CONTROLLED FLIGHT INTO TERRAIN: INTENTIONAL IMC AFTER TAKE OFF
This happens when an instrument rated pilot files an IFR flight plan and receives a proper clearance and is fully trained and expecting IMC conditions after takeoff.
For whatever reasons, the pilot in this case becomes distracted, overloaded, or disoriented immediately after liftoff. The wreckage is typically found just off the end of the departure runway, within a few miles of the departure airport.
In error, the NTSB often makes reference to this accident type as a loss of airplane control as a LOC-I or Loss of Control inflight accident. Loss of control implies that the controls were not working properly at the time of impact. Most SD fatal crashes occur where the controls were in fact performing perfectly, and the aircraft was perfectly controllable even though the pilot positioned those controls improperly.
In the first 1000 feet of climb, pay very close attention to aircraft control and consider the delay in accomplishing the following items until you are sure that you can manage an additional task:
- Flaps up
- Contact departure
- Ident
- Boost pump off
- Landing light off
- Check in with departure
- Reduce power
- Set new assigned altitude
- Set new assigned heading
It is appropriate to add the words Single Pilot IFR to your call-sign to alert ATC that you do not wish to be overloaded after takeoff. This is similar to using Student Pilot after your call sign when learning to fly.
You can also ask for both runway heading and a higher initial altitude before takeoff.
Sometimes ATC can make a quick call and approve either or both of these for you so that you are not dealing with both a level off and a turn immediately after takeoff.
Last, you can use your voice and let ATC know that this is a very low IMC departure and you desire excellent handling. This is like asking for a sterile cockpit from ATC. Ask them to leave you alone until you get your craft stabilized.
Most all ATC are highly experienced and very eager to help if you will tell them exactly how to help you. Most of all, aviate before you navigate, navigate before you communicate. Once you communicate, you have opened up the floodgates for ATC workload and they are going to load you up with more tasks.
Take your time. ATC has overloaded many pilots within the first mile after takeoff from a class D airport and it is totally not necessary to sacrifice aircraft control.
The Cheyenne crash in Louisiana went from liftoff to impact point in less than two miles. During the takeoff phase, be able to find the gear handle via feel while keeping your eyes on the ADI. "Up Simba, Up Simba" or similar phrases are good self-reminders to say to yourself while you keep that nose up and climbing properly.
Set the pitch first via ADI and then make slight pitch refinements using airspeed information. If you have an autopilot, consider bringing it on line as soon as speed, altitude, and limitations allow.
SOLUTION:
Get with your CFI, or a favorite safety pilot and rehearse this scenario. Get good at prioritizing your workload.
File an IFR flight plan from a controlled field so that you can practice picking up your clearance, using Single Pilot IFR in your call sign, and asking for a sterile cockpit after takeoff.
Try asking for higher initial altitude and runway heading and see if the controllers will make that call for you and work out an easier clearance. Sometimes they can, sometimes they cannot.
Practice being super diligent on that ADI during takeoff and immediately after takeoff. DO NOT let anything distract you from your primary job. This is an absolute killer category and ATC is a major contributing factor in many cases. This is your life. Slow down and ask for help.
Do not rush to accomplish tasks ahead of aircraft control. Practice this routine every time you fly IFR.
SAMPLE ACCIDENT REPORT:
The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot's loss of control due to spatial disorientation during takeoff in instrument meteorological conditions. Accident Number: CEN18FA061.