The non-instrument-rated private pilot and two passengers departed in instrument meteorological conditions (IMC) with an overcast cloud layer at 400′ above ground level (agl). Data obtained from an onboard GPS unit showed the Cessna 182 depart toward the destination airport and climb and descend several times.
About two minutes after takeoff, the airplane descended to 250′ agl, then turned and quickly climbed to 1,400′ agl. The final GPS points showed the airplane in a descending right turn.
A witness reported hearing the airplane overhead and stated that the engine was “screaming” before impact.
The airplane hit a field near Thief River Falls, Minnesota, about four minutes after takeoff, resulting in a debris path about 230 yards long, consistent with a relatively high forward airspeed at the time of impact. All three on board died in the crash.
The primary vacuum pump was not found in the wreckage, however an examination of the standby vacuum pump revealed that the rotor was fractured by impact, but the vanes were intact. The heading indicator and turn coordinator gyros exhibited rotational scoring consistent with rotation at the time of impact. The damage to the propeller blades was consistent with the engine producing power at impact.
Review of the pilot’s logbook and his statements to individuals who spoke with him before the accident suggested that he had a history of flying in and around IMC. Given the weather conditions at the time of departure and observations of the pilot checking the weather conditions before the flight, he was aware that he would be required to fly in or under IMC during the flight and chose to do so despite not holding an instrument rating.
Based on the reported weather conditions and GPS data, it is likely that, while maneuvering on course after takeoff, the pilot entered IMC. He likely subsequently experienced spatial disorientation, which resulted in a loss of control and descent into terrain.
Probable cause: The non-instrument-rated pilot’s decision to depart into instrument meteorological conditions, and his subsequent loss of control due to spatial disorientation.
NTSB Identification: CEN17FA361
This September 2017 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
The human body does not move in each axis independently. Pulling or pushing the elevator forward or back almost always results in an unwanted turn. That turn is usually followed by a series of “I didn’t want that turns.”
That is what killed JFK Jr. when he tried to hand fly a decent into a limited visibility “sphere” over the ocean in a position where nothing was visible. He had 3-5 miles visibility with nothing within that range except water and a few stars, He had some IFR training but didn’t know enough to use the autopilot until he was over lighted land.
Bad equipment and a desire to “maintain VMC” when he should have been referring to instruments. Even trained IFR pilots get spatial disorientation. For a suicidal pilot, whether flying Buddy Holly or two friends, weather and refusal to ride with an idiot in a poorly maintained aircraft with minimal equipment and a pilot who didn’t know enough.
Another issue should be brought to any pilot’s attention about JFK jr. He had recently traded off his big engine C182 for a Piper low wing. Both were well equipped for weather. True his was without a instrument rating nor the skills to recognize his limitations. I use to deliver no radio planes for the manufacturer as a part of employment. Lot of free hours at no cost to me and others that did the same. When weather gets bad and you can’t see forward you down under the wing for guidance. I have had rain so bad I had no visibility via windshield and only the underside of the wing worked. I was always able to get out of the weather that way. It is better to find a safe spot and wait it out regardless, but you get caught in a squall you take what you get.
Bottom line, It all still has to do with “Bad decision making”. It’s to bad we can’t teach pilots to make the right decision, if we could, we would certainly save many many lives..
It’s irresponsible idiots like this guy that give the non-flying community the idea that all light aircraft are death traps and should be banned from the air. It seems lots of others were aware of this moron’s habit of flying in IMC without a rating or flight plan; how come the FAA was never advised?
Why take it out on all other pilots cause of some pilots that dont take the time to check the weather and file a flight plan small plane’s are safe.!
Go ahead, tell the FAA that there’s a bad pilot out there. See what their response is. If they don’t witness it, there is little they can do. Hard as it may be, pilots who witness blockhead pilots doing stupid pilot tricks need to call them out.
400’ ceiling and kept going? WOW!!!
After serving over 26 years as an FAA Aviation Safety Inspector (ops) I have seen and been involved in many flight accidents similar to this, some were attributed to “get home itus”, such a waste of life.
As a flight instructor prior to joining the FAA, we had a saying, “we could teach anyone to fly, but not “good common sense”. Accident Investigation was not my favorite FAA responsibility. Although we teach basic instruments to a private pilot, we do not teach a high degree of proficiency in this area, perhaps someday we will.
Too bad this guy can’t be tried and executed for murder…sadly he didn’t survive the crash.
He was his own executioner. It’s just tragic that he took two others with him.