Preliminary report – AO-2020-017. - HERE. C404 fatal at Lockhart River.
Too early yet to draw anything like a final conclusion; but there is, IMO a safety message within to be delivered. We have had several accidents involving visual flight only into instrument conditions. This one speaks of a one of the most challenging and demanding aspects of 'instrument flying' – single pilot - in weather – and in particular, in 'stream weather', when does IFR change into VFR? I reckon it's worth a paragraph (or two).
When there are two on deck, one flies 'on the clocks' – the other looks outside. When there is only only one bloke – he has to do both jobs. The secret of success is the essence of simplicity- stay on the dials until minima – take a look and decide. Go Around or continue to land. In a perfect world that is the 'letter perfect' way of managing the whole thing; of course, real life ain't that simple.
The heart of the problem lays where a break in the weather happens; visual – see the ground and the weather ahead – but not the blasted runway or lights. What to do? Jink into the clear area, find a friendly landmark and scoot in – or continue on the approach path and risk being jammed by the weather. Or not. You pays your money and takes your chances.
Another problem noted is that of 'disorientation'; coming off instruments to pick your way through the weather and stay 'visual' is a gift to the disorientation syndrome. On the clocks, Up is Up, down is down left is left etc – but a cloud layer particularly a low one may not be 'level' – light plays tricks and when combined, at speed, up close and personal – the seeds are sown.
I'm not, not for one minute saying this is the cause of this accident. However, the photographs provided IMO graphically demonstrate how switching between instrument flight and visual flight is a tempting, often necessary temptation. Only experience can make that decision – would I have gone for the IFR/VFR option? Dunno, wasn't there; but I would have been aware of the risks – on both sides of the coin. There, but for the grace of Karma go you and I. But can remember (never to forget) one late afternoon at a very remote location flying into what I can only describe as being like a dirty goldfish bowl. The air was green – bush fire smoke, dust and the late afternoon light – weird; even the aircraft seemed to wonder WTF. I could see the runway – right where it should be – but the distance seemed somehow 'distorted'. Bugger this says I – locked onto the approach and even then, I flew on the clocks till I was certain them big white markers wuz where they should be; power off – safe home. The FO and I had two beers before we talked about it, then we talked about it for ages.
Old fool rambles on – but even sitting here, cosy, with a beer at my elbow – I can still remember the 'queerness' of it – FWIW. Another Ale will remove memory from mind, best get onto it.
Too early yet to draw anything like a final conclusion; but there is, IMO a safety message within to be delivered. We have had several accidents involving visual flight only into instrument conditions. This one speaks of a one of the most challenging and demanding aspects of 'instrument flying' – single pilot - in weather – and in particular, in 'stream weather', when does IFR change into VFR? I reckon it's worth a paragraph (or two).
When there are two on deck, one flies 'on the clocks' – the other looks outside. When there is only only one bloke – he has to do both jobs. The secret of success is the essence of simplicity- stay on the dials until minima – take a look and decide. Go Around or continue to land. In a perfect world that is the 'letter perfect' way of managing the whole thing; of course, real life ain't that simple.
The heart of the problem lays where a break in the weather happens; visual – see the ground and the weather ahead – but not the blasted runway or lights. What to do? Jink into the clear area, find a friendly landmark and scoot in – or continue on the approach path and risk being jammed by the weather. Or not. You pays your money and takes your chances.
Another problem noted is that of 'disorientation'; coming off instruments to pick your way through the weather and stay 'visual' is a gift to the disorientation syndrome. On the clocks, Up is Up, down is down left is left etc – but a cloud layer particularly a low one may not be 'level' – light plays tricks and when combined, at speed, up close and personal – the seeds are sown.
I'm not, not for one minute saying this is the cause of this accident. However, the photographs provided IMO graphically demonstrate how switching between instrument flight and visual flight is a tempting, often necessary temptation. Only experience can make that decision – would I have gone for the IFR/VFR option? Dunno, wasn't there; but I would have been aware of the risks – on both sides of the coin. There, but for the grace of Karma go you and I. But can remember (never to forget) one late afternoon at a very remote location flying into what I can only describe as being like a dirty goldfish bowl. The air was green – bush fire smoke, dust and the late afternoon light – weird; even the aircraft seemed to wonder WTF. I could see the runway – right where it should be – but the distance seemed somehow 'distorted'. Bugger this says I – locked onto the approach and even then, I flew on the clocks till I was certain them big white markers wuz where they should be; power off – safe home. The FO and I had two beers before we talked about it, then we talked about it for ages.
Old fool rambles on – but even sitting here, cosy, with a beer at my elbow – I can still remember the 'queerness' of it – FWIW. Another Ale will remove memory from mind, best get onto it.