http://aerossurance.com/helicopters/hems-b429-nvg-iimc-loc-i/?fbclid=IwAR2Ug2M2x2qmoRgCx_uF49virBaAdtkj26gg6wXW7JsoNUkIc5r0uGIb8QY

Either this pilot does not understand the systems and their aircraft at all and has zero regard for the regulations, or the training department at this program has failed in a major way. Could be a combination of the two.

I understand these are brand new bell 429's with 4-axis autopilots and the vfr pilot knowingly flew into ifr conditions.

How does this happen? Anyone have any insight? 

are you for real bro. ntsb reports are full of thousands of how this happeneds

So much wrong with this to utilizing NVG's, not checking weather, continuing to fly into the fog, setting up for an IFR approach as a vfr pilot after cancelling flight following, then decoupling the autopilot when they went inadvertent....this is text book failure and everything we train against doing.

decouple the auto pilot. saying an accident is a "textbook failure" is pretty funny as it's a meaningless statement. I also enjoyed your insightful observation that we train people to avoid crashing. lol

let's not try to pretend this is something it's not

This was an intentional disregard for the regulations and the training we all receive in the prevention and recovery from IIMC And is an example of complete lack of airmanship. there is no excuse for this, especially if it is in fact a 4-axis autopilot 429 that has a go-around mode.

no you're really getting dramatic lol

where he intentionally flew into IMC bro

And dumb dumb pilot flew into one of the clouds on the bottom of his approach.  Story/drama over

LIFR...everywhere else was reporting CLEAR, and the pilot stated he continued to descend  into the "fog"

'LIFR...everywhere else was reporting CLEAR, and the pilot stated he continued to descend  into the "fog"'

Sometimes you can see down through the fog perfectly well if it's a shallow enough bank. You're only looking down through, say- 100 feet. Then, as you descend into the bank you're trying to see at a slant range that's, what? About 400 feet? And all you see is fog, except straight down....

No doubt continuing the descent was a mistake. Go around, abort the approach if any part of the developing situation is unsatisfactory.

there is nothing to indicate he flew into the fog intentionally, so that's what I'm going with. you keep saying the med crew said this and the pilot said that...but you have yet to present this bro

and I can't see anything wrong with cancelling ff in vfr. 

"I understand these are brand new bell 429's with 4-axis autopilots and the vfr pilot knowingly flew into ifr conditions"

congratulations. you can read lol

He never looks under his goggles. If that's true, he wasn't trained well.

lots of programs have VFR pilots flying IFR aircraft. I was one of them. I flew a 135 for 6 months to learn the aircraft, get clearances and practice approaches. I was strongly encouraged to do this. IFR pilots don't grow on trees, you have to make everyone of them from scratch. Some do arrive trained, but they all started somewhere. This guy managed to go IIMC and it ended badly. Hardly an indictment of his training or the program. 

Practice approach in IFR as a VFR pilot- not good.

bet you checked weather? Bet you didnt leave clear weather for LIFR to "train" as a VFR pilot. Bet you look under the goggles (how else do you legally claim an HNVGO). Bet you didn't decouple the autopilot. Bet you didn't disregard the recovery procedures. Bet if you had a go around function you would have used it. So many bet you didnt do's, or you would have been at fault for this crash just like this pilot was

wuts yur problem

3500 hours TT in 30 freaking years???? Hang it up buddy. You're not current on anything. That's like 9 hours a month. Sad.

at many HAA bases

And my comment still stands. Sad....hell how Can you even call yourself current flying that little?

That would be 388 hours per year

388X30 is 11,640 r yard....

the pilot didn't knowingly fly into IFR conditions. I hope this helps! 

concerned look). I can't help but notice you don't supply any such statements to support this and I have not been able to find any, either. It seems you do not know the difference between the crew reported seeing patchy fog and "knowingly" flying into IMC. If this is not the case, please show your work.

Best regards,

The JH accident investigation team

you use the word knowingly instead of the word intentionally.

from the FAA interview:

"At about 200 feet, he inadvertently entered a fog bank and lost visual reference to the runway."

your turn bro

it seems that the op "just asking questions" post is based mostly on something he made up.

That's where the mistake lies- continuing the approach.

Sometimes you can see down through the fog perfectly well if it's a shallow enough bank. You're only looking down through, say- 100 feet. Then, as you descend into the bank you're trying to see at a slant range that's, what? About 400 feet? And all you see is fog, except straight down....

No doubt continuing the descent was a mistake. Go around, abort the approach if any part of the developing situation is unsatisfactory.

then go back to it. he had 600 in type over 5 years. what are you stupid.

The 'average' annual flight time in HEMS is about 150 hrs annually.

It would be reasonable to assume some of those pilots are flying 100 hours a year, or less.

My last program averaged 3 twenty minute legs on each dispatch, an hour total.

If the base flies mostly intra-facility in a significant sized urban area, the flights can be medically justified by traffic and most of which would be compesated.

reallly have to be totally aware what your autopilot is doing and how to shed it.  I rarely used 4 cue, last being power, especially in turbulence.  That said the fact power plus attitude equals performance is something that has to be applied to each maneuver attempted.  Forget it on a go around and you're likely to become a smoking hole, especially if IMC.

file:///C:/Users/Baseuser/Downloads/Report_ERA22LA007_104073_1_27_2022%208_24_49%20AM.pdf

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/104073/pdf

You can fly under Part 91 in 135 operation, as long as your ops specs allows it and provides rules for doing so.

Are the medical crew "flight crew"? With responsibilities in the ops specs? Then their absence can justify Part 91.

"No, they are medical crewmembers!" Ooops, my bad. You are correct. Medical crew are not Part 91 'flight crew'. I had to leave them for a Part 91 recovery for crew change, to be picked up by my Part 135 relief pilot. 

A second cup of coffee does wonders for me after a short sleep, long night.

Apologies.

Flightcrew member means a pilot, flight engineer, or flight navigator assigned to duty in an aircraft during flight time.

Medical personnel are never considered "flightcrew", ever.

FAA talks out of both sides of their mouth... the medical crew is not technically flight crew but they are considered flight crew as far as night vision goggles, not crew rest or other limitations 

note with AMC medical crew had to log there NVG operations for currency back 8-10 years ago

Looking at ADSB data and approach charts it appear the pilot did not even attempt to fly the approach properly either.  When he was 4.8NM from the field he changed course from a direct to airport track to a more southerly track as a self vector to intercept the lateral course for RNAV 28.  Aircraft blows through the final course and wags back and only finally captured the course at 1.5NM from the threshold.  The approach plate has the FAF at 4.5NM from the threshold.  Even then the aircraft never appears to get perfectly on course, aircraft never stable on the approach and self vector cut the approach very short.  

problem with improvising approaches is one's normal rhythm of conducting such gets messed up, things get forgotten, aircraft becomes at risk.  Gotta respect the way you learn things and stick to the standards.

his biggest mistake was not using the installed A/P to fly the missed or decoupling the A/P before trying to hand fly.  He was fighting the A/P the whole time during his missed app. 

FLY THE AIRCRAFT...then fly the aircraft...only crashes when you stop flying under these circumstances.

I have no idea what it means.

If you need someone to explain it to you, you haven't been a pilot very long.

I've been pilot for a while but since I haven't crashes, I don't know what it means. You sound pretty knowledgable: how about you explain it to me.

one cares.

Period.