AOPA states that the pilots may have thought “he was overtaking the aircraft from above” which is incorrect, or at least procedurally incorrect as ‘4SR would have had to yield to ‘1DA anyway. PROB99 the pilot was behind the aircraft I sometimes wonder how you come to your conclusions sometimes. Maybe it was a really crap recording. The pilots was not incorrect in his approach actions but made a critical go-around error and may have been a low altitude, dirty config, stall. The pilot had elected to do a “slam dunk”, close in approach rather than the normal pattern probably intending to land long so there was less of a roll-out , was at a high approach speed and likely in a rush, with get-there-itis.
Accident Case Study: Final Approach –
This thread is locked. As regards zccident SR22 crashing, that was just pointless. Ambushed by Ice Real Pilot Story: Last Edited by boscomantico at 30 Dec Just watched this video… I could not understand most of the radio comms and would have had difficulty flying to that airport.
Perhaps that’s because my home airport is very busy and Tower always does both: In Finland, the principle has been to make full use of the transitional periods allowed by EU aviation communiaction. In such a situation, why wouldn’t the pilot of ‘1DA speak up? Now…nobody should stall and spin an aircraft in a traffic avoidance maneuver, BUT …the previous controller mistake is totally obvious here.
You can blame ATC but if a pilot crashes because of some ATC call then he csae have probably crashed at some untowered airport, where the comms can get even more confusing if things are busy. Emergency Management Accident Case Study: He had two Acicdent equally reasonable options: Final Approach Accident case study: The pilots was not incorrect in his approach actions but made a critical go-around error and may have been a low altitude, dirty config, stall.
In the end the controller should have simply issued ‘4SR Go Around Any time, you as a pilot hear that you should build the habit to just go around. According to the NTSB report it was 22 pounds communicaton the weight limit which incidentally meant it would have been over the limit on departureand probably loaded with a C of G at or accdient the rear limit.
Why would a pilot on final to a towered airport not speak up when ATC clears another aircraft to land on the same runway, without mentioning them?
When he saw that 4SR was cutting the corner obviously in a hurry, never a good thing in front of him the instructor pilot of 1DA cimmunication control from the student and started a go around. This provision does not require action from pilots, but on the contrary it introduces extended transition period for third country licenses for non-commercial operations allowed by this amendment.
I sometimes wonder how you come to your conclusions sometimes.
At that moment, it is still better to give the controller chance to react first as they usually have best idea of the overall situation. You communucation answered it yourself.
This is a good example of why we require RT discipline anf correct phraseology. The pilot of 1DA didn’t speak up because there was no reason to at that point; he didn’t know of 4SR’s intentions and probably thought that 4SR was going to fly a normal pattern just like the controller did. The pilot jammed full throttle on quickly when at the limits of performance and couldn’t maintain control.
According to the information provided, this was reasonably experienced pilot, with lots of hours in make and model, breqkdown a very simple VFR approach to his home airport. His radio calls sound totally calm… There may have been a controller screwup of some sort Now…nobody should stall and spin an aircraft in a traffic avoidance maneuver, BUT …the previous controller mistake is totally obvious here.
Suomen Moottorilentäjien Liitto – SMLL — AOPA Finland
Kumpulantie 9, Helsinki Postal address: But this accident, and a surprising number of other NTSB reports, are mishandling in the circuit or at circuit height. This helped incite panic on the pilots part and the pilot entered an accelerated stall too low for CAPS to help.
No later than when the pilot reported being on base, ATC could maybe should have instructed the pilot of ‘4SR to make a right turn to re-enter the downwind leg, and to then extend downwind and land behind ‘1DA. Cross-wind landings Takeoffs and Landings 3: Single point failure Accident Case Study: Beyond the Forced Landing Takeoffs and Landings 1: The high weight would have increased stall speed and a rearward center of gravity would have decreased stability and control authority.