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Pilot in Kobe Bryant crash was disoriented in clouds, investigators say

However, NTSB investigators said that the Sikorsky S-76 helicopter was in fact banking and beginning to descend at increasing magnitude, investigators said.

There were 184 aircraft crashes between 2010-2019 involving spatial disorientation, including 20 fatal helicopter crashes, the NTSB said.

Tuesday’s federal hearing focused on the long-awaited probable cause or causes of the tragedy that unleashed worldwide grief for the retired basketball star, launched several lawsuits and prompted state and federal legislation.

Investigators work the scene of the helicopter crash in California in 2020.

Investigators work the scene of the helicopter crash in California in 2020.Credit:AP

“I think the whole world is watching because it’s Kobe,” said Ed Coleman, an Embry-Riddle Aeronautical University professor and aircraft safety science expert.

Bryant, Gianna and six other passengers were flying from Orange County to a youth basketball tournament at Bryant’s Mamba Sports Academy in Ventura County when the helicopter encountered thick fog in the San Fernando Valley north of Los Angeles.

The Sikorsky S-76 helicopter banked abruptly and plunged into hills below, killing all nine aboard instantly before flames engulfed the wreckage.

There was no sign of mechanical failure and the crash was believed to be an accident, the National Transportation Safety Board has said previously.

The board during its hearing on Tuesday is likely to make non-binding recommendations to prevent future crashes when it meets remotely and announces its findings about the crash.

The NTSB is an independent federal agency that investigates transportation-related crashes but has no enforcement powers.

It submits suggestions to agencies like the Federal Aviation Administration or the Coast Guard, which have repeatedly rejected some board safety recommendations after other disasters.

Over the past year, experts have speculated that the crash could lead to requiring Terrain Awareness and Warning Systems, devices that signal when aircraft are in danger of crashing, on helicopters.

The helicopter that Bryant was flying in did not have the system, which the NTSB has recommended as mandatory for helicopters. The FAA requires it only for air ambulances.

However, NTSB investigator-in-charge Bill English said on Tuesday that the system, known as TAWS, would likely not have been helpful in the scenario in which Bryant’s helicopter crashed.

The hilly terrain, combined with the pilot’s spatial disorientation in the clouds, would have been “a confusing factor,” English said.

“The pilot doesn’t know which way is up,” English said.

Federal investigators said Zobayan, an experienced pilot who often flew Bryant, may have “misperceived” the angles at which he was descending and banking, which can occur when pilots become disoriented in low visibility, according to NTSB documents.

Investigators on Tuesday also faulted Zobayan for banking to the left instead of ascending straight up while trying to climb out of the bad weather.

The others killed in the crash were Orange Coast College baseball coach John Altobelli, his wife, Keri, and their daughter Alyssa; Christina Mauser, who helped Bryant coach his daughter’s basketball team; and Sarah Chester and her daughter Payton. Alyssa and Payton were Gianna’s teammates.

The crash has generated lawsuits and counter-suits.

On the day that a massive memorial service was held at the Staples Centre, where Bryant played most of his career, Vanessa Bryant sued Zobayan and the companies that owned and operated the helicopter for alleged negligence and the wrongful deaths of her husband and daughter. Families of other victims sued the helicopter companies but not the pilot.

Vanessa Bryant said Island Express Helicopters Inc, which operated the aircraft, and its owner, Island Express Holding Corp, did not properly train or supervise Zobayan. She said the pilot was careless and negligent to fly in fog and should have aborted the flight.

Zobayan’s brother, Berge Zobayan, has said Kobe Bryant knew the risks of flying in a helicopter and that his survivors aren’t entitled to damages from the pilot’s estate. Island Express Helicopters Inc denied responsibility and said the crash was “an act of God” that it could not control.

The company also counter-sued two FAA air traffic controllers, saying the crash was caused by their “series of erroneous acts and/or omissions”.

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The countersuit claims one controller improperly denied Zobayan’s request for “flight following,” or radar assistance, as he proceeded in the fog. Officials have said the controller terminated service because radar could not be maintained at the altitude the aircraft was flying.

According to the lawsuit, the controller said he was going to lose radar and communications shortly, but radar contact was not lost.

When a second controller took over, the lawsuit said, the first controller failed to brief him about the helicopter, and because the radar services were not terminated correctly, the pilot believed he was being tracked.

Vanessa Bryant also sued the Los Angeles County Sheriff’s Department, accusing deputies of sharing unauthorised photos of the crash site. California now has a state law prohibiting such conduct.

AP

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