There were many factors that contributed to this accident. The very first was the attitude of the flight crew. They are paid to safely operate the airplane according to company policy. If they had this mindset, the "pressure" from the "boss" would not have been a factor and the flight would have diverted to Rifle.
The second the crews inability to decipher and their decision to ignore the aircraft configuration warning. The radar showed the airport to the left of the aircraft while the FO thought he saw the airport to the right. This discrepancy with the weather conditions as they were should have been enough to warrant a missed approach. Their decision to ignore the aircraft configuration warning was a poor decision in itself. They were violating company policy by having the spoilers out with landing gear and landing flaps out. If they did this intentionally they would be displaying hazardous attitudes such as invulnerability and macho along with anti-authority. If it was unintentional it just points to either the crews inability to handle the work load or incompetence to operate the aircraft according to company and manufacture policy.
The third and major contributing factor was that the airport control tower was unaware of a NOTAM concerning the instrument approach not being authorized at night. This was a MAJOR break down of the NOTAM disseminating system. Although the tower should have been informed, the crew was informed and mentioned the restriction multiple times so they should have heeded the restriction and diverted.
The highly critical analysis of this accident may seem harsh but it is needed. As a pilot and especially as captain, you are solely responsible for the safe operation of the aircraft. The people who charter, ride, or thus by their way onto the airplane inherent NO RISK. No matter what their social status a pilot must know the rules which restrict him, know his and the aircraft limitations and let no other outside force influence those, because in reality they can not be influenced. Those limitations are set and as a professional pilot, you must have enough confidence in your decision making ability as well as your knowledge to be in control of the flight from intent to fly to locking the door after exiting the aircraft.
Wednesday, September 21, 2011
Wednesday, September 14, 2011
Single Pilot IFR
I have no problem filing single pilot IFR. It is very good experience and increases my marketability as a professional pilot. There are a few things that need to be considered while filing single pilot IFR. First, as a professional pilot...you must be willing to as we like to call it, "Shred the Gnar." Analyze the risk of a flight know, your capabilities, and be willing to use all available resources in order to make a safe decision.
One thing that may help the novice IFR pilot, is to practice in the simulator with an experienced IFR pilot such as Hunter Villareal!!
Organizing your cockpit into a logical and systematic way will aid the single pilot in safe and efficient operation of the airplane under high stress environments. Being familiar with the area in which the flight will occur is also a big help. Studying IFR and VFR charts along with navigation aids and communication frequencies will all help decrease the pilots workload in the IFR environment. It should be noted that if a pilot does not feel comfortable in this environment HE (or she) should make a go no go decision based on the sole capabilities of himself. The IFR environment differs from that of VFR but it should not be feared, in fact it should be embraced as it increases pilots proficiency and skill of flying.
One thing that may help the novice IFR pilot, is to practice in the simulator with an experienced IFR pilot such as Hunter Villareal!!
Organizing your cockpit into a logical and systematic way will aid the single pilot in safe and efficient operation of the airplane under high stress environments. Being familiar with the area in which the flight will occur is also a big help. Studying IFR and VFR charts along with navigation aids and communication frequencies will all help decrease the pilots workload in the IFR environment. It should be noted that if a pilot does not feel comfortable in this environment HE (or she) should make a go no go decision based on the sole capabilities of himself. The IFR environment differs from that of VFR but it should not be feared, in fact it should be embraced as it increases pilots proficiency and skill of flying.
Sunday, September 4, 2011
Blog #2
The information that was presented in the brief as well as the PIM and checklist was very informative. They all stressed how important it is to manage the electrical fire immediately. Prompt action in order to stop and or prevent further fire may save the airplane and your life.
These articles addressed short circuits; which can be defined as a place in a circuit that two points connect unintentionally within the circuit and create low resistence. The current then travels on the path of least resistence bypassing the rest of the circuit.
The procedures in the Seminole are very similar to those in which the safety brief expressed. One of the main differences between the Seminole and the brief is the Seminole procedure has all power stopped to the system where as the safety brief recommended attempting to find the unit which the fire is in.
In the future I know the safest action would be to secure all power to the system. After this initial action, I can start to open power to essential buses one at a time until I have all essential power elements needed for safety of flight. I now realize that electrical fires are serious and immediate action is required on my part in order to maintain safety of flight.
These articles addressed short circuits; which can be defined as a place in a circuit that two points connect unintentionally within the circuit and create low resistence. The current then travels on the path of least resistence bypassing the rest of the circuit.
The procedures in the Seminole are very similar to those in which the safety brief expressed. One of the main differences between the Seminole and the brief is the Seminole procedure has all power stopped to the system where as the safety brief recommended attempting to find the unit which the fire is in.
In the future I know the safest action would be to secure all power to the system. After this initial action, I can start to open power to essential buses one at a time until I have all essential power elements needed for safety of flight. I now realize that electrical fires are serious and immediate action is required on my part in order to maintain safety of flight.
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