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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.

Tomball Police again patrolling skies over city

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  2. Hauck, who was one of three pilots to fly the first Michael One, marveled at upgrades, such as the enhanced GPS system and an airspeed indicator for the rear seat that allows the tactical flight officer to safely land the aircraft if the pilot is
  3. The Canadians protested that their airspeed was higher than the competition limits, as indicated by an airspeed indicator at the back of the plane. The Jury sent the Meet Director up in the plane to video both airspeed indicators; the one in the