Again a very instructive video. I have lost 4 (very experienced) close friends over the last 10 years due to flying helicopters into hillsides in bad visibility, 2 of them were fully IFR rated, it nearly happened to me years ago but was fortunate to be going slow enough to land in a quarry on the side of the hill and leave the helicopter there and later rescued by my wife, it took 3 days for fog to disappear to collect helicopter. I am now 62 years old, been in the industry all my life and the crashes into hills and wires will never cease.
Mark Newman .. You are correct Sir and RIP to your friends. IMC conditions are scary as hell whether you’re IFR rated or not.. 🤔 Only a select few IFR rated pilots (probably one in 500 or even less) are experienced enough to truly fly comfortably in zero visibility with steep terrain fluctuations in and around high hills and mountains..
The news has actually been very informative. The press address the possible causes, (the theory to be proven or disproved) with good explanations that clarifies the picture to the public. Its not why Helicopters crash but primarily the human factors of pilot error.
A pilot has to have the courage to save his and his passengers lives. Fatal accidents, usually, are a chain of events that can have its initial decision taken as early as the day or days before. Decision making is a chain of choices and the outcome is as strong as the weakest decision.
Well said. The bad decision was not your final "wrong turn" in the clouds. The bad decision was to get close to heavy, or heavier, clouds. Or, the bad decision was to fly that day. Kobe's helicopter was very close to the landing destination. This did not help matters. This was a short flight. The heavier cloud cover showed up at the very end of the flight.
In the fire/ems service we have a saying... "When in doubt, DON'T" ... Saying applies to all you could say. With aircraft taking off is optional, landing is mandatory. Very nice vid Sir thank you!
Thank you for your genuine and tasteful explanation as to this situation. This has affected millions of people and you honored the crash victims with a detailed explanation of possible causes without faulting the pilot out right. I'm sure the pilot had his hands full and the stress must have been unimaginable. RIP All !
Was hoping you would talk about this event. I've heard a few pilots discuss recently but yours really stands out much like your other great content. Thanks and happy safe flying.
I live near the Kobe accident site. They were following the 101 freeway which rises to go through a low point in the mountains. Higher ground on both sides of the road. As they progressed the road was steadily going up fairly slowly but at the speed of the aircraft it would happen fast. Thousand Oaks is definitely in the clouds often while Los Angeles is possible to Scud run. Continuing along the 101 leads you over a much taller mountain right at the city of Thousand Oaks so you are in the foothills right at the bast of a mountain and at a much higher ground altitude. A very foolish attempt driven by “get there itis” and the pressure to accommodate the high end customer. Rodney Pilot for 40 years
Bestever2408 It’s not direct pressure from the client. Pilot wants to do what is needed for the customer while thinking it will be ok. Also believing he will just see how it is and he can always turn back. Scud running is always thinking I will joust turn back, but people die all the time trying to turn back when it’s too late to do that. Face the reality that this was a pilot trying to do a good job for his client and waited too long to turn back. 2 miles earlier and he could have made that same turn without hitting anything. He was flying into a canyon and he knew it.
According to Kurt Deetz, Kobe's former pilot, He stated that Ara was certified to fly IFR but the company he worked for only flew VFR. Who knows what it will come down too
The very first thing I did, when I read that Kobe Bryant was killed in a helicopter crash, was find out what kind of helicopter he was in. I just find it fascinating that a Sikorsky S76 would not be equipped with the latest terrain avoidance radar and navigational tools.
@@karhukivi, from the very beginning I had a sick feeling that somebody who was not qualified was at the controls. Like a joyride. Really bad decision making.
@@dalepatterson1748 Don't be too harsh, in some kinds of weather it can happen that you go into IMC almost without realising it. the terrain can force you into a marginal situation, or the weather can close in leaving you with few places to escape.
@@dalepatterson1748 Many pilots of both fixed and rotary-wing aircraft are only qualified to VFR and as long as they don't push the limits or fly in marginal conditions it is perfectly OK. I don't know any details of the latest accident, so I don't know what happened, mechanical failure is also possible.
The pilot was flying very low, under the clouds, trying to follow Hwy 101 and at some point, as he entered the rising canyon terrain, the fog closed around him. He realized he was in the white room with looming terrain all around and had to start making plans to get out (rapid ascent, with little forward speed, which can be very disorienting). At that point, he would have had a lot on his plate. Which way can I turn? Where were the mountains? Where can I get out of here? Can I land anywhere? Etc... Now, throw in a transition from looking outside to nothing but instruments (he was IFR rated, instructor in fact, though I am not sure how current), because there is nothing at all but white, out the windows. Crap, was I turning? Climbing? Which heading am I looking for? How fast do I need to climb? Now, add in that there's kids and a VIP in the back. Don't let them know you're worried. Oh no, we're rolling... Get There Syndrome is preventable, especially with the landing options a helicopter has, but all too common. Needless tragedy.
There is a video on you tube of another helicopter crash that if you see it you would agree with me and say that's exactly what happened to kobe's..it was filmed from inside the helicopter and it shows terrible PDM flying into IMC with no visibility and total Spatial-D..helicopter rolled to one side and down like a rock it went..killing 4..including newlyweds in their way to reception.very sad.. Search for" Brazil helicopter wedding crash kills 4"
@@carloscortes5570 I've seen that one and I do believe that would have been very much the way it happened. My understanding though, is that it is the Bride and her brother, on the way to the ceremony. A few differences: -That is a Robinson R44, which is not rated for IFR operation. So, that piloto had no business at all flying into that fog. Kobe's pilot was instrument qualified and the helicopter was also capable. Unfortunately, sudden inadvertent IMC is still nothing to mess around with, as demonstrated in Kobe's crash. -There appears to be much less energy in the Brazilian crash. It was still fatal, but it seemed like more of a "car crash" level of impact energy, than a 'smoking crater' (if that makes sense).
@@CineSoar the charter company only flies vfr flights, so it doesn't really matter how equipped the craft was. They are only allowed to fly in vfr conditions.......which is what the conditions were at the airport they took off from, but they obviously were a lot worse further north.
I flew into clouds in a R-22. I just looked at the instruments and lowered the collative until I was out of the clouds. It seemed to take forever. Fly and learn.
I was shocked to learn that the helicopter that crashed with Kobe did not have TAWS. That's crazy! So why did the pilot choose that flight path in such foggy conditions? The sad part is that we will never know.
it was a suicide!! 2days before the crash one of the pilot's family member saw a suicide note in his pocket but thought it was just a joke or something
He had terrain view available but the facts indicate he lost control due to disorientation in transitioning from visual to instruments with other factors we do not know but can only speculate. This accident is a classic well known cause with classic antidotes.
Get there itis and overconfidence, I suppose. He knew it was pretty risky flying low in those conditions and that terrain, but thought he could pull it off.
In 1991, I lost four shipmates in an aircraft mishap. They were in a U.S. Navy Helicopter (H-2). Sometimes nothing goes right... Always a shame. I still love rotary flight, and love your channel. Thank you!
These external factors seem so dumb after a crash, yet so pressing when in the situation. Once I took some friends flying and told them we would checkout a special place 45 minutes away. 35kts head wind decided it would be way longer and fuel was low. Low for my minimums(always land with 1 hour of fuel). I felt kind of stupid having to turn around and tell them even though we could physically do it we wouldn't because of my minimums. And I really pondered breaching my minimums :o Turns out people are smart and they just trusted me. They were just happy to see the world from above and the external factor was me imagining their reaction. We had a blast :) Just say no to external forces and set/keep your minimums :D
I totally admire and respect this flight instructor!! He was asked by many followers to talk about kobes tragic and sad accident.This man is a well known respected admired CFI.one of the best,extremely knowledgeable and his comment about the accident was all about how sad it was.condolences and prayers to everybody's family involved.then basic facts about why helicopters crash..did not jump into any conclusion or assumptions..on the other side you got all these other channels with people that are not truly qualified, they are not even pilots and probably just flight simulator gamers making all kind of stories and analyzing why,where,and how not truly knowing what they talking about.thank you for another great video!
One of my best friends is a crop duster. Power lines are his worst enemy. Before he dust a field, he will drive the area and identify the hazards. He has told me that when he cleans his windshield he always wipes up and down, never side to side. The horizontal streaks can mask horizontal lines. Always vertical strokes when cleaning. I bet some helo pilots do the same thing. Something so simple that you would never think of.
I always enjoy your exceptional videos as a aviation enthusiast. I am no longer a pilot because of age and lack of a FAA medical. However, it doesn't slow my love of flying I just now enjoy it surreptitiously through others. It is not a criticism because as I said your videos are exceptional but try to ditch the term "OK". I do it at times myself. Keep up the good work.
The pilot was an ifr instructor. After SoCal notified him of being to low, he raised he altitude to 2300 ft to get above the fog, which radar picked up. Radar then saw the copter make a left turn with rapid loss of altitude. Crash site was around 1100 ft.
@@slrzman3030 He tried to get above the clouds and realized it was too thick and went for an emergency 180 degree turn. Basically to get back to safety or a heli pad landing near by. Something in that moment screwed up. He either flicked on his instruments right before hand and lost his bearings. Or just lost his spatial awareness as he wss climbing and turning and lost control. To me it seems like he lost control on that 180.
Yes that seems like a plausible situation. How sad. It can happen and by this event, we see it does. Never mess with weather. It has claimed so many lives
This man just hit the nail on the head and said the thing that is needing to be both said and educated into the minds of pilots (of all vehicles; of all institutions: personal responsibility and possessing the courage to do the right thing in the right moment, despite all external pressures. Such a quality is leadership in the face of and despite all antagonistic forces, and it is the single rarest quality in human beings across the world.
As a retired tractor-trailer owner-operator, with 30 years experience...I was always "the Captain of my ship"...in the heat of the moment, some fault you for making the decision that is correct...later, they thank you and respect you for it.
Hey Mischa, I totally agree with you about pilot decision making. It's critical! Most air disasters are due to pilot error, and not mechanical related. It's the same with auto accidents. People simply being knuckleheads!
I lost my cousin in Toronto Ontario in a R44 in poor weather. A year and a half ago. Actually Stoufville . Buttonville airport was not aware of the bad weather. Wrong place wrong time. RIP Jim. Clear Skies
Thanks. Ara had flown this route many times - just not on a foggy day. He took an early left turn because he mistook the area probably for the intersection in Camarillo. Realizing his mistake, Ara tried to turn around. We have lost so many celebrities because the pilot tried to fly visual. I say the technology is there for a reason - use it. Don't be a hotdog. He never got a weather report for the Valley. Would it have made a difference? Hard to tell.
I don't care how many hours you have flying a helicopter, a plane, or even driving a car, because the fact is people will make mistakes. Most air disasters, or auto accidents are not mechanical. The problem lies between two ears. Poor decision making! Why did he choose to fly SVFR in a hilly area without TAWS? Crazy!!!
Good review. Another issue is the minimum safe altitude you are allowed to fly under Instrument Flight Rules. If the pilot was trying to maintain VMC he was a several thousand feet below the minimum IFR altitude for that area.
From an OLD Helicopter Pilot(Vietnam). The ONE true answer is "GRAVITY". btw Pilot Yellow...YOU are truly correct, as in "Guns don't kill, it's the Bullet." Thank you for your thoughtful input. Still, all pilots MUST remember "Flying is fun, however, if you don't kill yourself Gravity will".
@@hayypapi4281 What's your point on both your comments? 1. The helicopter was downed on a mountainside. 2. Conditions change due to micro climates of the state.
Brave video, Mischa. Tough time for all. Appreciate your opinion. When I was an engineer in the Merchant Marines, similar to your PDM I came up with operator error or operator errorgance. When the schools sent the apprentices to our ships I liked to stress to them not to let your ego make bad decisions. Thanks.
Pretty easy for people to tell you "it wasn't that bad" and that "we could've made it", when you don't fly and there's no accident, even though it's wrong. Never very easy making those decisions.
@@themagicshortbus1715 Haha of course not but you get what I'm saying. I couldn't imagine how nerve racking it must be to have those controls in your hands at times
Couple of comments. As a non-Helicopter pilot, I like your analogy using a car explaining pressures - really made me think about my own decision making. Secondly, appreciate you acknowledging there were other people who died in this crash. Media is so focused on Kobe, but what about the other poor souls? Tragic all round.
One thing that really confused the crap out of me is that there is collision avoidance system on that heli. The terrain must have shown up on the panel.
Catastrophic faliure... Helicopter was just finishing a climb, went into a 180 degree and That's when the Helicopter began to free fall. Something happened at this point! However I'm just talking about it like Mischa said. Pilots fly in all types of weather. Overcast and Smog are a EVERY day situation in this region...My Thoughts Mischa I hope to meet you in person someday!#1fan I am...You are a HERO of mine and everything you do for Helicopter flight...
In the Kobe accident the helicopter was VFR, then climbed into (mountain free) cloud, then descended at a high rate (5000 fpm) at hit the canyon hill side. I think spatial disorientation might end up being the cause of loss of control, leading to the crash.
@@Cmoredebris You are clearly understood. CFIT is "controlled" flight into terrain. Spatial disorientation is a polite understatement of a loss of control due to insufficient scan and or instrument interpretation that relies upon solid instrument training. Interestingly this pilot had 8,500 hrs so he probably had a huge amount of six pack time rather than glass. There is a modern phenomenon that when pilots who have trained only on glass go to six pack that they lose control as quickly as a person who has no instrument training.
Thanks for posting this. The fog in LA has been very compact for the weekend. I feel weather was a cause. You've given me some hope with your video. I hope to fly one day.
Thank You for this video! We're all still so shaken and stunned. This helps us to somewhat close the chapter. Unfortunately, it does seem like the fog and pilot human error played a major role in this unthinkable tragedy. So sad for all families involved. I always wanted to get my pilot's license one day. Times like these make me consider the whole picture...Again Thank You.
As a newly minted pilot I flew a plane the Saturday morning after JFK Jr went missing the night before. The location was central Pennsylvania and the flight was from Reading to Williamsport, approx. 110 miles. The weather was warm with a haze in the air. The same weather of the night before and the same weather JFK Jr flew in. Seeing relatively far on the ground was no problem and a non pilot probably wouldn't even give it a second thought. But once you were in the air, although it was fairly easy to see the hazy ground below, a pilot absolutely could not tell the horizon looking straight ahead. The sky and the hazy ground blended in every direction. After flying about a third of the way with my tension growing by the minute, I called Williamsport, informed them I couldn't make it, and executed my very first nonpractice standard 180° turn and returned to Reading and left that flight for another day, hence I'm telling you this boring story. In the same weather, at night, out over water, with no lights or anything else to establish a horizon, JFK Jr did not return or land. He continued in the standard "get there itis" attitude and he isn't here to tell a boring story. Although mine is a fixed wing experience I have no problem understanding what transpired with Kobe's flight. Pilots know and hear this same story, over and over. Decisions have consequences. Kobe's death emphatically demonstrates that, again.
As good as Kobe's pilot was. He should have explained to Kobe that he should not use to copter. From what Kobe's former pilot stated, Kobe would ALWAYS listen to his recommendation. I doubt Kobe would force the pilot to fly against his will. The pilot should have declined that day or land before ever trying to climb. It's just heartbreaking for all of them involved.
@Terry Hawkins yep. He should have landed at that helipad that he passed. He could land ANYWHERE. Even on the street or parking lot if conditions were bad. He decided not to and it cost him and 8 others their lives.
@Terry Hawkins absolutely. It's just tragic. One decision so some could have saved all their lives. If police didn't have their choppers up in the air. He should have said NO. Or he would take them half way while he had visibility and landed. He passed two airports on his route.
Back in 1997, a medical helicopter here in Denver crashed just after takeoff when it struck overhead powerlines. I was recently in the hospital for surgery and I happened to talk with a doctor who was scheduled to be on that flight, but he cancelled at the last minute. He said if the helicopter had been just a few inches higher, it would have cleared the lines. Those powerlines weren't thin little wires. They were 3-4 inch diameter steel cables. When the helicopter tangled with the powerlines, the rotor blades just STOPPED!! The rotational momentum of the rotors was immediately transferred to the body of the helicopter causing it to violently rotate (i.e. snap) in the opposite direction. The rotation was so rapid and violent that those on board were killed when their bodies out-rotated the heart in their chest cavities, severing cardiac arteries and nerve connections.
Pilot was IFR rated. He followed 101 up into the mountains up to the point where the aircraft was just a few hundred feet above ground level. The fog and visibility were so bad that he may have tried to gain altitude and turn around....and did so right into a cloud. What happened next is unclear.
I was Soo waiting for this Misha. I'm not a helicopter pilot, I'm a Dad. My son will be flying helicopters for the us Navy soon. We live in Los Angeles . We love Kobe we love helicopters and TBH we love this channel for a long time now. This one just hit way too close to home. Thank you Misha and R.I.P Kobe Bryant.
Not if you can't fly the aircraft by reference only to those instruments. Even in a fixed-wing aircraft, it takes a lot of training (and practice, as it is a skill that goes off very quickly) to be able to fly in IMC. Without training and instruments, you will lose control within 3 minutes, often much quicker than that.
@@karhukivi Its a lot sooner than that in a helicopter. In a split second of inattention you can destroy your machine and be a pile of scap metal heading towards the ground.
I agree, Pilots are faced with making Extra Critical decisions in both unfamiliar territory and in unexpected weather conditions. Additionally, Pilots should always have a backup plan, especially when flying VFR. Great Points! I admire your advice especially making 'Safety First', a Priority when flying. Thumbs UP!
Thank you PY. I ALWAYS hired two pilots for my Navaho. CRM, crew resource management is a valuable tool. Especially when PIC's feel they can do no wrong. Also, having two or more qualified pilots on board reduces risk when under task saturated events like inadvertant VFR to IMC. So tragic and so sad.
ELF detectors are good for anything carrying a decent voltage but for most smaller stuff you pretty much either have to avoid them or hope that the cable cutter catches it before it gets into the skids or rotor system.
Well said aviation thoughts at a difficult time to say them, helicopters are amazing, there is risk in all methods of transportation, and we have to cherish and enjoy each and every day. Fly safe out there.
Very respectful, this has touched the world and totally right not to speculate, but also right to emphasise the importance of decision making I have been taught if there is any doubt there is no doubt RIP and condolences at this very sad time.
Thank you for a thorough explanation and tactful opinions. US basic VFR separation requirements are 3 smfv and 500’ below/1000’ above/2000’ horizontal cloud clearance. Special VFR for helicopters carrying passengers for hire allows for no less than 1/2 mile visibility and clear of clouds.
The spirit of your video is education and the love of flying. I believe that your points are not aimed at blaming Kobe's pilot. One discussion I'm interested in, is hearing stories from charter/private pilots, and the pressure to perform. Do pilots feel a pressure from the VIP or the company(s) they work for to be a hero, or brave, or super talented pilot? Have you ever heard of a pilot getting fired for standing firm on behalf of safety? Have you ever heard of a pilot being accused of incompetence, or lacking skill, because he refused to take a risk? Many pilots come from the military too. There is a particular kind of risk taking involved with the military. I'd like to hear these stories too.
Yes flying in IMC conditions is risky, the pilot most likely did not know how to fly off his instruments........ If you don't do it a lot your skills atrophy.........
So many valid points. Don't know if there are any wires at 2300 FT., but not probable. 2300 down to 1100 at 160 knots left turn, rapid descent could possibly be heart attack or stroke of the pilot. Police helicopters would not fly in those conditions. Why they attempted it is a very sad, devastating mystery.
@@rancosteel - Maybe, but if that former pilot is no longer employed there? But, when they asked him, there was no hesitation in his reply. And he stated, the final decision is the pilots decision.
Great video, very well stated and you've made some excellent points. It is all too easy to forget how difficult some of these decisions are to make. Pilots who flew Kobe in the past certainly didn't indicate he would ever push them to make a poor decision, however sometimes the commercial pressures are enough to push a pilot to make a poor decision, no matter how experienced they are. It certainly seems like it would have been a good day to have stayed on the ground and not taken to the air.
No amount of peer pressure is an excuse for not saying “no”. If you have enough discipline to get certified then you should have enough discipline not to kill yourself for $
Mistake: Flying VFR in hilly area without TAWS, in bad weather, pilot probably did not care about the weather at all though, because would fly regardless because Kobe was a celebrity.
Good video, no kind of pressure should make any pilot take a decision to fly in a bad weather conditions, when is time to call me he shot , just call the shot even if cost you money or your job , save lives is numero one pressure.
Sounds like - Comparing it to driving on a highway in a bad rain storm and using my eyes (VFR) to watch for landmarks or using my GPS (IFR) to know when to make my next turn at the exit .
This is the difference between a professional and an amateur. Other channels are blaming pilot very early. I'm glad we see this channel acting like a pro and waiting for more details.
MR Helibeaver, It is definitely pilot error. We all know that the area is the foothills of the mountain is filled with hills. We also know that the only flat area is the road itself. If you can’t turn in the width of the road you will hit the mountain. Entering that pass is foolish. There is no room to turn around at all. A mountain on both sides. The pilot knew that but kept flying along that valley further and further into a canyon. THAT IS PILOT ERROR TO THE MAX
@@privatecautious3643 Since you're the only one who knows why this crash happened, please explain the rapid decent rate, nearly 5K ft/per just after going radio silent? Please explain why collision avoidance system didn't show terrain and if it did why did it continue rapid decent @ mid triple digit airspeed?
Jeremy S I am definitely not the only person that know why it crashed. Everyone knows but don’t want to say it. They hint at it like the sheriffs office saying it was too foggy for them to fly. This is not an uncommon situation at all. Scud running has killed a lot of people and we as pilots are very aware of its dangers. Phrases like “there are rocks in those clouds” say it all. To answer your questions I will say what happened based on many years of flying, if you make a note of it and wait to read the report they will be very similar. Ok to your questions. You asked why the following things happened Rapid decent Collision avoidance system not working. Triple digit decent rate. Rapid decent, keep in mind he is an instrument rated pilot. But the circumstances were overwhelming so he was unable to go from visual flight to instrument flight fast enough. Also instrument flight wouldn’t help that quickly. In a helicopter that is difficult at a moment notice under the stress that he had at that time. if indeed it turns out that he was descending fast, which I doubt based of witness statements. It is likely that he experienced a condition known as spacial disorientation. That means he was unaware that he was descending at all. Without watching the altimeter unwinding, he would not know that he was going down. In that short few seconds that he was inside the clouds I’m sure he was keeping his eyes outside looking for obstacles. Once he climbed to what he thought was a safe altitude, Looking at an altimeter would be the last thing on his mind. So he would not know that he was defending. Collision avoidance system. At that altitude if the alerts are even on, the alerts would be blaring constantly but if you can’t see the ground the alerts will not help you. He probably climbed to an altitude that he thought was safe for the area and didn’t know he was descending again as he looked out into the fog. Mapping is worthless if you are that close to the hillsides. He knew he would probably only clear the hills by a couple hundred feet so there is no time to study maps and look at the altimeter to see if you are clear. He is in a turn so his concentration is outside looking for the ground through the fog. Radio silence: talking on the radio is the last thing on his mind at that time. The pilot rules for the situation are “Aviate, Navigate, communicate”. In that order. He never got past the Aviate step. I’m not a know it all kind of guy, After studying so many accidents and losing friends from accidents, you naturally form opinions of what probably happened. I lost a lot of friends that flew choppers in nam, and a few after that. Those experiences taught me only one thing. It doesn’t matter how much you study, or how good of a pilot you are, or the ratings that you have in your book. None of that matters, because we all are capable of making a mistake. At one time I thought I was hot shit in the air, but I learned that I was just extremely lucky for a long time. Rodney
@@privatecautious3643 Thanks for that detailed reply, after watching the very thorough eye witness account video, I think you're right about pilot error or at least pressure to get a group of VIP's to destination on time. Anyway since he was a flight instructor that taught IFR, I tend to give the benefit of the doubt to the pilot until facts are known! Sad no matter the cause!
@@privatecautious3643 Also to answer my own question, he didn't have collision avoidance on that heli, as I understand the FAA only mandates it on life flight and other air ambulances currently but seems his employer could afford the option!
Thank you for informing us of VFR and IFR (hope I got those right) I've never been in a Helicopter . I've been on airplanes a few times but honestly I have a fear of flying.. I really have no right to guess but so many people who live in that area said the fog was thick as milk. I had to drive through horrible fog one time on a trip and it was scary not to see what's in front of you. We are a Sports Loving Family so I've been reading everything about Kobe since Sunday. My husband and son have seen him play and also Shaq. I did get to see Michael Jordan play the Dallas Mavs. I feel that Kobe did not want GG to miss her Mamba game. That is just my opinion since he had such determination. His teammates said he always flew in a Copter to every practice and game for 18 years. Kobe did say he and his wife had an agreement that they would never fly together in a Helicopter for the kids sake. I'm upset a guy commented that the pilot was an Iranian and crashed on purpose. I said B.S. The "what ifs" and "if only" can't be changed now. PRAYERS FOR ALL WHO WERE LOST THAT DAY!
Firstly, your channel is great for explaining all things helicopter. You have a keen way of breaking down information for pilots and non-pilots to understand. One bit of advise: Please stop adding the word “conditions” when using the acronym IMC and VMC. Not only is it redundant, but it makes you sound less credible. If you are making the assumption that your audience knows what IMC stands for, they also probably know that the “C” stands for conditions!
I THANK YOU FOR THESE VIDEO'S..GOOD INFO AS ALWAYS. IMC IN MY OPINION IS THE MOSE CRUCIAL...BACK IN THE 80'S, A LOCAL RADIO STATION HERE IN CINCINNATI CRASHED BECAUSE OF IMC, KILLED THE REPORTER AND PILOT. THE RADIO STATION ORDERED THE BIRD TO GO UP ALL BECAUSE OF RATINGS...AND THEY WOULD UP LOOSING THE STATION DUE TO WRONGFUL DEATH LAWSUITS. THEY SHOULD HAVE!
Great timing .... I was just wondering about your thoughts on the recent events with respect to Kobe Bryant's helicopter. Well done. Keep up the great work.
Clearing things up per normal: 1. the S76 was IFR capable as all S76 in service today are 2. The pilot was an instructor and IFR/Commercial rated 3. You can ALWAYS declare an emergency on Emergency IMC encounter and fly IFR 4. you can ALWAYS fly IFR to ANY location. You can't always land IFR without ILS equipped/certified for the CAT you need. Filing an IFR flight plan and route would have taken more time than driving to their venue. They had him in a hawk circle for 15 minutes waiting on traffic. Someone got impatient (pilot or pax) and decided to fly into rising terrain then instead of declaring an emergency decided to "escape" IMC and tried to double back through the canyon. If you want facts on this check out my friend "ru-vid.com" he's a 30 year pilot and 777 jockey on medical waivers and delivers the most comprehensive fact based analysis of anyone I have ever seen.
Great video! Kobe was a type of guy doesn't want to be late. For them circling around ( running late ) with his sense of feeling or pressure knowing being paid good $. The word -Late- was the cause that I assumed. Being Rush.
If you get into the clouds and get disoriented, why not come to a stop and pull up until you can clear clouds or figure out what your doing by looking at your instruments ?
Why when you see your approaching a cloud ...stop and do a 180 rotation and fly back to where it was clear then evaluate your options and if clouds follow you try to outrun them and in the time outrunning them look for a safe place to land.Stay there until clouds clear.
pilots who do not trained to IFR overflip helicopter much faster than made full turn because our acceleration sensors can't work without realtime correction by body(like sense feet-floor) OR visual references. Even day time birds should have this problem in the dark night, but they have last reference, they can feel air by their winds AND we can't feel blades surface, so we have zero reference in IMC condition I think aircrafts with synthetic vision much safer for fly in IMC
