aware of what would happen, but if you’re not, you have to be very lucky to avoid crashing into the ground!” He con- cluded that “simulator training would be incredibly beneficial to our pilots.” LN-OFU’s pilot never had that opportunity.


The Takeaway LN-OFU’s operator regarded sightseeing flights as “the most basic operation there is” and a good way for inexperienced pilots to build time. As gauged by the technical skills required, that’s likely true: they’re generally conducted in benign weather, and the company’s operations manual required them to be “as smooth as possible,” restricting flight attitudes to no more than 30 degrees of bank and pitch attitudes within 15 degrees of level. The investigation made clear that, at least on that particular day, the pilot ignored the latter constraint. The NSIA noted that the pilot’s com-


pany training hadn’t included passenger flights supervised by a more experienced pilot, and that both the accident pilot and his passengers were relatively young. Research suggests this fact may have fos- tered a group dynamic that encouraged greater risk-taking—and flight-tracking data corroborated an earlier passenger account that the pilot had promised to fly low to provide a sense of speed. A healthy regard for his own inexperi- ence demonstrated by scrupulous adher- ence to minimum safe altitudes and maneuvering limits would likely have pre- vented the accident, while effective fire prevention almost surely would have miti- gated its consequences, the NSIA concluded. Studies of airline pilots consistently find


that they perform very well in emergency situations they practice frequently but much less so in unfamiliar situations. This is hardly a surprise. And while most helicop- ter pilots like to fly low, altitude equals time when things start happening quickly. When the urgent question becomes “What’s it doing now?” time to sort it out can be the most valuable commodity on earth.”


Nov 8–10, 2022 Cologne, Germany


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