Friday, January 10, 2020

Collision During Landing: North American T-28B Trojan, N5440F and Cessna 152, N48962; fatal accident occurred March 13, 2019 at Compton-Woodley Airport (KCPM), Los Angeles County, California

Aviation Accident Factual Report - National Transportation Safety Board

The National Transportation Safety Board traveled to the scene of this accident.

Additional Participating Entity: 

Federal Aviation Administration / Flight Standards District Office; Los Angeles, California

Investigation Docket - National Transportation Safety Board: 



Location: Compton, California 
Accident Number: WPR19FA095
Date & Time: March 13, 2019, 18:50 Local 
Registration: N5440F (A1); N48962 (A2)
Aircraft: North American T28 (A1); Cessna 152 (A2) 
Aircraft Damage: Minor (A1); Destroyed (A2)
Defining Event: Collision during takeoff/land 
Injuries: 1 None (A1); 1 Fatal, 1 Serious (A2)
Flight Conducted Under: Part 91: General aviation - Personal (A1); Part 91: General aviation - Instructional (A2)

On March 13, 2019, about 1850 Pacific daylight time, a Cessna 152 airplane, N48962, and a North American T-28 Trojan (T-28), N5440F, were involved in an accident near Compton, California. The T28 sustained substantial damage and the airline transport pilot onboard was not injured. The student pilot onboard the Cessna was fatally injured, and the flight instructor sustained serious injuries; the airplane was destroyed. The T-28 was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight; the Cessna was operated as a Title 14 CFR Part 91 instructional flight.

Review of radar data revealed two discrete secondary beacon code targets that were correlated to the two airplanes as they approached Compton/Woodley Airport (CPM); the Cessna from the south-southwest and the T-28 from the north/east. (See figure 1.) The instructor onboard the Cessna stated that he and the student were simulating a diversion to CPM. He was seriously injured during the accident and could not recall the details of the flight but stated that the student would have made all radio calls over the airport's common radio frequency. Radar indicated that the Cessna entered the airport traffic pattern on the downwind leg at an altitude about 950 ft above ground level (agl), then proceeded to fly the base and final legs of the traffic pattern for runway 25 left (25L). 

The T-28 pilot stated that he was returning the airplane to CPM following maintenance. As he approached the area at an altitude about 1,000 ft above ground level (agl), he began to become concerned, because the haze was extreme and the sun was low and bright, obscuring his forward vision. He was initially unable to find CPM but located an open area without buildings and thought that was
likely the airport, which he confirmed as he got closer. In an effort to announce his presence at the airport, he overflew the runway from the southeast, crossing midfield then making left descending turns into the left traffic pattern for runway 25.

Radar data indicated that the T-28 approached CPM from the east, overflew the airport about 700 to 750 ft agl, then entered the left downwind leg of the traffic pattern for runway 25L. (See figure 2.) The T-28 pilot stated that as he turned from the base to final legs, the bright sun and the haze created a glare on the windscreen that obscured his forward vision, making it difficult for him to see directly ahead. As he descended toward the runway, the glare became worse and he realized he was between runways 25L and 25R. He side-stepped to runway 25L and the airplane touched down on the runway surface. Several seconds later, the pilot saw the Cessna on the runway ahead of him. He applied hard braking and felt the impact with the other plane and resulting explosion immediately thereafter. The T28 continued about 1,000 ft before coming to rest off the right side of runway 25L. (See figure 3.)

Multiple video recordings captured the accident (see figure 4); review of the footage revealed that the Cessna touched down on runway 25L and continued its landing roll. The T-28 crossed the runway threshold about 10 seconds after the Cessna and subsequently touched down about 1850:36. On the landing roll, adjacent to the runway halfway point sign, the T-28 impacted the Cessna.

Pilot Information (A1)

Certificate: Airline transport; Commercial; Flight engineer; Flight instructor; Military 
Age: 84,Male
Airplane Rating(s): Single-engine land; Multi-engine land
Seat Occupied: Front
Other Aircraft Rating(s): None 
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane single-engine
Toxicology Performed: No
Medical Certification: Class 3 With waivers/limitations 
Last FAA Medical Exam: December 5, 2018
Occupational Pilot: No 
Last Flight Review or Equivalent: March 15, 2017
Flight Time: 24000 hours (Total, all aircraft), 400 hours (Total, this make and model), 18000 hours (Pilot In Command, all aircraft), 3 hours (Last 90 days, all aircraft), 1 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft)

Flight instructor Information (A2)

Certificate: Airline transport; Commercial; Flight instructor
Age: 34,Male
Airplane Rating(s): Single-engine land; Multi-engine land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane multi-engine; Airplane single-engine; Instrument airplane
Toxicology Performed: No
Medical Certification: Class 1 Without waivers/limitations
Last FAA Medical Exam: August 3, 2018
Occupational Pilot: Yes 
Last Flight Review or Equivalent:
Flight Time: (Estimated) 9542 hours (Total, all aircraft), 1674 hours (Total, this make and model), 9402 hours (Pilot In Command, all aircraft), 107 hours (Last 90 days, all aircraft), 55 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft)

Student pilot Information (A2)

Certificate: Student
Age: 40, Male
Airplane Rating(s): None 
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): None 
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 1 With waivers/limitations
Last FAA Medical Exam: November 7, 2018
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: (Estimated) 22 hours (Total, all aircraft), 22 hours (Total, this make and model), 1 hours (Pilot In Command, all aircraft), 15 hours (Last 90 days, all aircraft), 5 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft)

T-28 Pilot (A-1)

The 84-year-old pilot was issued a third-class special issuance Federal Aviation Administration (FAA) airman medical certificate with a limitation for glasses for near vision. On his most recent medical exam, his color vision and field of vision were normal, and his uncorrected distant vision was 20/30. At his November 2017 ophthalmology examination, the pilot was diagnosed with age-related cataracts that had both a nuclear and cortical component. He was noted to wear eyeglasses with prism correction, and his uncorrected distant vision was 20/30 in each eye. An ophthalmology exam on October 2019 found a worsening of his cataracts and distant vision.

Review of the pilot’s uncorrected vision results from exams spanning over thirty years for first or second-class medical certification showed some gradual decrement of distant vision with aging, which required him to wear corrective lenses when flying.

The T-28 pilot stated that he used his “Flight Guide” book for determining airport frequencies. Examination of the actual guide found at the airplane revealed that the page for CPM was missing; a paper note in place of the page read, “Pg 34, Aug 2017 Compton a/d removed.” 

Aircraft and Owner/Operator Information (A1)

Aircraft Make: North American
Registration: N5440F
Model/Series: T28 B 
Aircraft Category: Airplane
Year of Manufacture: 1956 
Amateur Built: No
Airworthiness Certificate: Experimental (Special)
Serial Number: 138294
Landing Gear Type: Retractable - Tricycle
Seats: 2
Date/Type of Last Inspection: Unknown
Certified Max Gross Wt.: 850 lbs
Time Since Last Inspection: 
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: Wright
ELT: Installed Engine Model/Series: R-1820-86B
Registered Owner: Rated Power: 1475 Horsepower
Operator: Operating Certificate(s)
Held: None

Aircraft and Owner/Operator Information (A2)

Aircraft Make: Cessna
Registration: N48962
Model/Series: 152 No Series
Aircraft Category: Airplane
Year of Manufacture: 1977
Amateur Built: No
Airworthiness Certificate: Normal 
Serial Number: 15281075
Landing Gear Type: Tricycle 
Seats: 2
Date/Type of Last Inspection: February 20, 2019 100 hour
Certified Max Gross Wt.: 1675 lbs
Time Since Last Inspection: 68 Hrs
Engines: 1 Reciprocating
Airframe Total Time: 20105 Hrs at time of accident
Engine Manufacturer: Lycoming
ELT: Installed, activated, did not aid in locating accident
Engine Model/Series: O-235-L2C
Registered Owner: 
Rated Power:
Operator:
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC) 
Condition of Light: Day
Observation Facility, Elevation: KHHR,63 ft msl
Distance from Accident Site: 5 Nautical Miles
Observation Time: 01:53 Local 
Direction from Accident Site: 293°
Lowest Cloud Condition: Clear
Visibility:  10 miles
Lowest Ceiling: None 
Visibility (RVR):
Wind Speed/Gusts: 11 knots / 16 knots
Turbulence Type Forecast/Actual:  /
Wind Direction: 270°
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 30.02 inches Hg 
Temperature/Dew Point: 17°C / 0°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Los Angeles, CA (WHP) (A1); Long Beach, CA (LGB) (A2)
Type of Flight Plan Filed: None (A1); None (A2)
Destination: Compton, CA (CPM) (A1); Long Beach, CA (LGB) (A2)
Type of Clearance: None (A1); None (A2)
Departure Time: 18:30 Local (A1); 18:30 Local (A2)
Type of Airspace:
The time of sunset was 1859:24. 

The sun’s azimuth at the time of the accident was 267° (see figure 5) and the elevation was slightly above the horizon at 0.50°. 

Airport Information

Airport: Compton/Woodley CPM 
Runway Surface Type: Asphalt
Airport Elevation: 98 ft msl
Runway Surface Condition: Dry
Runway Used: 25L 
IFR Approach: None
Runway Length/Width: 3322 ft / 60 ft 
VFR Approach/Landing: Traffic pattern

Wreckage and Impact Information (A1)

Crew Injuries: 1 None
Aircraft Damage: Minor
Passenger Injuries:
Aircraft Fire: None
Ground Injuries: 
Aircraft Explosion: None
Total Injuries: 1 None 
Latitude, Longitude: 33.889446,-118.24083

Wreckage and Impact Information (A2)

Crew Injuries: 1 Fatal, 1 Serious
Aircraft Damage: Destroyed
Passenger Injuries:
Aircraft Fire: On-ground
Ground Injuries: 
Aircraft Explosion: On-ground
Total Injuries: 1 Fatal, 1 Serious 
Latitude, Longitude: 33.889446,-118.24083

The Cessna came to rest on the north side of runway 25L, about 150 ft west of the left outboard wing. The T-28 was 450 ft further west of the Cessna. The marks on runway revealed no indications of braking by the T-28 before the collision.

Additional Information

FAA Advisory Circular (AC) 90-66B, Non-Towered Airport Flight Operations, recommends that:

All traffic within a 10-mile radius of a non-towered airport or a part-time-towered airport when the control tower is not operating should continuously monitor and communicate, as appropriate, on the designated CTAF until leaving the area or until clear of the movement area. After first monitoring the frequency for other traffic present passing within 10 miles from the airport, self-announcing of your position and intentions should occur between 8 and 10 miles from the airport upon arrival. Departing aircraft should continuously monitor/communicate on the appropriate frequency from startup, during taxi, and until 10 miles from the airport, unless 14 CFR or local procedures require otherwise.

Communications

Neither pilot was in contact with an air traffic control facility, nor were they required to be. CPM's common traffic advisory frequency (CTAF) was not recorded.

The Cessna's radio settings could not be determined due to thermal damage. The T-28 was equipped with a Garmin GTR SL40 communications radio, located immediately below a Garmin 327 transponder mounted to the bottom of the panel. When the electrical system was powered on following the accident, the active radio frequency was 125.00 and the standby frequency was 121.50. The CPM CTAF was 123.05. Commonly referred to as "GUARD," 121.5 MHz is reserved for emergency communications for aircraft in distress, as well as the frequency utilized by earlier generation emergency locator transmitters as a means of locating downed aircraft.

When positioned in the pilot's seat in the T-28, investigators noted that the radio frequencies were partially obscured from the pilot’s field of vision. While in a normal flying position, an investigator of similar height of the T-28 pilot could only see the bottom half of the displayed frequencies.





Location: Compton, CA
Accident Number: WPR19FA095A
Date & Time: 03/13/2019, 1855 PDT
Registration: N5440F
Aircraft: North American T28
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On March 13, 2019, about 1855 Pacific daylight time, a Cessna 152 airplane, N48962, and a North American T-28 Trojan, N5440F, collided while landing on runway 25L at the Compton/Woodley Airport, Compton, California. The student onboard the Cessna was fatally injured and the flight instructor sustained serious injuries; the Cessna was destroyed after being consumed by fire. The Airline Transport Pilot onboard the T-28 was not injured; the T-28 sustained minor damage. The T-28 was operated by Tomorrow's Aeronautical Museum and the Cessna was operated by the Long Beach Flying Club. Both airplanes were being operated under Title 14 Code of Federal Regulations Part 91 as personal flights. Visual meteorological conditions prevailed, and no flight plan was filed for either flight. The Cessna departed for a local instructional flight from the Long Beach Airport, Long Beach, California at an unknown time. The T-28 departed for a local personal flight from Whiteman Airport, Los Angeles, California about 1830 with a planned destination of Compton.

There were multiple video recordings that captured the accident. A review of the footage revealed that the Cessna touched down and continued on the landing roll out. The T-28 crossed over the runway threshold bar about 10 seconds after the Cessna and subsequently touched down. On the landing roll, adjacent to the "1/2" sign (indicates half of the runway remains), the T-28 impacted the Cessna resulting in an explosion.


The T-28 pilot stated that as he turned the airplane left from the base leg to final approach in the traffic pattern for runway 25L, he noticed a layer of haze on the horizon. The bright sun and the haze created a glare on the windscreen that obscured his forward vision making it difficult for him to see directly ahead. As he descended toward the runway, the glare became worse and he realized he was in between runway 25L and 25R. He side-stepped to runway 25L and the airplane touched down on the runway surface. Several seconds later, the pilot observed the Cessna on the runway ahead of him. He felt the impact with the other airplane and resulting explosion immediately thereafter. The T-28 continued about 1,000 ft before coming to rest off the right side of 25L (see figure 01).



Figure 01: Wreckage Distribution

Utilizing the National Oceanographic and Atmospheric Administration (NOAA) sunrise/sunset calculator and solar position calculator, the time of sunset was 1859:24. The sun's azimuth at the time of the accident was 267° (see figure 02) and the elevation was 0.50° (about 90 ft above the horizon).

Figure 02: Solar Position 

Aircraft and Owner/Operator Information


Aircraft Make: North American

Registration: N5440F
Model/Series: T28 B
Aircraft Category: Airplane
Amateur Built: No
Operator:
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan


Conditions at Accident Site: Visual Conditions

Condition of Light: Day
Observation Facility, Elevation: KHHR, 63 ft msl
Observation Time: 0153 UTC
Distance from Accident Site: 5 Nautical Miles
Temperature/Dew Point: 17°C / 0°C
Lowest Cloud Condition: Clear
Wind Speed/Gusts, Direction: 11 knots / 16 knots, 270°
Lowest Ceiling: None
Visibility:  10 Miles
Altimeter Setting: 30.02 inches Hg
Type of Flight Plan Filed: None
Departure Point: Los Angeles, CA (WHP)
Destination: Compton, CA (CPM)

Wreckage and Impact Information


Crew Injuries: 1 None

Aircraft Damage: Minor
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 33.889444, -118.240833


Location: Compton, CA
Accident Number: WPR19FA095B
Date & Time: 03/13/2019, 1855 PDT
Registration: N48962
Aircraft: Cessna 152
Injuries: 1 Fatal, 1 Serious
Flight Conducted Under: Part 91: General Aviation - Instructional 

On March 13, 2019, about 1855 Pacific daylight time, a Cessna 152 airplane, N48962, and a North American T-28 Trojan, N5440F, collided while landing on runway 25L at the Compton/Woodley Airport, Compton, California. The student onboard the Cessna was fatally injured and the flight instructor sustained serious injuries; the Cessna was destroyed after being consumed by fire. The Airline Transport Pilot onboard the T-28 was not injured; the T-28 sustained minor damage. The T-28 was operated by Tomorrow's Aeronautical Museum and the Cessna was operated by the Long Beach Flying Club. Both airplanes were being operated under Title 14 Code of Federal Regulations Part 91 as personal flights. Visual meteorological conditions prevailed, and no flight plan was filed for either flight. The Cessna departed for a local instructional flight from the Long Beach Airport, Long Beach, California at an unknown time. The T-28 departed for a local personal flight from Whiteman Airport, Los Angeles, California about 1830 with a planned destination of Compton.

There were multiple video recordings that captured the accident. A review of the footage revealed that the Cessna touched down and continued on the landing roll out. The T-28 crossed over the runway threshold bar about 10 seconds after the Cessna and subsequently touched down. On the landing roll, adjacent to the "1/2" sign (indicates half of the runway remains), the T-28 impacted the Cessna resulting in an explosion.

The T-28 pilot stated that as he turned the airplane left from the base leg to final approach in the traffic pattern for runway 25L, he noticed a layer of haze on the horizon. The bright sun and the haze created a glare on the windscreen that obscured his forward vision making it difficult for him to see directly ahead. As he descended toward the runway, the glare became worse and he realized he was in between runway 25L and 25R. He side-stepped to runway 25L and the airplane touched down on the runway surface. Several seconds later, the pilot observed the Cessna on the runway ahead of him. He felt the impact with the other airplane and resulting explosion immediately thereafter. The T-28 continued about 1,000 ft before coming to rest off the right side of 25L (see figure 01).


Figure 01: Wreckage Distribution

Utilizing the National Oceanographic and Atmospheric Administration (NOAA) sunrise/sunset calculator and solar position calculator, the time of sunset was 1859:24. The sun's azimuth at the time of the accident was 267° (see figure 02) and the elevation was 0.50° (about 90 ft above the horizon).

Figure 02: Solar Position 

Aircraft and Owner/Operator Information

Aircraft Make: Cessna

Registration: N48962
Model/Series: 152 No Series
Aircraft Category: Airplane
Amateur Built: No
Operator: Long Beach Flying Club
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan


Conditions at Accident Site: Visual Conditions

Condition of Light: Day
Observation Facility, Elevation: KHHR, 63 ft msl
Observation Time: 0153 UTC
Distance from Accident Site: 5 Nautical Miles
Temperature/Dew Point: 17°C / 0°C
Lowest Cloud Condition: Clear
Wind Speed/Gusts, Direction: 11 knots / 16 knots, 270°
Lowest Ceiling: None
Visibility:  10 Miles
Altimeter Setting: 30.02 inches Hg
Type of Flight Plan Filed: None
Departure Point: Long Beach, CA (LGB)
Destination:  Long Beach, CA (LGB)

Wreckage and Impact Information


Crew Injuries: 1 Fatal, 1 Serious

Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: On-Ground
Total Injuries: 1 Fatal, 1 Serious
Latitude, Longitude: 33.889444, -118.240833




23 comments:

  1. I totally agree with the above comments. Couldn't have said it better myself.

    ReplyDelete
  2. Looking beyond simple thoughts of vengeance, a lesson from this for all pilots is that corrective lenses for near vision are limited in effective range of usable distance. When instrument or control markings are too far away to see with your near vision lenses, it is time to either change the panel configuration to bring them within range or decline to be PIC.

    Adding to the bad judgement of flying the T-28 without ability to see/operate radio settings is the time period of the flight from KWHP to KCPM. Setting sun from 267°and elevation of 0.50° was not a good choice of time period for landing to a runway 25 heading. (See video below)

    https://youtu.be/T8NAfY-IcvA

    ReplyDelete
    Replies
    1. These days most people get "progressive" lenses that can focus at any distance between close and infinity. Bi- and tri-focals are history

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    2. I use specialized eyeglasses just for flying my airplane - so I can see the instrument panel. They are completely different than my progressives.

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    3. Same here .... Much better than progressive and worth the money.

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  3. As stated above, the pilot of the Trojan is just too old to be piloting a aircraft of any type. He has admitted he couldn't see his instruments. He has the same mindset of older people (whom I am one) who can't give up their car keys. They are a hazard to other aircraft and drivers. What a tragedy for the deceased, and his family.

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  4. My late WWII vet grandfather nearly got violent when we as family members took his keys and sold his truck. He went out and bought another behind our back and guess what happened weeks later: he turned left at a traffic light because the sun was in his eyes and he thought he saw it was green. The stubborn need to be respected but also put out to pasture when the time comes. This old stubborn mule should have had others look out for him and monitor him closely and to never, EVER have set foot in a cockpit again. Or vehicle for that matter. Far too often families and friends are too afraid to speak up and take action. Far too often we read about accidents like this. The cycle will never end and I'm afraid as the Baby Boomers age, we will see a lot more of these unnecessary accidents in the future (land and air).

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  5. Compton Aviation was my Flight school back in '77-80,... we had the same accident with no one injured at that time, SAME THING ! ,...Except it was a 40year Old A/A Capt. flying his AT6 and landed on a 150, tires on the AT6 hit the 150 prop , said he felt something and landed with a FLAT tire.. no injuries but close....somebody missed something ... ... This should not have happened !.. they could make 25R landings only, 25L Take Offs.... IF pilots would stay inside the Wash and not Square off the pattern others might be more able to see each other, FLY the published pattern !...... I stopped flying last year at 70, just because.

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  6. I'm mid 60's and not as sharp as I was at one time.

    I have cut back to just gliders. I have been blessed to have many years flying safely ... Single through FMJ's ... Recipes, turbo-props, and jets. I love it but I don't want to die doing it and certainly don't want to injure or kill someone else.

    At a certain point you need to do a self evaluation. Unfortunately more than a few have the mental facilities for self evaluation.

    YMMV

    Not a fan of litigation but then again sometimes you just have to ....

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  7. A lot of age based discrimination here...some 84 year olds are rock solid, some are pretty much done. None of you commenters knows where this guy fit in the spectrum. Plus there's some guys that never were any good and still aren't at 84, and those that lived flight their entire life and even at 60% in their later years are better than most. To any of you guys commenting that are actually pilots, I suggest a little introspection...do you actually believe you couldn't make a similar mistake? Maybe tune 122.9 instead of 122.8? Headset cord unplugged? Squelch turned up too high? Think you're all alone in the circuit...until you're not? My point is accidents can happen to any one, there is always a chain of causality, and just because the dude is 84 doesn't imply he is unfit to fly. Bad decision to operate without the radio (and we all make bad decisions) but I bet nordo ops are perfectly legal at that airport and probably happen with regularity...any J3's in the pattern? Taylorcrafts? It's an accident, plain and simple, leave the age out of it. And yes I've been there, had a head to head collision on a runway with two taildraggers (both nordo). I was 29....

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    Replies
    1. 30-year pilot here. I cannot understand why, in 2020, nordo ops are still legal. Radio equipment is lightweight, portable, and inexpensive.

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    2. We don't know where he fits into the spectrum, but what we DO know is that he couldn't see his panel well enough to be bothered to use the radios.

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    3. Uhm, the fact he said the instruments were too small to read was all we need to know. It was not a mistake dial up. He couldn't SEE. And HE admitted it so it's not just our conjecture.

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    4. You're basically saying this could have happened to anyone. Yes, anyone who can't be bothered to use the radio and lands into the sun, even though they are blinded by it. I inquired about why they didn't land the other direction and was told the rules required them to land toward the west. I'm new to aviation and am struck with how cavalier the FAA is toward accidents.

      Delete
    5. Good objective comment - unlike most of those who lack life experience and objectivity on here.

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    6. Landing RW25 instead of RW7 was not arbitrary rules.
      "Wind Speed/Gusts, Direction: 11 knots / 16 knots, 270°"
      Since the accident pilot took to the sky at 6:30 PM, he should have anticipated the "sun in the eye" landing based on destination wind direction and planned time of arrival.

      Delete
  8. Bad deal. When you can no longer see the panel, changes must be made. He will lose the law suit.

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  9. At some point I would expect a suit against the museum ... they had control over who they allowed to fly the plane.

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    Replies
    1. Based on these types of accidents, museums should set some must-do/don't-do boundaries. Suggestions for all museum flights would include not having our aircraft in the air at sunset/after dark and no PIC piloting permitted if you can't see every control/indicator on the panel.

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  10. I'm 70 + (a little) and fly a complex high performance single. I'm already looking at a step down to something slower with less moving parts. But, at some point we need to realize when any machine has passed us by. My first cross-country, the instructor gave me an Esso (pre-Exxon for many of you) road map and told me to always have that in addition to the Sectional. If someone had come in the hanger (we didn't have flight schools then) and told us about a Garmin 1000 we would have shipped them off to the looney bin.

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    Replies
    1. Esso truly had the best charts ... I mean road maps ... back in the day, as they say.

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  11. Tragic. And could have been avoided so easily by making better decisions (time of landing, place/direction, not on frequency).
    As to the age and the added risk, there is an easy solution for everyone, be it added risk due to age or other factors (rusty, inexperienced, etc): Take an instructor with you! Or at the very least another pilot as safety. I'm sure it would not have been hard to find someone at the airport to fly with. Wouldn't even have to be someone rated/current. Just another set of eyes that would have seen the radio if nothing else, and possibly the other plane. And another brain to question the decision to land into the setting sun.

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  12. Exactly, I usually hate aviation lawsuits, because most are just cash grabs that hurt the GA community. But this is something else " Pilot stated to investigators, that he didn't make any calls on Airport frequency because the numbers on the radio were to hard to read because of the location of the radio!" WTF,then move the radio to a new location, it's an experimental category plane so it shouldn't be to hard. This guy shouldn't have been flying, because of age, and if he could not see the numbers on the radio, so sad someone died because of his carelessness.

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