Helicopter carrying Kobe Bryant, 8 others did not have terrain warning system: NTSB

Wouldnt have made a difference unless they were flying IFR. One of the most deadly things a pilot can do is attempt to fly VFR or SVFR and unexpectedly end up in the soup and become spatially disoriented which is what I think occurred. The pilot started climbing to avoid a cloud layer but consequently ended up in the soup, had to start relying on instruments and started making a climbing left turn. We all know the dangers of flying IFR when you arent IFR rated... its a death sentence unless you trust your instruments! Sadly, according to the ADS-B and radar data, when they started to make that turn to the left to turn back towards lower terrain, it was too late. The pilot succumbed to IMC disorientation and plowed right into the terrain. I'm not saying this is 100% what happened, but that is what it is sounding like occurred.

But regarding the GPWS/TAWS, the only thing I think the pilot could have benefited from its use is that it could have helped him realize his plan was not going to work and consequently possibly climbed to avoid it, end up in the soup, and then declare an emergency with SoCal TRACON to pick up pop-up IFR to CMA.

Other than that, it wouldn't have made much difference considering it is not to be used to maneuver in IMC.

The reason the pilot did not fly IFR is because that helicopter does not allow IFR for one pilot - only for 2 pilots. It may be because it's an older model of this helicopter and would be too much for one pilot to handle - but, it's blocked for 1 pilot to use. Also, this charter company does not allow its pilots to fly in this kind of weather/conditions and does not train its pilots to use IFR - since, with the usually nice S.C. weather, it would only be needed a few times a year and the expense would not be worth it - so, instead, the flights are just cancelled. Plus, in those conditions, the LAPD and sheriff's helicopters are grounded - as they aren't IFR trained - since, the reason they fly anyway is to find people etc. - and can't do that in the fog. Mostly just medical/emerg. helicopters are equipped to fly IFR- since it's a life and death situation. From what I've read from other pilots, you only fly in those conditions if your life depends on it - not just to get somewhere for an event....or, if you're on a military mission in a war zone etc.

I don't know why the charter company wasn't aware that this pilot requested special VFR flying to that event in those conditions - it's totally against their policy - and I'm sure they would have stopped him had they known - were paying attention. This crash will not doubt put them out of business permanently with the law suits that will be coming, I'm sure.

Getthereitis resulting in CFIT.

The media is suddenly infatuated with this TAWS story. Based on the reported attitude and descent rate of the helicopter, it sounds like a loss of control inflight. The obvious speculation being that that was a result of spatial disorientation due to the weather, but we'll leave it up to the NTSB to ultimately determine the cause. Regardless, TAWS is great for preventing CFIT, but is of little use in a LOC-I situation. Just another noise in the cockpit as the aircraft is plummeting towards the ground.

Ridiculous! Terrain warning in the close confines of the 101 Freeway and known high terrain thru Calabasis will be of little help in IMC weather. In retrospect this should have been an IFR flight plan out of KSNA using the RNAV GPS Z approach into Camarillo Rwy 26 with a published minimum of 327 feet (250 feet AGL) feet and 1/4 mile visibility. The multi million dollar S-76 would likely have the avionics to fly this approach. I understand the pilot was rated for Certified flight instruction (Instrument). The pilot may have been pressured with "get their-itis" by Bryant and defaulted to special VFR under duress.

Terrain warning system or not the pilot was the cause of the crash. Period. 8 people trusted him to do the job and he failed. He was to fly VFR and got himself in IMC and I believe that he had no clue what was what around him in the clouds/fog. Even a simple VFR chart would have told him the terrain around him was much higher. This was such a tragic and avoidable event.

Common since. 3mi visibility at 160kts gives you about 60sec before you hit it. He could have slowed way down and give himself at least 4min. Or stop before the vis. dropped and get an IFR clearance and climb above minimums. There is a rule and if you violate it, the punishment could be death. FSAHF

A little too early to be stating a conclusion as to the cause. I find it interesting that while scud running and possible loss of ground contact that the helo initiated a steep pull up to around 2300’ asl followed by a left, steep descending turn into the surrounding terrain! Medical event.....maybe? However, at that rate of descent TAWS may have offered little help?

Seems like in those conditions it might have been helpful to have two pilots on board. One pilot heads up and one heads down as we used to say. A second pilot might also have asked “why are we doing this” and that might have been enough of a nudge to get the PIC to turn around. (I know it was for me one time.)

My general feeling is that GPWS/TAWS in a helicopter would only be beneficial when a helicopter is flown on an IFR flight plan at IFR altitudes. Scud running in VFR/SVFR conditions would require it to be turned off or at least muted in order to avoid the distraction of constant warnings. I did read though that this pilot was using the ForeFlight program on an iPad. I would never bet my life on it, but if used correctly it could have been a big help in this instance. If using the GPS receiver within the iPad, forget it. It is nowhere near accurate or reliable enough for navigation. There are units though that are capable of working with ForeFlight and giving a WAAS/GPS position both laterally and vertically accurate to <1 meter. Combined with the route and terrain displays of ForeFlight, it could be lifesaving information. No idea how or if this pilot was using it.

It seems to me the fame of the client was a major cause of this accident,"gotta get my client" to his/her destination was the driving force behind that decision to fly in those conditions. Seems to me there are more than one person responsible for this accident that should never have happened if only some common sense rules of flight were followed. No matter how much hours in type rating you have that's no substitute for bad decision making. In the end it is a sad story of life lost.

This will be an attorney feast for sure.

I read that the operator of the helicopter was approved for 135 “VFR” only. :/

A pilot who used to fly Kobe in that same helicopter has said that it was equipped with a terrain awareness system. I assume something like a GNS 430W or a GPS496, probably even better. Both can provide audio as well as visual alerts. The FAA said that they recovered the pilots iPad with ForeFlight installed. I use FlyQ EFB, a competing system, and it provides terrain awareness. I would assume that ForeFlight (the market leader) would have the same capability.

When the press suggests that it was wrong for the helicopter to be flying without TAWS and that TAWS would have prevented the accident, it is just another example of the press making judgements without knowledge. All for the purpose of creating apparent scandal, for clicks.

Proper flight planning starts the night before. On the day of, one should look at the weather at the planned destination, en route, and plan for all contingencies so one isn't tempted to take a chance. Anyone who has lived and flown in Southern California knows what a whimsical beast the marine layer and fog can be here.

It was the pilots responsibility to plan the flight in a safe manner, he chose scud running and get there itis won. the device would not have helped.

at this level of customer profile, this helicopter was negligent in not having synthetic displays, radar altimeters, one or two axis stablization, and most important of all: a competent pilot . That plunge resulting in a crash was the classic symptom of vertigo and its inevitable result.

Its time the FAA rethinks helicopter minimums. In my 24,000 of flying, the only real critical situations I have encountered were due to helicopters operating in low visibility near airports. All three times were during an my IFR departures and the helicopters VERY nearly colliding with my aircraft while operating VFR, low minimums and not talking to anyone. These helicopters should have the same minimums as fixed wing aircraft. PERIOD

Van Nuys was reporting an 1,100 ft ceiling. Field elevation at Van Nuys is 802 so the clouds were around 2,000 MSL. Maybe, as the pilot followed the 101 westbound, toward rising terrain, the ground kept getting closer & closer. Maybe, due to his speed, he pulled up to avoid the terrain, not clouds below him. Up into IMC conditions. Just my 2 cents. :/

I see a possible shutdown coming for the chopper charter service including upcoming lawsuits, Island Express by FAA. They were not certified to fly in inclement weather, so they did not have NTSB in those choppers. I know some pilots say that NTSB is not totally reliable but the pilot's natural reaction would be to pull up. But it is a shame because when they left John Wayne, the weather was fine. 4 mile visibility. That cloud bank came out of nowhere. Wow, kind of freaky. Like "some other force" at play here.

Considering the common weather conditions in this area, my money's on him getting away with this

echoing others...this is a solution looking for a problem. Terrain warning would have done nothing in this case...it's only useful as a "Warning", not as a last ditch attempt to escape terrain when hopelessly trapped...which it appears this flight was in the area they were in (big mountains--too low). Why this guy didn't just bite the bullet and try to set it done Anywhere in a hover is hard to fathom. We'll never know. My wag is that the old "pressure to go with the celebs on board" was just too great.

A radar altimeter might have helped, but at the rate of descent, he still would have most likely impacted the ground. Set the pipper at 1000' and then do not disobey the alarm.

This isn't a fixed wing aircraft he could have put it down in a parking lot and waited it out.