Kobe Bryant muore in un incidente con il suo elicottero
- Autore Discussione Luigi30°
- Data d'inizio
Calcola che non giocava più, e in questo caso le entrate ti si riducono di parecchi ordini di grandezza, mentre il tenore di vita per forza di cose cerchi di mantenerlo ad adeguato livello. Ne segue che i voli in elicottero (bimotore da 7 passeggeri peraltro) incidono sulla tasca anche se prima ero un star NBA. A quei tempi la macchina aveva una particolare livrea nera col suo simbolo, ora non più anche da quello che si è visto dai resti, segno che continuava ad usarlo ma non certo ad uso esclusivo o quasi, come ai bei tempi.
Bella domanda: in realtà qualsiasi GPS aeronautico, tipo il Garmin 495 che conosco bene, ma anche app come SkyDemon, hanno l’avviso di prossimità al suolo che ti avvisa se la tua rotta ti porta in zone dove il terreno è più alto della tua quota attuale oppure ti segnala la presenza di ostacoli (pubblicati).
Non facciamo conti in tasca di cose che non conosciamo, il patrimonio e le entrate pubblicitarie di Kobe Bryant erano tali che non era certo costretto a tirare la cinghia sulla qualità del fornitore del servizio di elicottero, tantopiù che lo considerava comunque un minimo soggetto a rischio tanto che è emerso l'accordo con la moglie per non salire mai insieme a bordo proprio nell'eventualità di un incidente che potesse privare le sue figlie di entrambi i genitori.
Concordo pienamente. Parliamo di un atleta iconico, non solo per la pallacanestro ma per lo sport mondiale, che di soli stipendi (gli unici dati pubblici e ufficiali) ha guadagnato 325 milioni di dollari in carriera e con un patrimonio stimato al momento della scomparsa tra i 500 e i 600 milioni di dollari. Peraltro è emerso che si spostava in elicottero quotidianamente, anche più volte al giorno (chiunque abbia mai visto dal vivo il traffico di LA può facilmente immaginare il perché, oltre alle dimensioni siderali della città).
Il punto è che gli elicotteri, rispetto agli aerei di linea, hanno una probabilità di incidente "molto" superiore, dove il molto è un multiplo elevato rispetto a quello degli aerei appunto (come immagino sia per voli privati e aerei da turismo), ma in valore assoluto parliamo di un valore assolutamente lontano dal concetto di "probabilità".
si tende a dimenticare che gli elicotteri, per la loro natura, operano da superfici che spesso non sono aeroporti.
per questo volano praticamente sempre a vista o, in casi particolari, in vfr speciale.
qui un sunto delle norme in vigore qui da noi:
I voli in VFR speciale possono essere autorizzati soltanto di giorno (ad eccezione degli elicotteri) quando:
La visibilità al suolo è uguale o maggiore a 1500 m (per gli elicotteri 800 m);
Il ceiling è uguale o maggiore a 600 ft.
Inoltre, devono essere condotti:
Fuori dalle nubi ed in contatto visivo con il suolo o con l’acqua;
Con a visibilità in volo non è inferiore a 1500 m o, per gli elicotteri, non inferiore a 800 m;
A velocità di 140 nodi IAS o inferiore;
La visibilità per valutare il VFR speciale va riferita al valore di visibilità minima rilevata sull’aeroporto.
Gli elicotteri possono essere condotti in VFR speciale anche di notte, con le seguenti condizioni:
La visibilità al suolo o in volo, non deve essere inferiore a 3 km;
L’altezza della base delle nubi non deve essere inferiore a 1500 ft AGL;
Fuori dalle nubi ed in contatto visivo con il suolo con l’acqua;
per questo volano praticamente sempre a vista o, in casi particolari, in vfr speciale.
qui un sunto delle norme in vigore qui da noi:
I voli in VFR speciale possono essere autorizzati soltanto di giorno (ad eccezione degli elicotteri) quando:
La visibilità al suolo è uguale o maggiore a 1500 m (per gli elicotteri 800 m);
Il ceiling è uguale o maggiore a 600 ft.
Inoltre, devono essere condotti:
Fuori dalle nubi ed in contatto visivo con il suolo o con l’acqua;
Con a visibilità in volo non è inferiore a 1500 m o, per gli elicotteri, non inferiore a 800 m;
A velocità di 140 nodi IAS o inferiore;
La visibilità per valutare il VFR speciale va riferita al valore di visibilità minima rilevata sull’aeroporto.
Gli elicotteri possono essere condotti in VFR speciale anche di notte, con le seguenti condizioni:
La visibilità al suolo o in volo, non deve essere inferiore a 3 km;
L’altezza della base delle nubi non deve essere inferiore a 1500 ft AGL;
Fuori dalle nubi ed in contatto visivo con il suolo con l’acqua;
Fa strano anche a me questa cosa. Un elicottero che costa qualche milione di dollari non può non avere un attezzo del genere?
https://buy.garmin.com/en-US/US/p/606798
https://sportando.basketball/en/kaw...sed-same-pilot-and-helicopter-as-kobe-bryant/
https://www.ntsb.gov/investigations/Documents/DCA20MA059-Investigative-Update.pdf
Niente FDR o CVR
Inviato dal mio iPhone utilizzando Tapatalk
Niente FDR o CVR
Inviato dal mio iPhone utilizzando Tapatalk
TW 843
Senior Member
Bryant's Widow Files L.A. Helo Crash Suit
by Mark Huber- February 25, 2020, 7:27 PM
Kobe Bryant’s widow, Vanessa, filed a wrongful death suit in Los Angeles County Circuit on Monday against Island Express Helicopters, its holding company, and the estate of pilot Ara Zobayan. Vanessa Bryant is being represented by the Los Angeles mega-law firm of Munger, Tolles & Olson and joined by the Kansas City aviation law firm of Robb & Robb, which specializes in helicopter accidents. Robb & Robb has secured large settlements from a variety of helicopter crashes including $100 million for the survivor of the crash of an Air Methods Airbus AS350 B3e near Frisco, Colorado in 2015. Neither firm returned AIN’s request for comment.
The suit does not specify damages, but charges the helicopter operator and the pilot with 27 negligence and fraud-related counts, according to the Los Angeles Times. Retired Los Angeles Lakers basketball legend Bryant, his daughter Gianna, and six other passengers died January 26 when an Island Express Sikorsky S-76B flown by Zobayan crashed while on a VFR Part 135 flight near Calabasas, California. Information released by the National Transportation Safety Board suggests that the helicopter crashed while Zobayan was attempting to fly in an area of rising terrain and instrument meteorological conditions.
This legal action comes one week after various media outlets reported that Zobayan had received “counseling” from the FAA after penetrating Los Angeles International Airport (LAX) Class B airspace without permission while flying an AS350 in May 2015. In that incident, Zobayan had requested a special VFR (SVFR) transition and was denied. Per policy and instructions on the Los Angeles terminal area chart, SVFR is prohibited at LAX for fixed-wing operations. It is not prohibited for rotary-wing operations but, depending on traffic flow, can be difficult to obtain.
Per previous reporting, Zobayan was a veteran helicopter pilot with more than 8,000 hours total time and had extensive experience flying in the L.A. basin and its complicated airspace. FAA counseling for inadvertent or infrequent airspace or other types of violations is not uncommon. In a recent high-profile case, in 2017 actor and pilot Harrison Ford was given “counseling” after accidentally landing an Aviat Husky on a taxiway at John Wayne International Airport (KSNA) in Santa Ana, California.
On Tuesday, AIN learned that Island Express Helicopters had been fined by the FAA in the amounts of $8,500 and $10,950 in 2018 for violations of the agency’s drug-testing requirements. Drug-testing fines represented the majority of FAA enforcement actions in 2018, comprising 90 out of the 176 cases for the year, according to FAA quarterly enforcement action reports examined by AIN. Major aviation industry companies such as Delta Air Lines, NetJets, and PHI Helicopters all were caught up in what were largely technical violations related to FAA drug-testing protocol and/or requirements. FAA drug-testing fines in the first quarter of 2018 alone amounted to $332,040 distributed across 27 cases.
In a statement from Island Express to AIN on Tuesday, the company said, “During a regular FAA audit of Island's drug program in 2018, it was discovered that two employees were not immediately added to the random testing pool after their negative pre-employment tests. The fines were paid. The program was changed so that all applicants are automatically added to the pool. The employee involved was not Ara Zobayan.”
The FAA did not respond to AIN’s request for comment.
https://www.ainonline.com/aviation-...02-25/bryants-widow-files-la-helo-crash-suit?
by Mark Huber- February 25, 2020, 7:27 PM
Kobe Bryant’s widow, Vanessa, filed a wrongful death suit in Los Angeles County Circuit on Monday against Island Express Helicopters, its holding company, and the estate of pilot Ara Zobayan. Vanessa Bryant is being represented by the Los Angeles mega-law firm of Munger, Tolles & Olson and joined by the Kansas City aviation law firm of Robb & Robb, which specializes in helicopter accidents. Robb & Robb has secured large settlements from a variety of helicopter crashes including $100 million for the survivor of the crash of an Air Methods Airbus AS350 B3e near Frisco, Colorado in 2015. Neither firm returned AIN’s request for comment.
The suit does not specify damages, but charges the helicopter operator and the pilot with 27 negligence and fraud-related counts, according to the Los Angeles Times. Retired Los Angeles Lakers basketball legend Bryant, his daughter Gianna, and six other passengers died January 26 when an Island Express Sikorsky S-76B flown by Zobayan crashed while on a VFR Part 135 flight near Calabasas, California. Information released by the National Transportation Safety Board suggests that the helicopter crashed while Zobayan was attempting to fly in an area of rising terrain and instrument meteorological conditions.
This legal action comes one week after various media outlets reported that Zobayan had received “counseling” from the FAA after penetrating Los Angeles International Airport (LAX) Class B airspace without permission while flying an AS350 in May 2015. In that incident, Zobayan had requested a special VFR (SVFR) transition and was denied. Per policy and instructions on the Los Angeles terminal area chart, SVFR is prohibited at LAX for fixed-wing operations. It is not prohibited for rotary-wing operations but, depending on traffic flow, can be difficult to obtain.
Per previous reporting, Zobayan was a veteran helicopter pilot with more than 8,000 hours total time and had extensive experience flying in the L.A. basin and its complicated airspace. FAA counseling for inadvertent or infrequent airspace or other types of violations is not uncommon. In a recent high-profile case, in 2017 actor and pilot Harrison Ford was given “counseling” after accidentally landing an Aviat Husky on a taxiway at John Wayne International Airport (KSNA) in Santa Ana, California.
On Tuesday, AIN learned that Island Express Helicopters had been fined by the FAA in the amounts of $8,500 and $10,950 in 2018 for violations of the agency’s drug-testing requirements. Drug-testing fines represented the majority of FAA enforcement actions in 2018, comprising 90 out of the 176 cases for the year, according to FAA quarterly enforcement action reports examined by AIN. Major aviation industry companies such as Delta Air Lines, NetJets, and PHI Helicopters all were caught up in what were largely technical violations related to FAA drug-testing protocol and/or requirements. FAA drug-testing fines in the first quarter of 2018 alone amounted to $332,040 distributed across 27 cases.
In a statement from Island Express to AIN on Tuesday, the company said, “During a regular FAA audit of Island's drug program in 2018, it was discovered that two employees were not immediately added to the random testing pool after their negative pre-employment tests. The fines were paid. The program was changed so that all applicants are automatically added to the pool. The employee involved was not Ara Zobayan.”
The FAA did not respond to AIN’s request for comment.
https://www.ainonline.com/aviation-...02-25/bryants-widow-files-la-helo-crash-suit?
C'è anche un rapporto ufficiale dell'NTSB?
Dal video, da quello che ho capito, mi pare che il pilota abbia perso il "senso" dell'orizzonte a causa della nebbia. O sbaglio?
Dal video, da quello che ho capito, mi pare che il pilota abbia perso il "senso" dell'orizzonte a causa della nebbia. O sbaglio?
Morte Kobe: per le indagini “pilota disorientato”
Leggi su Sky Sport l'articolo NBA, morte Kobe Bryant, un'indagine rivela: pilota dell’elicottero 'disorientato'
sport.sky.it
Helicopter company in crash that killed Kobe Bryant sues air traffic controllers
eu.usatoday.com
Helicopter company in crash that killed Kobe Bryant sues air traffic controllers
Island Express Helicopters alleges\u00a0the January crash was result of \
eu.usatoday.com
- 10 Dicembre 2007
- 15,046
- 3,422
Pilot’s Poor Decision Making, Spatial Disorientation, Led to Fatal Helicopter Crash
2/9/2021
2/9/2021
| WASHINGTON (Feb. 9, 2021) — The National Transportation Safety Board determined during a public meeting Tuesday, a pilot’s decision to continue flight under visual flight rules into instrument meteorological conditions, which resulted in the pilot’s spatial disorientation and loss of control, led to the fatal, Jan. 26, 2020, crash of a Sikorsky S-76B helicopter in Calabasas, California. The pilot and eight passengers died when the helicopter, operated by Island Express Helicopters, Inc., entered a rapidly descending left turn and crashed into terrain. The flight departed from John Wayne Airport-Orange County, Santa Ana, California, and was bound for Camarillo, California. About two minutes before the crash, while at an altitude of about 450 feet above ground level, the pilot transmitted to an air traffic control facility that he was initiating a climb to get the helicopter “above the [cloud] layers.” The helicopter climbed at a rate of about 1,500 feet per minute and began a gradual left turn. The helicopter reached an altitude of about 2,400 feet above sea level (1,600 feet above ground level) and began to descend rapidly in a left turn to the ground. While the helicopter was descending the air traffic controller asked the pilot to “say intentions,” and the pilot replied that the flight was climbing to 4,000 feet msl (about 3,200 feet above ground level). A witness first heard the helicopter and then saw it emerge from the bottom of the cloud layer in a left-banked descent about one or two seconds before impact. Contributing to the accident was the pilot’s likely self-induced pressure and plan continuation bias, which adversely affected his decision making. The NTSB also determined Island Express Helicopters Inc.’s inadequate review and oversight of its safety management process contributed to the crash. “Unfortunately, we continue to see these same issues influence poor decision making among otherwise experienced pilots in aviation crashes,” said NTSB Chairman Robert Sumwalt. “Had this pilot not succumbed to the pressures he placed on himself to continue the flight into adverse weather, it is likely this accident would not have happened. A robust safety management system can help operators like Island Express provide the support their pilots need to help them resist such very real pressures.” 
(This photo illustration is from radar tracking the last minute of the flightpath of the Sikorsky S-76B helicopter. Google Earth image, NTSB graphic overlay by Bill English). The report discussed during Tuesday’s meeting highlighted Island Express Helicopters Inc.’s inadequate review and oversight of its safety management processes. Island Express Helicopters Inc.’s lack of a documented policy and safety assurance evaluations to ensure its pilots were consistently and correctly completing the flight risk analysis forms, hindered the effectiveness of the form as a risk management tool. The NTSB concluded a fully implemented, mandatory safety management system could enhance Island Express Helicopter Inc.’s ability to manage risks. Based upon its investigation the NTSB issued a total of four safety recommendations to the Federal Aviation Administration and to IslandExpress Helicopters Inc. These recommendations address safety issues including preflight weather and flight risk planning, spatial disorientation, inflight decision-making, the benefits of a mandatory safety management system, and the benefits of a flight data monitoring program. An abstract of the final report, which includes the findings, probable cause, and all safety recommendations, is available at https://go.usa.gov/xsxU8. The full final report will publish in the next few weeks. The docket for the investigation is available at https://go.usa.gov/xAuAM. | Related News Releases
Related Reports Related Events Related Investigations More NTSB Links |
Purtroppo l'esito dell'indagine dell'NTSB mi sembra confermare quanto anticipato negli scorsi mesi. Il fatto di avere a bordo un passeggero VIP probabilmente non ha aiutato ai fini della self-induced pressure.