This September 2009 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.
Aircraft: Piper Cherokee 6 Injuries: 5 Fatal. Location: Tulsa, Okla. Aircraft damage: Destroyed.
What reportedly happened: The non-instrument-rated private pilot obtained a standard weather briefing for a cross-country flight. At the time of the briefing, the ceiling was 600 feet overcast with four miles visibility. He was advised that a VFR flight was not recommended. Approximately four hours later, he radioed ground control for taxi and a VFR clearance. The controller informed the pilot that the airport was in IFR conditions. He then requested and received an IFR clearance.
He departed and had to be reminded by the local and departure controllers to make several course and altitude changes. He acknowledged the changes but took no action. He also was warned of antennas near his position.
Review of radar data revealed the pilot’s altitude varied from 1,100 feet MSL to 1,600 feet MSL. The last radar target was at 1,200 feet MSL in a left descending turn, although the pilot had been instructed to climb to 4,000 feet. The airplane hit a guy wire on a 600-foot radio transmission tower at a terrain elevation of 860 feet MSL.
The pilot’s descending turn when he was supposed to be climbing is indicative of spatial disorientation.
The post-accident examination of the airframe, flight controls, engine assembly, and accessories revealed no anomalies. The altimeter, transponder, and transponder automatic altitude reporting system test was current. The gyroscopic instruments were destroyed and could not be examined.
Probable cause: The non-instrument-rated pilot’s decision to attempt flight in instrument meteorological conditions, which resulted in spatial disorientation and an in-flight collision with a radio tower guy wire.
For more information: NTSB.gov. NTSB Identification: CEN09FA562
There is an unwillingness by instructors to put students into actual IMC conditions towards the end of their training so they can actually experience the problem and feelings of spatial disorientation with a competent instructor on board at the other controls before receiving their pilot certificate. I suspect this is because many instructors can not or do not afford the continuing training that an instrument rated pilot must pursue to remain competent. Once a pilot has experienced the problems and the shock, especially if it occurs at night, I doubt he or she will make this kind of mistake. EVER!
After further reading it appears the pilot was a doctor. Coincidence or archetype?
I’ve been reading these for awhile. This is the most outrageous example of ineptitude I could imagine. Hod did this fool convince 5 other people to board a plane with him at the controls? Tragic!
WHY??? Why do VFR pilots think they can fly in IMC without training? I just don’t get that. The IFR rating is a rating for a REASON.
What’s sad is that when he asked for a VFR clearance and was denied, he then asked for an IFR clearance and it was given. So many people telling him NOT to fly and he did it anyway, costng the lives of 4 other people besides him.