The wreckage was severely fragmented and mostly consumed by a postimpact fire. However, avionics equipment installed in the airplane could have displayed a moving map showing the airplane's current position in relation to airports, and navigational aids. Weather data indicated that the flight would likely have been in IMC between 2,800 and 5,000 ft msl therefore, the terrain would not have been visible to the pilot. The airplane impacted mountainous terrain near the last recorded radar target at an elevation of about 4,000 ft. There was no response before radar contact with the airplane was lost. The controller made 17 additional attempts to communicate with the pilot over a period of about 5 minutes. The pilot did not respond, and the airplane continued on the 030° heading toward mountainous terrain with elevations above the airplane's 4,000-ft altitude. The controller immediately responded to the pilot and provided him instructions to turn left and climb to 6,000 ft msl.
About 3 minutes after the controller issued the initial heading and altitude change, the pilot transmitted that he was still on the 030° heading. Despite 10 attempts by the controller to reach the pilot, no response was received. A short time later, the controller issued the pilot directions to turn left to a heading of 290° and descend to 3,000 ft msl for a radar vector to the final approach course. The new controller provided the pilot with an altimeter setting and approach information, which the pilot acknowledged receiving. The pilot complied with the instructions and was told to change frequencies to another ATC sector. As the flight neared its destination, the pilot was instructed to turn the airplane to a heading of 030° and maintain an altitude of 4,000 ft mean sea level (msl). Throughout the first portion of the flight, the pilot was in contact with air traffic control (ATC) controllers. The instrument-rated private pilot departed in the airplane on a cross-country flight under daytime instrument meteorological conditions (IMC). New aircraft deliveries include a subscription for the warranty period of the aircraft at no additional charge.Aviation Accident Factual Report - National Transportation Safety Boardĭefining Event: Controlled flight into terr/obj (CFIT)įlight Conducted Under: Part 91: General Aviation - Personal The Loading calculator can also be used with any 550, 560, S550 or 208 aircraft (208 with TKS currently not supported).
The Planning calculator uses a worldwide airport and navaid database to plan a route calculating trip time, fuel and distance.It is easier, faster, often provides better field performance and higher takeoff weights than the AFM data. The Takeoff and Landing calculator is an excellent tool for determining engine-out performance in areas where obstacles or terrain clearance is a factor.The Loading calculator uses an aircraft-specific weight and balance file and allows you to quickly determine your takeoff and landing weight and CG after entering your passengers, cargo and fuel load.Cesnav combines three calculators (Previously known as CLCalc, CPCalc, and EOM) into one app, offering a unified experience from sharing calculations across the calculators to a combined results screen.
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