San Diego Plane Crash Twin-Engine Cessna 414 [Six Fatalities] N414BA

Made it. Oh no. Go see what's going on.

It sounds like there was another plane

crash this weekend, which is terrible.

Six hours ago. Um uh oh, and a Mayday

call. Let's look at this for a sec. This

channel, VAS Aviation, I've I've seen

them do some good videos. November 414

Bravo Alpha Wind 270 at 1 Z runway 27

cleared for

takeoff. Bravo.

Oh crap. Radio. All right, at least

reception may have been bad. Cessna 414

performing a flight from San Diego to

Phoenix. Crashed into the ocean just 2

miles off the shore, 5 minutes from

departure. So that's terrible. So when

you take off from San Diego, you take

off basically straight towards the ocean

and

uh overcast 1500. They had to get

through a cloud layer. Due point and

temperature are wide enough apart not to

worry about fog so much on the ground.

So, I'd be more worried about the

overcast layer. I like to set my

autopilot before I got through the

overcast layer, but I've hand flown

through overcast layers before, and

they're usually not too long. You got to

get through like a minute of flying in

the clouds. Curious what happened here.

So, you would have come out of San

Diego. We'll map this out really quick.

So, we go to San Diego

airport, which I personally have flown

into and out of many times. It's very

expensive to land there, but House

hackers properties over here. Uh, and

this is what this is the closest

airport. So, you come in on 27. Usually,

when we come in from Ventura, uh, we we

come in over Catalina. Uh, and then

after we cross Catalina,

uh, here's San Nicola. Here we go.

Catalina. After we cross uh the Catalina

VR, we go inland and basically come in

for 27 straight in, which is nice and

easy. Uh and there's only one runway.

This is an international airport, so

there's only one runway coming in and

out. And uh here are the terminals. The

FBO's over here. So, they would have

probably been at signature with the

Cessna 414. So, let's look that one up

really quick. Cessna 414. What What year

was this? 414 Bravo

Alpha. Uh, this

was, let's see here, 1970. Airworthiness

date. Oh, wow. Okay. This was registered

out

of

Arizona. Optimal Health Systems

LLC. It is a multi-engine prop plane

manufactured in

1970. So, something like this 414.

Okay. All right. So, you come out of San

Diego, you get straight over the water.

Uh, they would probably be over the

water as they're going in the cloud

layer. All right, let's listen.

Southwest, disregard traffic holding a

position. Runway 27, you are still clear

to land. Okay, I understand now. Clear

to land.

That's uh Southwest here. 2290. So,

Southwest is clear to land.

They were already cleared for takeoff.

November 414 Bravo Alpha. Contact SoCal

departure. Okay. Switching to Bravo.

SoCal normal. Soal departure 414

with you at a th00and. Yeah. So they

would have gotten into the overcast

basically right as they got over the

water with you. Usually we don't say

it. Bravo Alpha SoCal departure radar

contact.

[Music]

Oh, unrelated comps have been disable.

Okay, so now what they're doing is

they're getting radar vectors to

probably pick up their IFR flight plan.

Very common. The controllers, you take

off, you get switched to the SoCal

departure folks, they're just going to

give you a vector. In this case, he's

getting a vector straight down because

he's trying to get to Phoenix, which is

going to be over here, you know, towards

the right. So, he's going the wrong way

right now, right? He's getting further

away from Phoenix. But this is normal

because you got to take off.

Okay. So, he's going to left turn now.

He's at 1500 now. So, he's just Think

about what this pilot is doing. I

believe this was a solo pilot. But think

about this for a moment. You're turning

the aircraft. So, you took off. All we

know so

far

is we're taking off out of San Diego.

You're a solo pilot. And now I'm talking

on the radio. I'm switching. I'm

switching the comms. I'm talking on the

radio. They're telling me to turn left

heading 180. I'm turning the heading

dial. If I have autopilot, great. I turn

the heading pilot. It's It's autopilot.

If I'm hand flying it, I'm trying to

communicate and turn. I don't want to

overbank because we're flying on a

heading of 270. I got to bank by, you

know, 90

degrees to get to 180. So, it's going to

be a turn in the clouds. uh in sort of

the marine layer. Uh and I don't know if

they have an autopilot system. Okay.

Oh.

Okay. So, what I just saw here is here's

our altitude

climbing steep bank. Okay. So when I

fly, I like to use well obviously like I

said the autopilot, but in addition to

the AP, you can also put it on what's

called bank mode. So bank mode will

limit the angle of your bank. It's

mostly designed at higher flight levels

to uh minimize discomfort to the

passengers. So when the aircraft uh

flies, you know, if you have like a 15°

bang, it's not very uncomfortable.

But once you get to like a 30° bank,

people are going to feel it. Get to a 45

degree bank, that's when you're going to

start feeling G forces. The problem is

the more you bank, the higher your stall

speed is. That sounds complicated, but

it's basically a way of saying the more

you bank, the less lift you're getting

over the wings. And if you bank too much

and you're disoriented and you can't see

anymore what's going on around you, you

could pretty easily stall and just fly

fall out of the

sky. This right here, you could see the

altitude climb from 1700 16 17 18 and

then watch how quickly it descends here.

20

22 15 6

Done. Approach. notices it. Let's listen

in. I I don't know how low they are at

this point.

Bravo, what's your altitude? Oh, he

caught it. He caught it. See, it went

back to 800 over here. So, it went all

the way down to five, went to 800.

Approach was on it. I have to say,

approach was so on it. Like, dude,

what's going on with your altitude? Cuz

he's supposed to be climbing. He was

probably cleared up to, I would

guess, 5,000 4,000 initial altitude. He

was at 1,800 and now he's falling.

That's a problem. He got out of the

clouds. Probably saw the water. Oh crap.

And recovered from what could have been,

you know, a

disorient disorientated descent or some

form of solid. Oh, thank you so much.

All right, let's see what we got. Uh,

100 10,00 barely just recovered. So

remember his last check-in was at a

thousand, you know, a minute or so ago

or whatever in in their timing since

they cut a little bit here. So basically

he's checking in at the same altitude.

He's supposed to be climbing for alpha

velocitude alert advis you climb and

maintain 4,000 immediately. See what did

I say? I said 3 to 5,000. Right. Climb

maintain 4,000 immediately. That's what

we told you to do. That's what we asked

you to do. Why aren't you doing it?

Let's see what's going on. There could

have been a mechanical issue. Like who

knows what happened, right? Did they hit

birds? We don't know.

[Applause]

Are you doing okay there? Do you need

any assistance? This approacher or

approach controller is amazing. I mean,

they picked up on it right away. This

guy's having problems. Offering help. I

like this so far. Like good good

approach controller, right? I like to

see that from the FAA.

Affirm. What's going on? Bravo. What

seems to be the issue? Uh just

struggling right now to maintain heading

down. Struggling to maintain the

heading. He's right at the cloud layer.

So a lot of these cockpits don't they're

not glass cockpits, right? So look at a

1970s

uh turborop cockpit, you know, or or

let's get like a a 414 cockpit. Okay.

So, a lot of these can be upgraded over

time, and you could get smaller uh like

Garmins installed on these, but look at

what you're dealing with on these these

planes. This is uh this is I I will tell

you right now, I will never fly a plane

like this because I don't know how to.

Uh it's it's u beyond my skill set. I've

never trained in it. I'm not saying I

can't learn how to train it, but before

even trying this, fly with somebody else

or somebody else can fly. Like I I don't

know how to fly this. And so here's

your, you know, here are your

instruments. The good old classic sort

of six-pack of instruments. Sometimes

these get updated to Garmins, but this

is very very different from something

that I fly with, which is a Garmin uh

3000 glass cockpit. And when you look at

these in like the

Phenom, you

know, these are the kind of cockpit

displays here. This is a good cockpit

picture. Uh this is a lot easier to

maintain your your visual bearing when

you're in the clouds. You actually have

graphical representation of what I think

this is even a 1000 right here. This

looks like a G1000. This isn't even the

the new 3000 version. This is a little

bit better right here. Uh yeah, there we

go. So you could see the visual sort of

graphical depictions of terrain better.

You could see your heading better. You

could follow what's called a flight

director. So you could kind of just have

to match your yoke up to to where you're

heading supposed to be. Whole lot easier

than being in the clouds and being stuck

with instruments that look like

this and probably no autopilot. And this

is why I think the pilot is like being

pretty honest here. He's like, "Dude,

I'm struggling, man. I'm having trouble.

Honest pilot here. Totally agree with

this. By the way, if you need help, ask

for it. Radio calls are free. Good for

the pilot here.

[Applause]

[Music]

LJ234 Julian. That's somebody else.

[Applause]

Bravo Alpha, you're struggling to

maintain altitude and headings. Maintain

as high as you can for now. At least

above 200.

Maintain above 4.

Bravo Alpha, the closest airport I can

get you to is North Island Airport,

which is off your left in like one mile.

Do you see that? Uh, negative for Bravo

Alpha.

He's like circling now over here. He's

like now traveling to the LA 28.

28.6. Good day. Southwest 2021. Cancel

tip up clearance. Southwest 2921 tower.

Hold short 27 bravo one to read back.

Right, we're hold short Bravo 1.

Southwest 29

21 holding short 27 at Bravo one. Thank

you.

It's possible, by the way, I'm looking

at this. I haven't seen this this sort

of like these FAA uh kind of ATC numbers

over here. It's possible that one of

these is the heading and the other one

that flashes here is the altitude. See

this over here? So, in fairness, when we

had this first turn over here, let's try

to see that again. No, that seems like

it would be No, that's not the heading.

It's hard to say.

Yeah, that's not the heading at all.

That it's almost certainly the altitude

as we had it. Okay, that's that makes

sense. You can just see the heading by

the vector lines. Okay, anyway, let's

keep going to see what's going on over

here. LJ 234 LA 28.6 2.6. So, this sort

of like spinning around over here very

uncomfortable. Uh just trying to get the

plane under control. It seems like this

is this is terrible. Good day. Southwest

2021, cancel tip up. Southwest 2921,

Lumber Tower, hold short 27 Bravo 1 to

repack. Lindberg Tower is San Diego

International. Right, we're holding

short Bravo one. Southwest 2921.

Right. Holding short 27 at Bravo 1.

Thank you.

Four Bravo Alpha. For Bravo Alpha, there

is an airport off of your east side.

east side and about three miles is a

crisscross runway. It's North Island.

It's your closest airfield.

The the trouble with this is the

controller is basically trying to say,

"Look, I'm trying to give you visual

information like, "Hey, go east. There's

a crisscross runway. Just get your ass

on the floor." Basically, like on the

ground safely, right? Totally makes

sense. The problem is the pilot probably

can't see anything because he's in the

marine layer or he's coming into and out

of the marine layer. Now, I will tell

you one of the scariest things about

training in California and it's happened

to me before uh where where just I

realized now there's a clothing brand

called Marine Layer. Uh where I realized

just the danger of the marine layer when

it comes to flying when you're flying.

I'm trying to find a good picture of it,

but it's a little hard to uh This is

okay. Look at this. So,

sometimes this is kind of what your

marine layer might look like, but when

you're flying, sometimes it's again, no

good photo of this, but what I found is

it can be really hard to distinguish the

difference between the clouds and the

water. Now, that sounds

crazy, but let me see. Yeah, this is a

better photo. Look at this. As you get

that morning sunshine, you get almost

this gradient over here where your

horizon actually disappears. So, you

think you're lined up on the edge of the

clouds, but you could actually be

looking at any of these sort of false

horizons. So, you're trying to find the

horizon to level your plane, but what

you're actually pointing at is

potentially the reflection of the the

actual horizon in the water, which is

like it's the craziest feeling ever. And

I think this picture is the best way to

sort of understand it is seeing that

blurry line right there. And when you're

flying and you're not sure which way is

up or down, this is extremely

disorienting. And when I did

multi-engine training off the coast of

California, I found myself in those

situations where I'm like, "Oh, that is

a weird feeling. I can't tell what's

cloud and what's ocean because the

ocean's basically, you know, reflecting

the clouds." Uh, and and it, you know,

obviously, uh, in training, it's right

back to instruments, right? No problem.

Instruments. Okay, we can level, we can

get our heading or whatever. But again,

when you're using these older 1970s

instruments, it's even

harder. See what happened here?

Oh

no. Four bravo alpha. If you see North

Island, you're cleared to land. Four

bravo alpha. If you see the airport, you

are cleared to

[Applause]

land. You're four bravo alpha

[Applause]

approach. Four bravo alpha low altitude

alert. Climb immediately. Four bravo

alpha. Radar contact lost 6 southwest of

San Diego airport.

Attention aircraft waiting departure off

of Lmberg. It's going to be a couple

minutes. There's an aircraft offshore.

Maybe coming in emergency four bravo

alpha approach. Oh, that's terrible.

Police one. Police one. Hey, police one.

Uh, can you guys accept an offshore

westbound? We just had an aircraft that

possibly went down offshore.

Police one affirmative. Police proceed

westbound. Maintain south of the runway

center. That sounds like a heli.

At police one, how far off shore? Uh,

last time we saw him, he was

approximately like uh, I think maybe two

miles offshore to the southwest of OB

Pier.

One, we're not going to go 2 miles

offshore, but we'll work with our

equipment. Uh, we're going to right now

take Harbor Island south of the field

westbound toward the OD here. Okay,

copy. Just trying to get eyes.

Understood. Please. This is sad. Bravo.

Yeah, it's this is so sad and it's so

common for and we don't we don't know,

right? I mean, maybe a bird was struck.

Uh maybe there was some sort of

catastrophic failure of the system here.

Uh and this is terrible because there

are reports there there were six people

aboard uh this

Cessna which is terrible because now

that means potentially six lives are

lost

uh because of something that's very

common off of the coast of California

potentially. We we don't know. We don't

want to speculate on that. But it's

always so devastating to see this. Let's

look at this. Rescue is swarmed into

action over the weekend after a small

twin engine airplane crashed into the

ocean off the coast of San Diego. The

crash was first reported 12:45 p.m. on

Sunday, June 8th, 3 miles off the coast

of Port Wuma. The depth of the water

below the

debt took off from San Diego on the way

to Phoenix. That's so sad. It doesn't

seem like there actually many updates on

this. Search continues. Oh, that's so

sad. That's terrible. Six people

crashed. Major search and rescue

operation underway.

based on hearing that ATC data and sort

of seeing what was happening there. I

mean, I was mostly looking at the DOT.

Again, I'm not an air traffic

controller. I I I'm I can only guess uh

you know exactly what some of their ATC

elements mean here, but based on my

training, what I've been through,

uh my assumption is that that reflection

of the

ocean cloud disorientation is so bad,

especially if those are the instruments

you're working with, and that's where

the overcast conditions were reported

at. It seems like it could have been a

nasty case of of disorientation in once

again that California June gloom. Really

sad. All right. Hey, quick reminder. If

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