![]() ![]() If conditions are as predicted, searches will begin at daylight. The temperature will be 13 degrees in the morning with a high of 19 degrees later in the day. Waves are predicted to be two feet or less tomorrow with winds west/southwest at 10-15 miles per hour. ![]() Weather and water conditions did not allow for divers to enter the water or sonar equipment to be used today. These transmissions have been plotted on the models to narrow down the search site for the Cockpit Voice Recorder to a 125 by 325-foot search area. I wonder why it takes 7 days to get a underwater detector on site.ĬLEVELAND - During search and recovery efforts in the blue water grid search area the NTSB underwater locator beacon detector received multiple transmissions while deployed from the U.S. They should have a visual on main wreckage tomorrow. Yes, I also wish that he had elected to stay the night but, at a minimum, we should learn from this accident. But the work load based on conditions - avionics, manual boots, alcohol windshield - was probably extremely high for someone without much time in that specific aircraft with that specific avionics package. Yes, this is a fairly "simple" jet to fly. That did not exist in the old days when most of the avionics was consistent from one aircraft to another. The work load that this pilot probably experienced based on the conditions for this flight was probably very high and any hesitation could be very distracting. I believe that required flight experience should include time with a mentor pilot until the new avionics package is completely intuitive to the PIC. ![]() I believe (don't know for a fact) that this pilot was probably transitioning from a Garmin 1000 system in his Mustang to a Pro Line 21 system in the CJ4. With the proliferation of flight systems like the Garmin 1000, Garmin 3000, Pro Line 21, etc, there is a major learning curve associated with a transition from one system to another. For many years, the avionics were pretty consistent when going from one type of airplane to another. I would submit that it would be appropriate for insurance companies to address more than just the "type." I personally believe that the type of avionics should get more attention. Of course a new type rating was required and from what I see in this aircraft flight history on FlightAware, it appears that he completed that earlier in December. I suspect that this was not required in the transition from a Mustang to a Citation since the airframes are so similar. Lastly, I'd like to address the general insurance company approach of requiring some number of hours with a mentor pilot following a new type rating. I know for a fact that the incidence of accidents in MU2s specifically have been greatly reduced since the FAA instituted a training requirement for that airframe. This is something that I believe the FAA should address. The systems are simpler and the work load reduced. I would like to emphasize that flying a light jet with state of the art avionics is substantially less complicated than flying a high performance pressurized turboprop. Is is possible and even likely, that a safety or mentor pilot could have prevented the outcome but it is also possible that a mechanical failure of some sort led to the result. There are, in fact, many accidents in private jets that have occurred in the past several years that had two man professional crews so to assume (even to state in no uncertain terns) that this accident would not have occurred with a second pilot aboard is absurd. Yes, I do think that people who make assertive comments ought to have the background knowledge to justify those utterances. I have read numerous comments stated as fact that made assumptions not in evidence. ![]() Yes, he had the hours and the requisite hours but most of those hours were spent as an instructor in good weather. He realized that an autopilot failure during his recent flight hours might have cost him and his corporate executive partners their lives. He crashed three times trying to hand fly a simple IFR approach to minimums. My professional pilot simulator mate had some 3700 hours and had already served as a single pilot PIC for 40 or 50 hours prior to FlightSafety. Many years ago I was at FlightSafety Wichita taking an initial simulator course for a Cessna 421C. I believe that the quality (type of aircraft and real world flights), frequency and currency of the time are a major factor. Total hours and ratings don't always tell the story of a pilot's competence. Having followed the 92 comments so far in this dialog, several things occur to me. First and most importantly condolences to the friends and family of the crew and passengers aboard this flight. ![]()
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