Papa Willie wrote: ↑Mon Jan 27, 2020 2:03 pm
Going down at 4,000 fpm is a pretty steep fucking dive for a heli - certainly when IN mountains. The fuck?
He is not going to dive at that rate for very long before that thing comes apart. Normal rate of descent with passengers would be about 1200 fpm. I have listened to the audio several times and he was clearly out of his comfort zone, and ATC was also uncomfortable with what was going on. I listen to Seattle Center, Redmond Tower and GA aircraft all day long, and voices tell everything. At this point in time, he was a major annoyance to ATC who is trying to get jets, commercial traffic and GA routed in one of the busiest TCA areas in the country. He had no IFR clearance which would have given him routing and flight following and under the control of ATC , but this fucker is trying to pick his way through the clouds to find that VFR conditions he needed to be in. And he was doing it at 160 mph, slowing the fuck down would have helped a lot, it would have greatly increased his fuel burn at a slower speed.
If he in fact was descending at 4,000 fpm, then spatial disorientation had to be a factor. 4000 fpm would have put the passengers heads on the roof and greatly reduced the pilots ability to control the aircraft, if he had control at all at that point.
The minute you felt that uncomfortable feeling of what you were headed into is not going to be good then why push it. I have made more 180 degree turns than I can count to stay VFR since I am not IFR rated and most of the planes I flew were not IFR rated either. Thing is when you get to that point, you need to turn that bitch around hard and run back the way you came before that closes back in on you.
Certainly Lefty and Roach are far more qualified to discuss this than me however and they can correct and add as they see fit.
According to Federal Aviation Regulations, SVFR operations can only be conducted in the controlled airspace around an airport where that controlled airspace extends down to the surface (so-called surface area). SVFR can only be conducted below 10,000 feet MSL in such areas.[2][3]
SVFR at night requires an IFR-equipped aircraft and an IFR-rated pilot in command. In helicopters, there is no minimum flight visibility requirement, or a requirement for an IFR-equipped aircraft or an IFR-rated pilot in command.[2]
Flight under SVFR is only allowed in control zones, and always requires clearance from air traffic control (ATC).[citation needed] It usually happens under two circumstances:
The aircraft is outside of Class A airspace, as flight under visual flight rules (VFR, including SVFR) is not permitted here and instrument flight rules (IFR) flight is the norm.[citation needed]
The aircraft is inside controlled airspace, and the local weather is less than the minimums required for flight under visual flight rules (VFR) within the airspace in question.
[4]
Equipment requirements and weather minimums
The aircraft need not necessarily be equipped for flight under IFR, and the aircraft must remain clear of clouds with the surface in sight, and maintain a certain flight visibility minimum (1,500 metres according to ICAO, one statute mile in the US, 1,500 m visibility, in sight of surface and clear of cloud in Europe). The pilot continues to be responsible for obstacle and terrain clearance.[5]
An example of the use of SVFR is when a flight wishes to leave an airport in a control zone, to fly VFR in uncontrolled airspace, when the visibility is below the minimum for VFR flight in the control zone but not below the lower minimum for VFR flight in uncontrolled airspace. SVFR is never offered by Air Traffic Control. It must be requested by the Pilot in Command.