Juan you are doing a fantastic job and I truly love your channel and your accurate and informative reporting. Keep it up and please don't ever stop
The ATC recording reminds me of an ATC controller tape during my time as a student in USAF UPT about a civilian pilot entering a spin and the spatial disorientation that the pilot experienced. It was a chilling exchange to listen to between the pilot and air traffic control.
⚡️Fast, neat, average. 😁
Problem… at worst the sky was broken, not overcast. Some pilots on the ground called it scattered.
So vertigo is highly unlikely.
Go listen to the tower controller in Vegas that had a stroke while on duty… then listen to the doc.
Yep, stroke.
Ischemic stroke is the most common type of stroke caused by a blood clot. Guess what vaccine the doc got that is known to cause blood clots…
More interesting, not everyone gets these blood clots and they seem to occur on the second shot when the body recognizes the virus and attacks it… causing blood clots. The doc just left a hospital where he was likely exposed to the virus… his body was fighting it off… throwing blood clots.
Poor guy didn’t have a chance. Nothing the controllers could do either.
@@thatguy7085 Emotional disorientation resulting in faulty reasoning. Tunnel vision. And then there's the pilot....
My first time in IFR conditions (no license yet) with my instructor, we left Boise and were immediately in the clouds. I thought I was flying the heading given to me by the controller, but I was in a slight turn. That day, I learned exactly what it meant to fly by the seat of my pants. The instruments are more accurate than my inner ear.
So awful to hear the fear in this man’s voice towards the end. That plus the urgency and frustration in the controllers makes this one of the more poignant videos on this subject. Thanks for sharing with us Juan, we appreciate the work you put into this. A sad day for his family and friends our thoughts and prayers are with all concerned. RIP Dr Dax. 🙏🏻✝️
Great channel Juan. Wonderful work.
Thank you for the briefing, Juan. Sad, but hopefully someone watching will benefit in the future. RIP Doctor.
As a TCE, I'm often requested to evaluate non professional, flight time limited, yet dollar heavy individuals that wish to operate complex, multi-engine aircraft single-pilot. A few understand the hurdles and are willing to comply with the need for continued training, or their own limitations. Yet, some never do, and when the autopilot is disconnected, something like this happens. Juan, thank you for the excellent report.
Fully agree. I learned over the years that besides mastering the technical aspects of the job, knowing your personality/limitations and how that effects your job performance, having the right attitude to improve/change behavior, part of CRM when you fly for an airline or corporate, is a crucial part of training and being a competent pilot.
Still the human factor is not enough trained. Start with briefing your and crew performance after each leg and focus on stuff that can be improved.(I learned a bunch about myself in 32 years flying worldwide, especially as a LTI)
how many pilots make great part time cardiologists?
And it was kind of a crummy weather day in San Diego, that day. Not just your ordinary marine layer, much thicker clouds and more than one layer. Also a bit breezy. Now the last two days it’s been clear and sunny. Sometimes, it’s best to wait a day. Yuma to San Diego was a 1-hour flight…or a 2-hour drive.
@@edmundwest5636 Best Comment 👍
Every pilot should experience the Bárány Chair. Excellent way to demonstrate how turning your head, or leaning forward/down can induce an involuntary reaction to a perceived acceleration.
Excellent essay on this crash...thank you,great job!
IDK, looking at his history, he flew that route like a machine over the past few months, at least. Literally within a couple minutes of flight time variation. Also, a lot of seat time the past few months too. Not a typical GA pilot in that regard. Busy. Like he was an airplane commuter.
Thanks for the analysis. Kudos to the controller. Rest in peace to the pilot and UPS driver. I'd heard the driver was on the cusp of retirement. Sad.
He lived in San Diego and worked in Yuma, about a 120 mile commute. I believe I heard he made the trip twice a week (not sure if that’s two round trips or two one-way trips though).
I was wondering about his familiarity with the route. Given what you say, is it significant that he appeared confused by the approach and runway instruction?
@@dougaltolan3017 My bet is that he had a medical issue. I think he knew this route very well indeed.
@@christinecortese9973 I some what agree. I think that, and possibly the circle to land instruction (which was not very common and possibly never did and was rusty on how that worked) are the two leading theories on my mind as to what threw him.
Familiarity is a killer. He probably planned his departures to arrive as the fog was breaking up. Didn’t think or even plan on an approach…breakout out at 1,500 well before even needing to be established on the ILS and do a visual to 20. I bet he had done that 100s of time. And then has his focus outside instead of on the instruments hoping to see the “sucker hole”.
I was very impressed with the ATC trying so hard to help this pilot and prevent him from crashing. Too bad he didn't have a co-pilot to help him out. Thanks, Juan.
@@MrCobb-rq8iv What?
Great video, you hear stories in the news without the details. Great work putting the big picture together for us.
An outstanding breakdown of this tragic flying event. This is a public service to non-pilot citizens which explains the possible situation as it unfolded. Excellent explanation and teaching moment with genuine insight based on your personal and professional experience. Thanks for posting.
Hats off to the ATC. He tried so hard. I could just imagine the mood after the plane went down. Terrible.
Helpless, empty, sorrow.
Thank you for helping regular people like me understand how and why things like this happen. Having to wait 3+ years to get some bogus jargon filled rhetoric from the FAA, virtually eliminates the possibility of real learning. I hope the YT AI doesn’t take away the valuable learning resource your channel brings to CZcams viewers.
Thank you Juan. As always excellent review and understanding. You’re the best!
Thanks for the update and analysis, Juan, it's always appreciated.
Great work by ATC when they realized the pilot was in trouble, very sad that they weren't able to save this pilot's life.
That HSI at 11:25 gave me vertigo with the actual approach plate on the same screen. Nobody could make an approach with that setup unless they were using a different instrument. That aside, those last radio calls gave me goosebumps. What a horrible thing for everyone involved. I think the ATC supervisor deserves some credit for jumping in and focusing on the most important part and not berating the pilot about airspace or arbitrary minimum altitudes, just level it and climb.
Only 500 or so hours on the engines, but OH in 1991. That's an average of what? 17 hours a year for the airplane? Basically a hangar queen, though a pretty one. But how much was the doc flying? Because it doesn't sound like enough to maintain basic VFR currency much less IFR, unless the numbers are wrong or he was maintaining proficiency in another airplane...
^this
Good observation
This is why doctors are so overrepresented. But he certainly didn't own the aircraft that long. So how long did it sit and when did he buy it?
A comment on Kathryn's Report gave a link to all 3 airplanes the doctor owned. Maybe the hours he flew in those were greater ?
Thanks for you analysis and throughs to all affected by this accident. RIP.
Great summary as always - thanks Juan
Seems like CZcams hassles you more than others about content.
If only. YT is trying to deal with social and political pressures, but it has the situational awareness of the unfortunate pilot in this episode. In one case I was told that a brief clip of a conductor leading an orchestra was unsuitable for family audiences; I appealed and the opinion was upheld. I don't think they were trying to be nasty, but they are trying to use algorithms to make decisions that really require viewing by intelligent human beings. I'm very sorry that Juan is being hassled over the use of footage that has been on TV news shows nationwide. It illustrates the problem, but the route to a solution remains IMC.
And yet I get photos of severally abused animals. How can they rationalize that over factual reporting of aviation incidents.
@@Plisken65 EweTubular
Well I got adds in the middle so this one was ok.
CZcams's priority is keeping the connection to the money / dems in congress/senate
I've been following the blancolirio channel for so long now, the weightless theme at the end has become nostalgic 😂I think I prefer the older version but I like this one too.
Agree about the weightless theme by Aram Bedrosian , available on sound cloud,and Spotify I think...
Thank you for the info and work,I love your videos ! 😉👍
thank you as always for this helpful video.
prayers to the families of all lost.
I live in San Diego about 2nm due west of MYF and for an hour around the time of the crash we were having some huge wind gusts (at least at the surface) so he may have been getting knocked around in the clouds too. This definitely seems like a strong case for disorientation and heavy wind gusts would certainly add to that. Also consider the factors of missing the initial approach which can cause some immediate embarrassment / emotional stress. And once ATC gave him vectors who knows if he began resetting the approach on the GPS which is yet another distraction in the equation of many here. It's unfortunate as we seem to have a fatal incident like this in San Diego about once every three years with that area around SEE having the highest rate of all our airports (even though he was going to MYF).
I kept thinking of an automated cockpit voice saying, “Pull up. Pull up.” How sad and terrifying it was to listen to this intelligent man becoming overwhelmed.
More like look at your gauges
Good Presentation. My dad had to take control of a Cessna 187 during a trip west near Minot ND when the VFR only pilot lost awareness. He thought they were level in descending weather but in fact they were in a descending spin. My dad had a Airman's certificate earned on the GI Bill after WW II and no current medical. He learned to fly with only his left eye having lost his right eye when he was 12. The lady who taught my dad had stressed even in VFR to pay attention to the panel at all times. Trust it not the ears. Once again another very good presentation.
Great work as usual Juan! Very interesting presentation.