Loss of control blamed in 2013 Petersburg glacier flightseeing tour crash
The closest weather reporting facility to the accident site was Petersburg Airport, which reported wind, calm, visibility of 2 1/2 miles with light rain and mist. Clouds were scattered at 500 feet, broken at 1,300 feet and overcast at 1,800 feet. One of the passengers told investigators that the aircraft was never in the clouds during the flight and visibility was good at the time of the crash. The NTSB did not cite weather as a factor in the accident.
During an interview with an NTSB investigator two days later, the pilot stated weather conditions deteriorated throughout the day and estimated a ceiling of 2,000 feet, light rain, and fog along the mountain ridges. He was flying to LeConte Glacier via Horn Cliffs and while approaching a pass “...initiated a climb by adding a ‘little bit’ of flap, approximately 1 pump of the flap handle actuator, but did not adjust the engine power from the cruise power setting. He noted his airspeed at 80 knots, with a 200 feet per minute climb on the vertical speed indicator.” The pilot said he had trouble seeing over the cowling due to the nose high attitude and then saw trees in his flight path. He began an immediate left turn, whereupon the aircraft stalled and soon crashed into terrain.
Troubleshooting Honeywell Altitude and Airspeed Indicators
Troubleshooting It is a very simple process to troubleshoot altitude and airspeed indicators if you have a spare indicator available. Honeywell BA-141 altitude indicators and SI 225/285 airspeed indicators are avionics units common to a variety of jet aircraft. Pointer jitter occurs when the indicator's pointer oscillates or vibrates and does not give a clear reading. If you do not have a spare indicator, Duncan Aviation has a loaner available. When these units are sent in to Duncan Aviation for repair , one of the most common squawks reported is pointer jitter.
Earning Their Wings : Training Day
- These instruments taken together with the altimeter, the airspeed indicator, and the vertical speed indicator became knows as the “six pack,” the standard panel for instrument flying for the next 30 years. Still, the most reliable of these remained the
- “We teach them things about how to use the instrumentation that they were taught about earlier about the air speed indicator, vertical speed indicator and those sort of things,” flight simulator instructor Kevin Cadeau said. “And putting them all into
- The pilots reported that the precision approach path indicator lights, which would have provided an approximate three-degree approach, became inoperable shortly before they began their approach. Although the touchdown location could not be accurately