When I used to fly in Florida in the 2005-2015ish timeframe, NOTAMs for GPS interference (it didn't say that exactly but that's what it meant) were an everyday occurrence along my path, it became boilerplate. I experienced it a few times. One moment the GPS thinks you're plodding along next to Ocala, next moment it thinks I've teleported a thousand miles away, and then it'd just quit.
But that's what we train for. That's why aircraft and pilots have redundancy to work around any single possible point of failure and why you practice it until it becomes natural. Because of the NOTAM I'd already have a VOR tuned in, and once the GPS went inop I just fine tuned it to get a radial fix on the VOR. Also tried to never lose my bearings with my MK I Eyeballs either. No big deal.
I feel bad for everyone that lost their lives here, but this is why competence is critical. There's a litany of errors the pilots made. And the article tries to pin a bit on the controller, but no, ultimate responsibility is on the pilot in command, FAR/AIM is clear on that.
If these allegedly instrument rated pilots had been properly drilled by their CFI's and properly grilled during reviews and such this should've been an easy flight.
Also, "just ask Kennedy". Wired bringing that into the conversation is perhaps relevant but not in the way I think they intended. JFK Jr lacked basic airmanship skills. His aircraft was 100% functional until the moment it impacted the ocean.
Some professions simply can't be go-along-to-get-along social clubs. Safety culture centered on competence and performance is key.
I guess GPS jamming was not routine for them. Had they been aware of any NOTAM regarding GPS interference, they'd be prepared, and, like you said, would have VOR setup prior to leaving the ground.
In general I agree with this. (Without respect to this particular crash.)
If GPS signal is sufficiently degraded or lost, TAWS is probably unavailable (highly dependent on what navigation system is on board). TAWS might have saved them. But needing TAWS implies loss of situational awareness.
This flight crashed in the mountains ~6 miles north of the ILS 24 approach course. At ~12 miles out on the approach course, the ILS course width is ~1 mile. A full needle deflection translates to 1/2 mile off the course. A flight is not established on the approach course with a full needle deflection. Course intercept with localizer or VOR is basic instrument work - GPS not required.
The flight requested ILS 24, later they indicated airport in sight, requested and received a clearance for a visual approach. That means pilots have full responsibility for terrain and obstruction clearance. The visual approach requirement is to maintain contact with with airport.
It seems to me they went off course, by a lot, for reasons I'm not clear on, and then descended prematurely into hostile terrain at night, which is likely why they lost visual contact with the airport. The terrain blocked their view and by the time they realized they were descending into hostile terrain they crashed.
If that's what happened, GPS signal loss is perhaps an instigating source of distraction and confusion but I do not see how it's a primary factor. If the signal becomes degraded, navigation should indicate it (auditory and visual) and that source is ignored entirely. Falling back to ground based navigation should be familiar, it doesn't need to be as precise as GPS, the instrument approach procedure has terrain clearance baked into it.
Best practice is to follow the instrument approach procedure to the final approach fix, then do the visual approach - especially at night which many have argued constitutes instrument flight conditions - mountains will be invisible. Pitch black on black.
Highly dependent on weather and the complexity of the approach. Clear skies and VFR? I would agree. Heavy weather and an instrument approach or confounding factors? Not accurate imho.
> At midnight on May 14, eight minutes after Clark and Kawsara took off from Roswell, they told Albuquerque Center that they’d lost their GPS. Unable to navigate on their own, they asked that the controller give them a heading—a magnetic direction to fly in. The controller gave them a heading to fly west, and then, a minute later, to turn north.
> The pilots said that they wanted to fly an RNAV approach to Ruidoso. This being ruled out while GPS is jammed, the King Air pilots changed their request and asked to use an alternate form of landing system called Instrument Landing System, or ILS, that doesn’t require GPS reception. At 12:05 am, the controller assured the King Air that they would provide them with vectors to guide them “in a couple of minutes.” In the meantime, they kept flying north.
> In retrospect, tragedy might have been avoided if Albuquerque air traffic control had been able to pay closer attention to the young pilots in the King Air. But tonight they were busy. Three other aircraft also reported that they’d lost their GPS and needed help. One was struggling to get a bearing on a radio beacon.
> As they turned and descended toward Ruidoso’s lights, what the pilots couldn’t see was the 10,000-foot-high mass of the Capitan Mountains lying across their path. As they drew closer, the dark mass of rock appeared to rise up, swiping away the lights of the valley. This could have created "confusion and a loss of situational awareness,” Browne says. “When those lights go out, man, you know you are in big trouble.”
Potentially low time pilots with degraded navigation aids at night (midnight) got behind the plane in an area with terrain, along with a high workload ATC not able to provide assistance more rapidly.
GPS is not, and never will be, reliable enough for IFR on its own.
Relying on a tower in instrument conditions because GPS failed is unacceptable, because every other GPS user is in the same boat.
If you’re flying IFR, you should have a working set of instruments and be using them. Why didn’t these pilots have their VORs tuned in for positioning?
> GPS is not, and never will be, reliable enough for IFR on its own.
WAAS GPS (~7.6M accuracy) is reliable enough for IFR on its own that many approaches have removed legacy RF ILS equipment for instrument approaches (RNAV LPV with synthetic glidescope from GNSS). I would agree this does not apply to the vast majority of general aviation (although certified receivers supporting this are well within the reach of GA at ~$6k), but facts and specifics are important, so enumerating that GPS and these trimmings make it designed to replace traditional IFR equipment under certain circumstances. WAAS is not a paid service, the additional precision is free if your receiver and autopilot supports it.
https://www.aopa.org/news-and-media/all-news/2025/october/pi... ("Today most IFR pilots use GPS as a primary source of navigation, whether they’re flying a departure, airway, or arrival defined by VORs; or segments of approaches based on navaids or that require DME or ADF.") [My note: This is straight from the advocacy group for general aviation in the US, AOPA.]
> "The Wide Area Augmentation System (WAAS) is an air navigation aid developed by the Federal Aviation Administration to augment the Global Positioning System (GPS), with the goal of improving its accuracy, integrity, and availability. Essentially, WAAS is intended to enable aircraft to rely on GPS for all phases of flight, including approaches with vertical guidance to any airport within its coverage area. It may be further enhanced with the local-area augmentation system (LAAS) also known by the preferred ICAO term ground-based augmentation system (GBAS) in critical areas."
> In 2007, WAAS vertical guidance was projected to be available nearly all the time (greater than 99%), and its coverage encompasses the full continental U.S., most of Alaska, northern Mexico, and southern Canada. At that time, the accuracy of WAAS would meet or exceed the requirements for Category 1 ILS approaches, namely, three-dimensional position information down to 200 feet (60 m) above touchdown zone elevation.
Category II or III ILS GPS approaches are supported when the subject airport has a local reference station reporting corrections ("LAAS"). With enough precision, the aircraft can land itself with GPS and local corrections ("Autoland"). A King Air running Garmin's SafeReturn recently performed this autonomously with GPS alone (to the best of my knowledge).
> Heavy weather and an instrument approach or confounding factors? Not accurate imho.
Then what are you supposed to do when your GPS craps out on approach in low visibility and heavy weather?
Obviously the answer is "fly the airplane". Which means you look at your artificial horizon, set trim and power for max climb, get to a safe altitude and figure it out.
If you're paying attention you already have your chart folded to the airport you're landing at, so it shouldn't be too hard to orient yourself and figure out what's next. Either you'll be making another attempt at this airport without GPS or you'll be going somewhere else.
There's never an excuse for failing to fly the airplane. That's basic airmanship. You need to be able to do it regardless of whether your GPS is working.
It's very easy to write this comment when you're not the one getting behind the plane in the middle of the night with multiple simultaneous challenges (speaking from experience; I can feel the anxiety writing this comment from similar "white knuckle" experience), and I agree, keep flying the plane. Systems fail, that is the point of investigating incidents to improve systems. Humans are always the weakest link. I agree that an experienced pilot should be able to safely land on an approach assuming a loss of GPS.
(General aviation (GA) is significantly less safe than commercial air travel, tracking at roughly 1.0 to 1.1 fatal accidents per 100,000 flight hours. Statistically, GA's per-hour fatality rate is about 14 times higher than driving a car, carrying a risk profile comparable to riding a motorcycle)
Edit: My hot take is more communication and training needs to go into "As the pilot, you should be prepared to lose GPS at any time at critical moments in the flight lifecycle." Are we letting folks fly in potentially adverse conditions leaning too heavily on GPS leading to potentially avoidable accidents? I don't know, the NTSB is likely better informed to say so or not. If I was a flight instructor, I'd probably include loss of GPS during instrument approach at night and/or in weather as an experience to cover.
> General aviation (GA) is significantly less safe than commercial air travel
Since I've been paying attention from the peanut gallery, watching Blancolirio videos, etc. I would never fly on a small private plane. Seems like once a week there is a crash of a small GA craft somewhere, often with fatalities, due to loss of control (i.e. nothing wrong with the aircraft). Pilots seem to become overconfident or complacent, make bad decisions instead of "gettimg out the credit card and booking a hotel" as Juan likes to say -- if you can afford to fly your own plane you can afford a night at a hotel. They can't handle loss of visual flight conditions. They don't recognize when they need to ignore their inner ear and trust the instruments. They can't recover from stalls or upsets (and actual practice isn't required, because that too caused a lot of crashes). Worse, they often take family and friends with them.
There's a reason a lot of life insurance policies specifically carve out private aircraft operation or travel as an exception to coverage.
When I was training 20yr ago we practiced stalls, spin recovery, simulated random engine-out scenarios.. do they not do that anymore?
I was pretty confident barring some catastrophic mechanical failure I could probably get it on the ground or into the water (or trees) in one piece. The big question remains though: what now? If you're knocked unconscious (likely--lap belt, big flat instrument panel at face height) then two things can happen:
(1) if in the water, you drown before you can get out.
(2) if you're on land, the fuel tank right underneath that instrument panel or the ones up in the wings might torch you before you can get out.
It's probably about right to compare the risk profile to motorcycle riding.
I'm not a pilot but as I understand it, stall/spin recovery practice is not mandatory anymore for a PPL and not all pilots do it, because it requires an aircraft designed for acrobatics and in practice a number of pilots ended up getting killed trying it. So now they learn it by the book or maybe playing with a flight simulator but not in an actual aircraft.
Stall recovery is absolutely required to be instructed and demonstrated in the private pilot checkride. These are demonstrated to a full aerodynamic stall, not merely to stall warning.
Spin recovery is no longer required to be instructed (and was not previously required to be demonstrated during the practical test either [as many aircraft are placarded as "intentional spins prohibited"]).
Mechanical failure and engine outs will always rely on muscle memory and training imho, but I strongly presume everything else is going to be "Push red button to survive, switching to autonomy."
(Garman SafeReturn is reliant on GPS though, so unsure how it would handle loss of GPS during autonomous operations, I presume silicon photonics for precision dead reckoning as a backup nav input are the future, or perhaps relying on jam-resistant GPS services and/or multiple GNSS providers simultaneously)
As I understand it, most GA crashes are not due to mechanical problems. Human things like loss of situational awareness, loss of control, controlled flight into terrain (CFIT), flying into bad weather, and improper fuel management are much more common.
That stuff just seems awfully gimmicky to me. I'm glad it worked and saved some lives. I don't think I'd want that system in my plane, though. I just wouldn't be able to trust it.
But I also wouldn't want anything to do with the new glass cockpit stuff, way too easy to just lose all your instruments at once. I'll take properly maintained, independent mechanical or electromechanical systems over digital ones every time for things that actually need to work.
Digital systems always seem to accumulate tons of complexity ("features") rendering them extremely brittle. Until we can figure out how to stop doing that, I prefer to avoid depending too heavily on them for important stuff.
The Cirrus parachute system seems pretty simple and trustworthy, that approach feels more directionally correct. Not much more complex than an automotive airbag.
The problem is things like regulation and litigation have pushed the price of those modern technologies up outside the reach of everyone who isn't filthy rich, meaning the average GA pilot is tooling around in a clapped-out rental C172 from the 80s.
There's also the out-of-cockpit pressure from both the patient needing medical transport, and the employer who may retaliate against a pilot who refuses to fly. Apparently most of these pilots are trying to build 1500 hrs to be eligible to fly for the airlines, so they are feeling pressured from that angle too.
> Apparently most of these pilots are trying to build 1500 hrs to be eligible to fly for the airlines, so they are feeling pressured from that angle too.
Fixed wing, maybe, I'm not familiar, but around here, I know most of the pilots for the two HEMS agencies (I used to be a paramedic). HEMS is considered the most lucrative of the post-military pilot careers for rotary. You fly high end machines, in all sorts of scenarios, and see all manner of things.
And as it is, often times fixed-wing EMS doesn't actually fly that often. Long range transport that can't go ground (and providers and insurers will go to some lengths, depending on the patient - one employer of mine was contracted for a ground transport from Seattle to Las Vegas).
I've been in this situation too. But I was trained for it and had a mental checklist to follow. I never had a GPS, though. It seems from the details of the article, which you rightly highlighted, that the pilots were using their GPS as a crutch and had no ability to fall back on basic dead reckoning. It seems they didn't know where they were. That's pretty inexcusable, like embarrassing even.
I don't fly anymore, but I see similar behaviors developing on the water. People who use chartplotters for navigation don't have a very good understanding of what's going on around them. If you're just interactively following a computed lay line or a plotted course you don't really need to know what the currents are doing. You don't need to know what the hazards are. You're not actively engaged in navigating the boat.
They requested navigation assistance ATC could not promptly provide. I strongly agree the pilot in command could've done better, but if ATC was overloaded, they should've promptly communicated that to manage expectations that immediate help was not forthcoming. An aircraft covers a lot of ground "in a couple of minutes." (assuming ~120-200 knots)
> a. Radar equipped ATC facilities can provide radar assistance and navigation service (vectors) to VFR aircraft in difficulty when the pilot can talk with the controller, and the aircraft is within radar coverage. Pilots should clearly understand that authorization to proceed in accordance with such radar navigational assistance does not constitute authorization for the pilot to violate CFRs. In effect, assistance is provided on the basis that navigational guidance information is advisory in nature, and the responsibility for flying the aircraft safely remains with the pilot.
Potentially tangentially related to an overloaded and understaffed US ATC network, similar to the overloaded controller that led to the LaGuardia runway incursion on March 22, 2026.
I've taken to checking https://gpsjam.org/ as part of preflight and inflight when connectivity is available. Cannot always trust the NOTAMs in this regard if those jamming or degrading GPS don't communicate intent or actual, so one must rely on direct observation and reports. I recommend other aviators do the same, the cost is free.
(sites surfacing this information are obtaining it from actual automated observations from aircraft ADS-B broadcasts that contain GPS accuracy and positioning information, treating the entire commercial air traffic system as a GPS/GNSS observatory sensor network, which is very cool imho)
Systems fail for all kinds of reasons, if you're dependent on one SPOF without any backup, bad things will happen eventually. In aviation we're taught to think this way from the very beginning. Always have a spot picked out where you will attempt to land the airplane when (not if!) you lose your engine.
Even in the absence of GPS jamming, you can effectively lose GPS for all kinds of reasons in a plane--a connector failing somewhere on the back of your panel, a wire chafing through, etc. GPS is nice, but it's probably a lot less reliable in most light aircraft than the other options.
It's been 20yr since I've flown a plane, so maybe attitudes have changed, but my instructors always stressed the importance of always being able to fall back quickly and seamlessly to a paper chart, your watch, flight computer, and basic instruments. Because you will lose everything else at some point.
I don't think attitudes have changed on that. The last PM on my current project (in aircraft navigation) was a pilot, and he always stressed that a pilot in charge should have alternatives planned for destination and means of navigation.
WSMR does enough GPS jamming that I'm surprised these pilots didn't have more experience with, or at least expectation of, it happening.
Sure, if it's obvious it's happening, like GPS being completely knocked-out.
If it's a GPS spoofing nudge by a few dozen metres per minute, then it's not so obvious. Enough to make a OWA drone miss its target, while also not being easily noticed by pilots.
I'd say this can be generalized: threads on HN are goofy about all the kinds of things HN readers and hackers are unfamiliar with but think they have the common sense to reason about.
This week I witnessed a similarly illogical argument between someone who thought they could argue about AI in movies and someone who actually works in the movie industry and has years of experience. The hacker was lecturing the movie person about why they were wrong about the future of the movie industry, with zero experience to back it up other than "I dabble in AI and watched some movies".
There might be one person who's in the right place at the right time with the right understanding to second the nuanced professional take. There's a hundred idiots ready to agree with the simple BS that fits their priors all the time.
And of course, thanks to the vote based crap the peddlers of the latter will have their monkey brain trained to phrase their commentary to be appealing to the available pool of idiots. That's why you so often see crap surface level takes wrapped up with the sort of partisan language that gets the warmest response around here (and on every other platform too).
I never flew a plane just know enough that a visual approach means “visual” rules. Hitting a mountain at that point is hard to argue for blaming anyone else but the pilot error? Did I get it right?
> The flight crew again reported they “[have] a visual on Ruidoso” at 0008:30 and that they could “go visual.” The ARTCC controller subsequently cleared the flight
to SRR, cleared the flight for a visual approach, and informed them they could cancel IFR in the
air above 9,000 ft msl or they could cancel their clearance via the flight service station after
landing.
So you’re pointing out that they requested VFR, got clearance for it but still were flying under IFR rules? Basically the transition to VFR hadn’t completed fully?
A "visual approach" is an instrument flight rules operation. The flight was still IFR and had requested/been cleared for a visual approach, but had not switched to VFR (which they'd do by cancelling IFR).
When they accepted the visual approach, they took responsibility for navigation and terrain/obstacle clearance.
Yes... though I'd include the subsequent quote "and responded that they would cancel IFR “in just a couple of minutes.”"
Also someone is correctly pointing out to me downthread that a visual approach is technically an IFR procedure under IFR not VFR flight rules (the latter basically meaning you aren't using instruments at all). I'm assuming IFR in the summary is referring to the non-visual approach (rnav or ILS) but the preliminary report is I suppose ambiguous as to that.
Perhaps I'm being a bit reductive, but threads on anything that you're more well versed in than the average person, are evidently almost always goofy. It's called the "Gell-Mann Amnesia" effect.
The Gell-Mann Amnesia effect applies everywhere, but in my experience it is hyper-amplified on HN because of the fact that tech/software people (and I say this as someone who has been coding since the 1980s) are much more convinced than the average person that they are experts in complex topics that they don't have much actual experience on.
It's pretty clear they're laying out that this is pilot error, unlike the article's intent to blame parties other than the pilot. The poster is trying to correct that, from an obvious place of knowledge and experience most of us do not have, and isn't being rude about it either.
It's important to understand why things happen in order to prevent them, and to counter the narrative of the opinionated article. And if we should wait for the NTSB report, then so should the article.
More than one thing can be true. Flying into the side of a mountain is an error by the pilot (obviously). It can also be true that if GPS wasn't being jammed it wouldn't have happened.
To bring it full circle, it can also be true that it wouldn't have happened to a more competent pilot under the same circumstances. Per the parent commenter's point, it doesn't hurt anything to bring that perspective.
“If X was different then Y wouldn’t have happened” is a useless way to evaluate things that leads one to blame a butterfly flapping its wings for causing a hurricane.
The point is that they don’t cause hurricanes, despite the fact that some hurricanes might not have happened if not for the flapping.
I can point to at least one fatal crash that wouldn’t have happened if GPS was unavailable. Would it be reasonable to say that crash was caused by a lack of GPS jamming?
If I know stopping a particular butterfly from flapping its wings prevents thousands of people from dying and devastating effects on infrastructure (the typical result of a hurricane) I don't particularly care if they "cause" hurricanes I'm still stopping it. Philosophers can debate the meaning of the word "cause" all they want but it really isn't relevant.
> Wait for the NTSB report before replying, essentially "get gud"
The preliminary NTSB report points toward “get gud”. If you request a visual approach and then fly into a mountain getting “gud” will be at top of the list.
Well for one I would expect the final report to actually come to any sort of conclusion and not just transcribe the conversations between air traffic control and the plane, and the data recorded by the plane. The preliinary report doesn't support (or contradict) the judgment that the pilots just need to "get gud" at all - it doesn't make that sort of judgment at all.
For another I'd note that past investigations into accidents that at the surface were the pilot making a very bad decision have found a laundry list of underlying causes that need to be fixed. E.g. see Ontario Flight 1363 where the proximate cause was not de-icing a plane that clearly needed de-icing and the root causes after investigation were a whole lot of institutional issues.
And finally at a glance I note that the air traffic control tower appears to have approved this plane flying on instruments, a procedure only allowed when "local altimeter setting [is] received" - apparently referring to GPS. In doing so they had the military disable the jamming. The pilots appear to have communicated to the tower that they would be using that approval until further notice (notice that was anticipated in a couple of minutes). And that the tower apparently without informing the pilots appears to have approved restarting the GPS jamming... I'm not an expert but if I were asked to investigate this (a thing that non-experts are sometimes asked to do, e.g. with the aforementioned flight)... I suggest that this leads to obvious alternate theories of what went wrong such as instruments they had good cause to rely on silently misleading them.
Your last paragraph confuses a few different things.
The aircraft was completely legal to fly under IFR during the en route phase. There is no requirement for a local altimeter setting for that; center can provide an area altimeter setting (and does so on every handoff).
The lack of a local altimeter setting precluded the use of the instrument approaches (the way you transition from en route phase to landing). Both of the instrument approaches are "when local altimeter setting not received, procedure NA". That equally applies to the RNAV(GPS) and ILS approaches.
That doesn't make filing or flying a flight plan to that airport under IFR NA; it just means that you have to either cancel IFR or fly a visual approach (which, despite the name, is an IFR procedure). Both are legal and commonly done; you can even file an IFR flight plan to an airport that doesn't even have a published approach or to a point in space that isn't even an airport.
When the pilot asked for a visual approach, they were taking on the obligation for navigating to the airport and for terrain and obstacle clearance.
Smaller item: KSRR is a non-towered airport. All the relevant ATC contact was with Albuquerque Center, not with a local tower controller. (If there was a local tower controller, they would almost certainly have been able to provide a local altimeter setting, making the instrument approaches fully available.)
Yeah, sure, you're right, and good point about non-towered.
Are you suggesting however that "The flight crew acknowledged the clearance and responded that they would cancel IFR “in just a couple of minutes.”" meant the crew was informing the tower that they would transition to VFR? That seems... unlikely. I'm reading the paraphrasing here as towards declining to cancel the ILS approach they previously requested because it doesn't particularly make sense to me otherwise.
Which is really back to "this preliminary report doesn't, and doesn't even attempt to, assign blame or contain sufficient facts to do so".
(Per other comments, a visual approach is still an IFR operation; they were still IFR, but flying a visual approach.)
It's very common to cancel IFR in the air, especially for late night operations to non-towered airports. (At an airport with an operating tower, they will close your IFR flight when you land.) At a non-towered airport, you have to either call on the phone or use a radio relay to close your flight plan, which can be a pain, so in benign conditions it's very common to cancel IFR in the air where you have line of sight [meaning good comms] to the ARTCC radio transceiver and avoid the hassle of bad cell phone coverage and/or no radio contact possible on the ground. (There is no radio relay at Ruidoso; the nearest RCAG is at Roswell, 50+ nm away with terrain in between.)
ZAB ARTCC's transmission that "they could cancel IFR in the air above 9,000 ft msl" tells the crew "once you get below 9000 MSL, you probably won't be able to talk to us on the radio".
When the crew said "we'll cancel IFR in a couple minutes", that's also common. It means "we're going to stay IFR and fly the visual until we're a little closer and landing is reasonably assured."
Automation because of safety, latest recent example, Boeing MCAS, cost savings led to airliners crashing, pilots didn’t complain enough then nor had the proper safety because Boeing.
You are not supposed to need all the “bells and whistles” to fly, a plane is a plane and a pilot is in left seat meaning to fly the plane. There are checklists and minimum equipment lists that state what is possible and how to handle failures and control.
Yeah I wouldn't call MCAS automation, and that was 99.9% not on the pilots (that 0.01% was because for good or bad Boeing did have a stab trim runway procedure in place - but even then that barely was enough for the trainwreck that MCAS was)
Maybe you are just aren't aware that military GPS jamming is extremely routine around the US. It affects airplanes more than cars because the curvature of the earth can not help you and at typical flight altitudes you have easy line of sight to the jammer.
The pilot is literally the one who holds most of the blame here.
This is a pilot-error accident. They flew a perfectly functioning airplane into rising terrain on a visual approach.
The pilot requested, and was cleared for, a visual approach. Among other things that that imposes upon on the pilot is an obligation to maintain visual contact with the airport (or the preceding aircraft to follow, not applicable here) and to maintain terrain and obstacle clearance.
The primary probable cause will be found to be something like "The pilot’s failure to maintain clearance from terrain while on visual approach." with additional notes of "Contributing to the accident were the dark moonless night, the NOTAM'd unreliability of GPS signal in the area which required the crew to revert to other navigation methods, and the pilot's decision to fly an unaided visual approach rather than flying the ILS instrument approach track."
The passengers were blameless, but the flight crew was not.
You're not sure? It's pretty clear they're laying out that this is pilot error, unlike the article's intent to blame parties other than the pilot. The poster is trying to correct that, from an obvious place of knowledge and experience most of us do not have, and isn't being rude about it either.
It's important to understand why things happen in order to prevent them.
Is it not possible for a victim of something to carry some blame for the situation they're in?
Is it inappropriate to discuss why Mussolini got lynched?
Flying with GPS out is something a pilot should know how to do. Jamming isn't the only failure mode; much more mundane mechanical/electrical issues occur all the time.
Airline captain here... A visual approach to an airport in mountainous terrain on a moonless night is very risky.
In our operation, departing to an airport with missing weather reports would not be permitted, so in a Part 121 scheduled service this flight may not have been able to dispatch legally.
Airliners have DME/DME triangulation which allows them to achieve area navigation (RNAV) without GPS. The interference would have precluded a GPS approach but may have left the GPWS ("Terrain! Terrain!") alerts unaffected.
In this case the ILS was not available, but only because the local altimeter setting was not available. In this case I could accept a visual approach, but use the ILS to provide lateral and vertical guidance towards the runway.
There are many things I have learned about flying from years at the airlines that I would have had to learn the hard way at a Part 135 or Part 91 operation. One of those things would have been when to say "no".
Take the airplane to a mountainous airport with missing weather reports at night with NOTAM'd GPS interference? No.
Do a visual approach on a moonless night with no GPS for terrain awareness? No. Fly the ILS even if it's NOTAM'd out.
It was hammered into me that moonless nights could be as or MORE dangerous to me than flying into weather - at least when you fly into a cloud you KNOW you're fucked.
GPS is not essential to air navigation. It’s nice to have, and there are some approaches that legally require it to be operational in order to fly them (IFR procedures) but aviation has other systems in place to guide aircraft under conditions where visual flight navigation is impossible.
In this case, IMHO, the pilots had become complacent and lax in their navigational rigor because of the fact that GPS makes a lot of the slightly less automated systems unnecessary, and people get used to that workflow.
If the flight crew had been looking at their map and using it to inform them about the mountains in their path, fixing position by the VOR and DME, or even just a stopwatch and compass heading, they would have easily known they needed to be at a higher altitude. Not being precisely sure of their exact position, they should have at least been maintaining the minimum safe altitude for the area they knew they were in.
But unfortunately, people get so used to looking at the shiny screen giving them effortless situational awareness that they forget all of the rules and habits that kept pilots alive for the last century before glass cockpits were a thing, and they forget that mountains are the tigers of the air, always waiting to catch pilots unaware.
This is a useful cautionary tale not only for pilots, but increasingly for humans in general as we become accustomed to a new kind of instrument that allows us to offload a great deal of our cognitive focus to a tool that may sometimes fail.
> GPS is not essential to air navigation. It’s nice to have, and there are some approaches that legally require it to be operational in order to fly them (IFR procedures) but aviation has other systems in place to guide aircraft under conditions where visual flight navigation is impossible.
This has not been the practical reality for many years for IFR flights (arguably not for VFR flight either but some of the good old boys will still argue that you should still be using a map and compass).
In Europe the minimum requirement has been B-RNAV and aircraft are controlled with reference to intersections which have no defined relationships with underlying VORs, and an expectation of being able to navigate direct to one from any arbitrary point in space. Airliners generally get away with this because they have DME-DME disciplined INS. Smaller aircraft, well the backup is vectors from ATC.
Pilots were so used to "the plane won't make a mistake" that they were not aware/not trained properly about things that are nothing to do with the FMS like frozen pitot tubes and also that the autopilot has a number of "modes" which mean you need to go back to basics like altitude, attitude and air speed.
They didn't know their air speed (because of the pitot tubes being frozen). I think the report says that there was a path to safety if they had kept focused but it wasn't as easy as just flying the plane via 'the basics'.
It was, and one of the pilots was doing the right thing and would have saved the plane no problem if they had been the only one flying the plane. The problem was that the other pilot insisted on doing exactly the wrong thing, didn’t say what he was doing, and the plane didn’t give nearly enough indication that it was receiving contradictory inputs from the two sets of controls.
If it’s true that other navigation systems are as safe and capable as GPS, then GPS navigation should be randomly disabled in every aircraft occasionally to ensure that pilots remain fluent in using them.
If it isn’t true, then the military is partially responsible for the crash of this aircraft.
No, pilots should ensure they're current at navigating without GPS because it can fail, just like pilots practice engine failure procedures and every other emergency / non-normal procedure. That doesn't mean it should be "randomly disabled" for the same reason that you don't test software in production or randomly turn off the engine of the plane. Obviously.
We don't know how it failed. Maybe it displayed their lat/long perfectly but at the wrong altitude. We think of failure as obvious, but it is often nearly impossible to tell unless you are looking for it.
Depends on the weather. A lot of approaches to airports are GPS only these days. If GPS doesn't work and you are not in VFR weather, you can't fly those approaches. In bad weather you'd be diverting to an airport that still has ILS.
Vectoring by the controller to a visual or ILS approach still works but they'd be juggling a lot of planes. And while lots of the bigger/older airports still have ILS, many VORs and DMEs are being retired and many smaller airports don't have ILS at all.
Denied access to GPS in a large area in bad weather would likely result in lots of flight cancellations and contingency plans getting put in motion to get anything still in the air landed safely. But controllers would get very busy and ILS runways very congested.
Here in Europe, there have been a few cases of GPS denied areas especially closer to Russia. Mostly pilots and controllers at e.g. Helsinki airport are able to deal with this.
But yeah, IFR is getting more dependent on gps approaches…
which is incredibly stupid because it becomes trivial to disrupt air navigation. It’s a bit better with newer chipsets that support GPS, Galileo, GLONASS, and BeiDou… but I’d venture that when the military is jamming I’d does them all. I can buy a jammer that will take out GPS over about a kilometer for less than $1k. They are used all over the place by criminals in many countries, because there often aren’t standardized addresses and if your drug house can’t be located on gps in the favella, you get a lot more warning before a raid. That same transmitter with a directional antenna could knock out a 10 degree sector for 30km.
VMC prevailed at the time of the accident, although it was a dark moonless night. The flight in question only needed to maintain an altitude above the mountains until a visual to the airport was established along with their distance from the runway.
My guess based on the flight path is they had a visual on the airport but were lost and didn’t know where they were. If the gps hadn’t come back on for a minute they probably would have been fine, but it came back on and they fixated on the shiny screen instead of using their navigation skills.
Unless you want trust your life to an instrument, you fly like it might not be trustworthy. Granted, there are many instruments in an airplane we trust our lives to, but they can mostly be cross-referenced against other inputs. The trouble with gps is that it enables procedures that make that essentially impossible, and the major failure mode is not one you can carry an extra for. In aviation, situational awareness is life.
Don't worry, our government is doing their level best to make GPS the only option for air navigation. After all, we all know that technology NEVER fails, and the sooner we can turn off all those big bad old ground radars and navigation aids, the sooner we can sell all that real estate and use the money for things that the American public desperately needs, like more corporate bailouts and bathroom security cameras.
The weather already does that on a regular basis... though they are doing their best to make the weather, on average (i.e. what you might call a climate), worse.
The value here is pretty simple, the frequency at which windows are rendered useless due to weather.
Yes, the change we are undergoing and that the current administration seems to be doing their best to accelerate includes an increase in heavy precipitation across north america.
The animation at the top is worryingly misleading. The airplane that crashed was a Beechcraft twin turboprop, and the plane maneuvered a couple of times before crashing. It had 4 people inside it.
The animation uses what looks like an airliner, and shows the jamming as a sort of bubble that directly sends the airplane into a crash.
I found it disturbing when I looked at it, it does not represent the story well, and I think that's irresponsible.
Missing from the article is that, once the pilots reported to ATC that GPS was inoperable, ATC was going to have them circle to the right and guide them along the ILS approach, which would've avoided the worst of the mountains. ATC also asked the military to stop GPS jamming, which they did for a brief while... and the pilots probably noticed GPS start working again... except...
Instead, the pilots saw the airport visually and requested a visual approach. ATC cleared them, and told the military they could resume GPS jamming, meaning any terrain awareness warning system the pilots might have had or been relying on would no longer work. The visual approach involved a left turn and descending directly over the mountains.
He focuses on the fact that both instrument approaches were impossible under the conditions; gps jamming made RNAV impossible, and an inoperable weather broadcasting system at the destination made ILS impossible. The alternative, visual approach in mountainous terrain on a moonless night, is clearly unwise for inexperienced pilots.
One thing he doesn't mention, though, is that ATC could have waited until the plane was on the ground to tell the military they could resume GPS jamming, knowing this was a medevac flight lacking the usual planning and level of caution of typical pilots.
> ATC could have waited until the plane was on the ground to tell the military they could resume GPS jamming
He hinted at this when he mentioned that ATC was dealing with other flights complaining about loss of GPS and coordinating with white sands. ATC crew were probably just out of their depth and trying their best, same as the flight crew. I wonder what the experience level of the ATC crew was and how much pressure they were getting from white sands to keep the jamming up.
> At 0000:26, the ARTCC controller advised the flight crew that the airplane was at 13,000 ft msl, 1,000 ft above their assigned altitude. The pilot responded that they were correcting their altitude and that the airplane had lost GPS capability. The pilot stated they would need a heading
> About 0005 the ARTCC operations supervisor contacted [the military] to stop jamming and at 0007:34 ADS-B data recording returned to 2-3 second intervals.
> The flight crew again reported they “[have] a visual on Ruidoso” at 0008:30 and that they could “go visual.”
> About 0010, the ARTCC operations supervisor informed [the military] that the airplane was on a visual approach and that they could resume jamming.
> The airplane impacted terrain about 250 ft southwest of the last recorded data point at an elevation of about 9,950 ft, and about 730 ft east and 230 ft below the Capitan Mountains Summit Radio Facility, located at an elevation of about 10,180 ft.
The image of the map from the report really helps me understand the path. It seems like the aircraft began visual approach and didn't know where it was, or didn't know about the mountain.
Note that after the pilots said that they could go visual the preliminary report documents the following
> The ARTCC controller subsequently cleared the flight to SRR, cleared the flight for a visual approach, and informed them they could cancel IFR in the air above 9,000 ft msl or they could cancel their clearance via the flight service station after landing. The flight crew acknowledged the clearance and responded that they would cancel IFR “in just a couple of minutes.” There were no additional radio transmissions received from the flight crew.
It's not at all clear to me that they did go visual. They communicated that they intended to cancel instrument clearance later and that suggests they were still using it...
The loss is tragic but I’m sorry GPS jamming was not a factor here. There was a NOTAM indicating it’s going on, the pilots should have been aware and it appears when they reached out with a request the jamming was stopped.
It was a visual approach at a moonless night at an airport in high terrain, this was pilot error unfortunately.
If the sky was clear, as the article states, then lack of GPS is not a good enough excuse for a trained pilot to crash into a mountain, unless the cockpit has no windows.
It's not fun to lose GPS, but, a trained pilot ought to have been able to handle this situation fine. All instruments can fail, but weather notwithstanding, no instruments are required to land a plane back down on a runway (implied in my statement is that, if you lose all your instruments, you should still try to land rather than continue your flight).
At the end of the day, if you aren't proficient in VFR, then your IFR proficiency doesn't mean much. Hopefully this pushes the relevant flight schools to do more training, because this crash appears highly avoidable - and while the pilots take some amount of blame since they are behind the controls, there are also people who failed them by not giving them sufficient training.
We have a competency crisis that will only get worse and worse. I myself am guilty of it. Modern life is too comfortable, there is no need to fight through and put in the hours to be an expert when you can do 50% and get 90% of the paychecke.
Pilots train to navigate without GPS. Or, rather, they should...
There's always a competency shortage in this kind of aviation because the crew are inexperienced people trying to get a higher rating and a better job. The big transport aircraft are so easy to fly now, they should probably switch the rules. They can let some kid fly second seat in a 737, but only crack veterans should be allowed to touch a King Air in the dark.
In Europe the problem is already pretty solved because you can get a MPL and fly right seat in a passenger jet in 245 flight hours, just by going through an airline cadet program or something like that.
If I'm not mistaken the US still has the 1500 hour requirement that was illogical even when it was first introduced. It was introduced as a response to a crash by poorly trained pilots, but both pilots in that crash had over 2000 hours each, so the lesson should clearly have been that a raw number of hours is a very poor indicator of competence.
Unfortunately I can't access the article, but this video by Juan Browne (IMHO one of the most knowledgeable and no-nonsense aviation YouTubers) also provides a very good summary: https://www.youtube.com/watch?v=Dcyup4xVQuM
What I found shocking is that there are so few road ambulances in that region that medevac flights are routinely ordered for transporting patients to keep ambulances available in case there is a road accident (https://www.youtube.com/watch?v=Dcyup4xVQuM&t=95s). Seems like a huge waste of resources to me...
The final information on the crash almost reads like they hit the very top of the mountain - according to NTSB, they were about 200-250 ft from the summit, so it is possible they did still have visual with the airport until right before the impact. Whether or not GPS could've helped with this, I'm not sure - it might've allowed them to see where they were relative to the mountain better, since it was the middle of the night and so they probably couldn't see the mountain very well..
Your GPS enabled flight computer will indeed yell at you VERY LOUDLY if you're about to hit a mountain. It will not allow you to get particularly close to terrain without noticing.
I'm wondering what they could have done differently here. The report said it was a 0% moonlight night, extremely dark. No exact position from GPS, and visuals on the landing strip. That mountain peak would have likely been invisible from the pilot's seat.
What would have been the "skill issue" difference people keep mentioning? It's getting really frustrating how reckless the US military is with the skies. They keep putting people in danger. I can't help but think about the DCA crash due to the continuity of government drills.
There's no reason they should have been flying dark for a drill that night.
GPS NOTAM'd as unreliable on a dark, moonless night?
Fly the ILS approach (or fly a visual approach along the track of the ILS approach backing up your visual with the radio signals). That will give you terrain and obstacle clearance all along the route using locally generated navigation signals that will be entirely unaffected by GPS jamming.
Per other comments the ILS approach was not available due to the local weather service being NOTAM'd as unavailable, couldn't set local altitude. The judgment call was effectively whether to take the flight at all, as there was effectively no instrument approach available and the visual conditions precluded VFR.
The ILS approach being not legally usable as an approach due to a missing local altimeter setting does not make it unusable to back up a visual approach [or VFR arrival].
I would 100% (and have) take center's altimeter setting and fly the track of an ILS or localizer rather than "whelp, nothing can be done..." This was VMC; you don't need a local altimeter setting to be safe using the radio navaids; you would need it to legally fly the approach as an ILS approach.
>I'm wondering what they could have done differently here.
It appears there were too many sources of confusion. GPS jamming, moonless night, busy ATC, not planning on VFR before takeoff, 20 minute short flight, instrument approach disabled, young pilots, mountains, and perhaps others.
Flight safety is about removing entropy and there were several steps which could have been taken, including not flying at all because of forced VFR on a moonless night near mountains.
I actually experienced GPS spoofing while paragliding near Ukraine, luckily in the daytime. I don't even want to imagine it at night on a rescue mission. Condolences to the occupants.
It's quite easy to say "no big deal" while calm in an office, but it's really different when you're busy flying and then there's the extra workload of trying to understand what's happening, attempting to fix it, and so on. Imagine "debug bug in production while driving a car" for a rough comparison, although I guess planes are probably better equipped for loss of GPS?
The ridiculously criminal government of the Banana Republic of Serbia last year used this technique to prevent drones from being able to take video of a 300,000+ person protest in Belgrade. They spoofed the GPS signal to make the drones think they were flying near the Nikola Tesla Airport nearby so that they would autonomously land.
It feels like if you know how far away the strip is (sounds like they did), and can get a bearing on it, they should be all set… with no GPS they should presumably have had even stronger eyes on the charts.
Back when i used to sail, taking bearings with a sighting compass on two points on land / two buoys always gave you a fairly accurate position. Not sure if there is a sighting compass equivalent with elevation angle too on planes?
Makes one think about "flying cars". How well designed they will be for losing such system? How reliable any systems would be in such eventuality. For both safety of the craft and anyone near them or on ground... Especially if there is other things going on like weather conditions. Say both heavy fog and rain.
Individual GPS signals typically arrive at the antenna below the receiver’s thermal noise floor and the system relies on processing gain in the receiver to generate a fix.
Depends on the source and what you're trying to exercise. M-Code and spot beams are supposed to provide something like 20 dB of jamming resistance, and if your jammer is not right next to the target then the jamming could be a factor a long way off. (For reference, a target 40 miles from a jammer would see ~20 dB more interference than a target 400 miles away. White Sands Missile Range is 3200 square miles, but much longer north-south than east-west.)
Critical bits of the article: This is an extremely rare cause of fatalities (in the US), and the fatal flight was very high risk without the GPS blocking.
> It's worth taking a closer look at what happened last May. While the Ruidoso crash was the first fatal accident in the US known to be linked to electronic warfare, there’s no reason to think it will be the last.
> Even absent GPS jamming, medevac is one of the most dangerous categories of civil aviation. (Kreindler, a law firm specializing in air crash litigation, says that medevac flights have an accident rate more similar to combat flying than to civil aviation.) Flights are often organized on short notice, and they fly into airstrips that might be unfamiliar to the flight crew, and because human lives are at stake, there is an incentive to fly when weather conditions are marginal.
> Some of those factors were at play on the night of May 13. At 11 pm, the crew was notified that they had to fly to Ruidoso to pick up a patient and bring them to Albuquerque. The pilots were captain Keelan Clark, aged 30, and first officer Ali Kawsara, aged 23. Clark had gotten his commercial pilot’s license just a year and a half before; he’d been promoted from first officer to captain the previous month. Kawsara had just two months on the job. He’d only worked cargo jobs before this one.
I have absolutely no love for the US Army under its current Secretary of "war", but here the problem was with the air ambulance pilot(s). Sorry to blame people who died, who do important service for remote places under hard time constraints, but there has been fundamental errors on their side:
I find it a bit shocking they'd be caught by surprise by a planned GPS outage. The exercise happened as intended, and all aircraft in the affected areas should have received warnings BEFORE they even took off. These are not drug smugglers - they filed a flight plan before leaving the ground.
The automated weather service was also out. This made it difficult or impossible to use the ILS because they can't set the local altimeter. This was a swiss cheese chain of events. It was a moonless dark night so the mountains weren't visible.
What is the normal fallback for local weather service failure? Divert to an airport with working service? Proceed, using the "nearest working" information?
How much does air pressure vary over a region, and how quickly does it change?
Would they take off if they knew GPS would be jammed midway through the flight?
Had they known they wouldn't be able to rely on GPS, all that back and forth with ATC would not be needed, and they'd already have a plan B and a plan C for navigating.
It's unfortunately all slices of swiss cheese aligned perfectly, but I'd still blame the military for poking extra holes on the GPS slice.
Maybe. Urgency should not trump safety. A delay in transport is not worse than a dead patient, dead medics and flight crew, and loss of an aircraft.
And I am happy to be corrected but as I understand it, in the rural west more medical transport than you might think is by air. Distances are large, and population is sparse. You can cover more area with the same number of medics using a few airplanes instead of ground ambulances. So not all air ambulance service is critically urgent, unlike what we are used to in more populated areas.
https://youtu.be/Dcyup4xVQuM This was discussed during the initial reporting. While the GPS jamming is an important technical issue, the broader lesson may be pilot preparedness for degraded-navigation scenarios. This accident also highlights the ongoing debate over whether accumulating flight hours is adequately complemented by realistic defensive training for GPS-denied and other abnormal operations.
One technical point that initially puzzled me was why Spidertrax appeared to retain GPS coordinates while the FMS did not.
My understanding is that certified FMS GPS receivers use Receiver Autonomous Integrity Monitoring (RAIM) and other integrity checks. During GPS jamming, the increased noise and degraded signal quality can cause the receiver to determine that it can no longer guarantee a reliable navigation solution, resulting in a NAV FAIL or RAIM warning.
A tracking device such as Spidertrax, on the other hand being a glorified telematics grade positioning device, is designed for best-effort position reporting rather than certified navigation, so it may continue outputting an estimated position using noisy GNSS data and motion filtering, even when that solution is no longer suitable for primary aircraft navigation.
SRR is serviced by two instrument approaches, the ILS or LOC RWY 24 and the RNAV (GPS)
RWY 24. Both instrument approach plate notes section contain the following statement: “When
local altimeter setting not received, procedure NA (Not Authorized).”
IFR approach was not possible, the flight plan was unrealistic.
Not really. The official name is still Dept of Defense. The executive order applies a “also known as” because the POTUS cannot change the name. There’s nothing for congress to do because the name has not officially changed. The next POTUS can simply remove this order and it’s back to DoD.
It's very relevant because it otherwise would have been plausible that they were blaming the pilot to unfairly divert blame away from an entity they had a bias for.
After reading the story, it seems like lack of training. I think training should assume GPS goes out (which it does), in this case they didn’t pull up when they saw “lights going out” as a mountain became between them and the airfield.
Air traffic control have a very specific remit and it isn't as comprehensive as people assume. You can have "no service", "radar service" and "full service" and what they will advise you about is limited, usually, to spacing or procedural errors like "you should be less than 220 knots".
A controller who has the capacity to spot something that seems off like a wrong heading or altitude might ask the plane if they are OK, but unless they are deviating from a flight plan in controlled airspace, they are more likely to assume VFR and pilot knows best.
Well, only solution really is to not depend on other countries here. Mexico is large enough to use their own satellites and if they want to do it not alone they can possibly on-board Brazil, Canada and so forth. It is tragic that the USA is so ruthless here that civilians suffer, but at the end of the day the question is how much dependent one wants to be on an increasingly selfish and aggressive USA. Canada understood the problem domain even though it is hard to change (most Canadians live close to the US border, just look at the population density, that deadlocks trade already to a huge inter-dependency); Mexiko has not yet thought this through.
GPS is direct sequence spread spectrum. You might be thinking of frequency hopping, jamming that is harder, but you are only working against super weak signals from satellites. It would still be quite possible.
But that's what we train for. That's why aircraft and pilots have redundancy to work around any single possible point of failure and why you practice it until it becomes natural. Because of the NOTAM I'd already have a VOR tuned in, and once the GPS went inop I just fine tuned it to get a radial fix on the VOR. Also tried to never lose my bearings with my MK I Eyeballs either. No big deal.
I feel bad for everyone that lost their lives here, but this is why competence is critical. There's a litany of errors the pilots made. And the article tries to pin a bit on the controller, but no, ultimate responsibility is on the pilot in command, FAR/AIM is clear on that.
If these allegedly instrument rated pilots had been properly drilled by their CFI's and properly grilled during reviews and such this should've been an easy flight.
Also, "just ask Kennedy". Wired bringing that into the conversation is perhaps relevant but not in the way I think they intended. JFK Jr lacked basic airmanship skills. His aircraft was 100% functional until the moment it impacted the ocean.
Some professions simply can't be go-along-to-get-along social clubs. Safety culture centered on competence and performance is key.
If GPS signal is sufficiently degraded or lost, TAWS is probably unavailable (highly dependent on what navigation system is on board). TAWS might have saved them. But needing TAWS implies loss of situational awareness.
This flight crashed in the mountains ~6 miles north of the ILS 24 approach course. At ~12 miles out on the approach course, the ILS course width is ~1 mile. A full needle deflection translates to 1/2 mile off the course. A flight is not established on the approach course with a full needle deflection. Course intercept with localizer or VOR is basic instrument work - GPS not required.
The flight requested ILS 24, later they indicated airport in sight, requested and received a clearance for a visual approach. That means pilots have full responsibility for terrain and obstruction clearance. The visual approach requirement is to maintain contact with with airport.
It seems to me they went off course, by a lot, for reasons I'm not clear on, and then descended prematurely into hostile terrain at night, which is likely why they lost visual contact with the airport. The terrain blocked their view and by the time they realized they were descending into hostile terrain they crashed.
If that's what happened, GPS signal loss is perhaps an instigating source of distraction and confusion but I do not see how it's a primary factor. If the signal becomes degraded, navigation should indicate it (auditory and visual) and that source is ignored entirely. Falling back to ground based navigation should be familiar, it doesn't need to be as precise as GPS, the instrument approach procedure has terrain clearance baked into it.
Best practice is to follow the instrument approach procedure to the final approach fix, then do the visual approach - especially at night which many have argued constitutes instrument flight conditions - mountains will be invisible. Pitch black on black.
> At midnight on May 14, eight minutes after Clark and Kawsara took off from Roswell, they told Albuquerque Center that they’d lost their GPS. Unable to navigate on their own, they asked that the controller give them a heading—a magnetic direction to fly in. The controller gave them a heading to fly west, and then, a minute later, to turn north.
> The pilots said that they wanted to fly an RNAV approach to Ruidoso. This being ruled out while GPS is jammed, the King Air pilots changed their request and asked to use an alternate form of landing system called Instrument Landing System, or ILS, that doesn’t require GPS reception. At 12:05 am, the controller assured the King Air that they would provide them with vectors to guide them “in a couple of minutes.” In the meantime, they kept flying north.
> In retrospect, tragedy might have been avoided if Albuquerque air traffic control had been able to pay closer attention to the young pilots in the King Air. But tonight they were busy. Three other aircraft also reported that they’d lost their GPS and needed help. One was struggling to get a bearing on a radio beacon.
> As they turned and descended toward Ruidoso’s lights, what the pilots couldn’t see was the 10,000-foot-high mass of the Capitan Mountains lying across their path. As they drew closer, the dark mass of rock appeared to rise up, swiping away the lights of the valley. This could have created "confusion and a loss of situational awareness,” Browne says. “When those lights go out, man, you know you are in big trouble.”
Potentially low time pilots with degraded navigation aids at night (midnight) got behind the plane in an area with terrain, along with a high workload ATC not able to provide assistance more rapidly.
(disclaimer: have a private license)
Relying on a tower in instrument conditions because GPS failed is unacceptable, because every other GPS user is in the same boat.
If you’re flying IFR, you should have a working set of instruments and be using them. Why didn’t these pilots have their VORs tuned in for positioning?
WAAS GPS (~7.6M accuracy) is reliable enough for IFR on its own that many approaches have removed legacy RF ILS equipment for instrument approaches (RNAV LPV with synthetic glidescope from GNSS). I would agree this does not apply to the vast majority of general aviation (although certified receivers supporting this are well within the reach of GA at ~$6k), but facts and specifics are important, so enumerating that GPS and these trimmings make it designed to replace traditional IFR equipment under certain circumstances. WAAS is not a paid service, the additional precision is free if your receiver and autopilot supports it.
Further reading:
https://www.faa.gov/about/office_org/headquarters_offices/at...
https://www.aopa.org/news-and-media/all-news/2025/october/pi... ("Today most IFR pilots use GPS as a primary source of navigation, whether they’re flying a departure, airway, or arrival defined by VORs; or segments of approaches based on navaids or that require DME or ADF.") [My note: This is straight from the advocacy group for general aviation in the US, AOPA.]
https://www.flyingmag.com/everything-you-need-to-know-about-...
https://boltflight.com/loc-vs-ils-vs-gps-approach-understand...
https://www.faa.gov/air_traffic/publications/atpubs/aim_html...
https://en.wikipedia.org/wiki/Wide_Area_Augmentation_System
> "The Wide Area Augmentation System (WAAS) is an air navigation aid developed by the Federal Aviation Administration to augment the Global Positioning System (GPS), with the goal of improving its accuracy, integrity, and availability. Essentially, WAAS is intended to enable aircraft to rely on GPS for all phases of flight, including approaches with vertical guidance to any airport within its coverage area. It may be further enhanced with the local-area augmentation system (LAAS) also known by the preferred ICAO term ground-based augmentation system (GBAS) in critical areas."
> In 2007, WAAS vertical guidance was projected to be available nearly all the time (greater than 99%), and its coverage encompasses the full continental U.S., most of Alaska, northern Mexico, and southern Canada. At that time, the accuracy of WAAS would meet or exceed the requirements for Category 1 ILS approaches, namely, three-dimensional position information down to 200 feet (60 m) above touchdown zone elevation.
Category II or III ILS GPS approaches are supported when the subject airport has a local reference station reporting corrections ("LAAS"). With enough precision, the aircraft can land itself with GPS and local corrections ("Autoland"). A King Air running Garmin's SafeReturn recently performed this autonomously with GPS alone (to the best of my knowledge).
https://en.wikipedia.org/wiki/Local-area_augmentation_system
https://www.faa.gov/airports/planning_capacity/non_federal/g...
Autoland saves King Air, everyone reported safe - https://news.ycombinator.com/item?id=46346214 - December 2025 (185 comments)
Event ATC recording: https://www.youtube.com/watch?v=K3Nl3LOZNjc
Demo: https://www.youtube.com/watch?v=d-ruFmgTpqA
Then what are you supposed to do when your GPS craps out on approach in low visibility and heavy weather?
Obviously the answer is "fly the airplane". Which means you look at your artificial horizon, set trim and power for max climb, get to a safe altitude and figure it out.
If you're paying attention you already have your chart folded to the airport you're landing at, so it shouldn't be too hard to orient yourself and figure out what's next. Either you'll be making another attempt at this airport without GPS or you'll be going somewhere else.
There's never an excuse for failing to fly the airplane. That's basic airmanship. You need to be able to do it regardless of whether your GPS is working.
(General aviation (GA) is significantly less safe than commercial air travel, tracking at roughly 1.0 to 1.1 fatal accidents per 100,000 flight hours. Statistically, GA's per-hour fatality rate is about 14 times higher than driving a car, carrying a risk profile comparable to riding a motorcycle)
Edit: My hot take is more communication and training needs to go into "As the pilot, you should be prepared to lose GPS at any time at critical moments in the flight lifecycle." Are we letting folks fly in potentially adverse conditions leaning too heavily on GPS leading to potentially avoidable accidents? I don't know, the NTSB is likely better informed to say so or not. If I was a flight instructor, I'd probably include loss of GPS during instrument approach at night and/or in weather as an experience to cover.
Since I've been paying attention from the peanut gallery, watching Blancolirio videos, etc. I would never fly on a small private plane. Seems like once a week there is a crash of a small GA craft somewhere, often with fatalities, due to loss of control (i.e. nothing wrong with the aircraft). Pilots seem to become overconfident or complacent, make bad decisions instead of "gettimg out the credit card and booking a hotel" as Juan likes to say -- if you can afford to fly your own plane you can afford a night at a hotel. They can't handle loss of visual flight conditions. They don't recognize when they need to ignore their inner ear and trust the instruments. They can't recover from stalls or upsets (and actual practice isn't required, because that too caused a lot of crashes). Worse, they often take family and friends with them.
There's a reason a lot of life insurance policies specifically carve out private aircraft operation or travel as an exception to coverage.
I was pretty confident barring some catastrophic mechanical failure I could probably get it on the ground or into the water (or trees) in one piece. The big question remains though: what now? If you're knocked unconscious (likely--lap belt, big flat instrument panel at face height) then two things can happen:
(1) if in the water, you drown before you can get out.
(2) if you're on land, the fuel tank right underneath that instrument panel or the ones up in the wings might torch you before you can get out.
It's probably about right to compare the risk profile to motorcycle riding.
Spin recovery is no longer required to be instructed (and was not previously required to be demonstrated during the practical test either [as many aircraft are placarded as "intentional spins prohibited"]).
CFR for the instruction requirements: https://www.ecfr.gov/current/title-14/chapter-I/subchapter-D...
Airman Certification (Practical Test) Standards: https://www.faa.gov/training_testing/testing/acs/private_air...
Garmin Is Automating In-Flight Emergencies (Autoland, Smart Glide, ESP) - https://news.ycombinator.com/item?id=48996106 - July 2026 (0 comments)
The accountability problem exposed by the first Garmin Autoland deployment - https://news.ycombinator.com/item?id=46793561 - January 2026 (0 comments)
Autoland saves King Air, everyone reported safe - https://news.ycombinator.com/item?id=46346214 - December 2025 (185 comments)
(Garman SafeReturn is reliant on GPS though, so unsure how it would handle loss of GPS during autonomous operations, I presume silicon photonics for precision dead reckoning as a backup nav input are the future, or perhaps relying on jam-resistant GPS services and/or multiple GNSS providers simultaneously)
But I also wouldn't want anything to do with the new glass cockpit stuff, way too easy to just lose all your instruments at once. I'll take properly maintained, independent mechanical or electromechanical systems over digital ones every time for things that actually need to work.
Digital systems always seem to accumulate tons of complexity ("features") rendering them extremely brittle. Until we can figure out how to stop doing that, I prefer to avoid depending too heavily on them for important stuff.
The Cirrus parachute system seems pretty simple and trustworthy, that approach feels more directionally correct. Not much more complex than an automotive airbag.
Fixed wing, maybe, I'm not familiar, but around here, I know most of the pilots for the two HEMS agencies (I used to be a paramedic). HEMS is considered the most lucrative of the post-military pilot careers for rotary. You fly high end machines, in all sorts of scenarios, and see all manner of things.
And as it is, often times fixed-wing EMS doesn't actually fly that often. Long range transport that can't go ground (and providers and insurers will go to some lengths, depending on the patient - one employer of mine was contracted for a ground transport from Seattle to Las Vegas).
I don't fly anymore, but I see similar behaviors developing on the water. People who use chartplotters for navigation don't have a very good understanding of what's going on around them. If you're just interactively following a computed lay line or a plotted course you don't really need to know what the currents are doing. You don't need to know what the hazards are. You're not actively engaged in navigating the boat.
https://www.airresearch.com/Pilots/AIM-08/Chap6/aim0602.html
> a. Radar equipped ATC facilities can provide radar assistance and navigation service (vectors) to VFR aircraft in difficulty when the pilot can talk with the controller, and the aircraft is within radar coverage. Pilots should clearly understand that authorization to proceed in accordance with such radar navigational assistance does not constitute authorization for the pilot to violate CFRs. In effect, assistance is provided on the basis that navigational guidance information is advisory in nature, and the responsibility for flying the aircraft safely remains with the pilot.
Potentially tangentially related to an overloaded and understaffed US ATC network, similar to the overloaded controller that led to the LaGuardia runway incursion on March 22, 2026.
https://www.pilotsofamerica.com/community/threads/crj-collid... ("What’s the bet that the controller had been overworked and the cab was understaffed? Seems to be an incredibly common thread lately.")
American aviation is near collapse? - https://news.ycombinator.com/item?id=47494469 - March 2026 (106 comments)
LaGuardia pilots raised safety alarms months before deadly runway crash - https://news.ycombinator.com/item?id=47503965 - March 2026 (310 comments)
Two pilots dead after plane and ground vehicle collide at LaGuardia - https://news.ycombinator.com/item?id=47486386 - March 2026 (667 comments)
https://news.ycombinator.com/item?id=47494936 (my comment with citations on this thesis)
(my flavor of autism includes aggressive pattern matching)
This gave me a smile. I've never heard of pattern matching being described as aggressive.
(sites surfacing this information are obtaining it from actual automated observations from aircraft ADS-B broadcasts that contain GPS accuracy and positioning information, treating the entire commercial air traffic system as a GPS/GNSS observatory sensor network, which is very cool imho)
Even in the absence of GPS jamming, you can effectively lose GPS for all kinds of reasons in a plane--a connector failing somewhere on the back of your panel, a wire chafing through, etc. GPS is nice, but it's probably a lot less reliable in most light aircraft than the other options.
It's been 20yr since I've flown a plane, so maybe attitudes have changed, but my instructors always stressed the importance of always being able to fall back quickly and seamlessly to a paper chart, your watch, flight computer, and basic instruments. Because you will lose everything else at some point.
WSMR does enough GPS jamming that I'm surprised these pilots didn't have more experience with, or at least expectation of, it happening.
Sure, if it's obvious it's happening, like GPS being completely knocked-out.
If it's a GPS spoofing nudge by a few dozen metres per minute, then it's not so obvious. Enough to make a OWA drone miss its target, while also not being easily noticed by pilots.
This week I witnessed a similarly illogical argument between someone who thought they could argue about AI in movies and someone who actually works in the movie industry and has years of experience. The hacker was lecturing the movie person about why they were wrong about the future of the movie industry, with zero experience to back it up other than "I dabble in AI and watched some movies".
There might be one person who's in the right place at the right time with the right understanding to second the nuanced professional take. There's a hundred idiots ready to agree with the simple BS that fits their priors all the time.
And of course, thanks to the vote based crap the peddlers of the latter will have their monkey brain trained to phrase their commentary to be appealing to the available pool of idiots. That's why you so often see crap surface level takes wrapped up with the sort of partisan language that gets the warmest response around here (and on every other platform too).
The only correct conclusion here is more investigation is necessary than what has been publicly published.
https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/G...
> The flight crew again reported they “[have] a visual on Ruidoso” at 0008:30 and that they could “go visual.” The ARTCC controller subsequently cleared the flight to SRR, cleared the flight for a visual approach, and informed them they could cancel IFR in the air above 9,000 ft msl or they could cancel their clearance via the flight service station after landing.
So you’re pointing out that they requested VFR, got clearance for it but still were flying under IFR rules? Basically the transition to VFR hadn’t completed fully?
When they accepted the visual approach, they took responsibility for navigation and terrain/obstacle clearance.
Also someone is correctly pointing out to me downthread that a visual approach is technically an IFR procedure under IFR not VFR flight rules (the latter basically meaning you aren't using instruments at all). I'm assuming IFR in the summary is referring to the non-visual approach (rnav or ILS) but the preliminary report is I suppose ambiguous as to that.
The Gell-Mann Amnesia effect applies everywhere, but in my experience it is hyper-amplified on HN because of the fact that tech/software people (and I say this as someone who has been coding since the 1980s) are much more convinced than the average person that they are experts in complex topics that they don't have much actual experience on.
It's important to understand why things happen in order to prevent them, and to counter the narrative of the opinionated article. And if we should wait for the NTSB report, then so should the article.
I can point to at least one fatal crash that wouldn’t have happened if GPS was unavailable. Would it be reasonable to say that crash was caused by a lack of GPS jamming?
The preliminary NTSB report points toward “get gud”. If you request a visual approach and then fly into a mountain getting “gud” will be at top of the list.
For another I'd note that past investigations into accidents that at the surface were the pilot making a very bad decision have found a laundry list of underlying causes that need to be fixed. E.g. see Ontario Flight 1363 where the proximate cause was not de-icing a plane that clearly needed de-icing and the root causes after investigation were a whole lot of institutional issues.
And finally at a glance I note that the air traffic control tower appears to have approved this plane flying on instruments, a procedure only allowed when "local altimeter setting [is] received" - apparently referring to GPS. In doing so they had the military disable the jamming. The pilots appear to have communicated to the tower that they would be using that approval until further notice (notice that was anticipated in a couple of minutes). And that the tower apparently without informing the pilots appears to have approved restarting the GPS jamming... I'm not an expert but if I were asked to investigate this (a thing that non-experts are sometimes asked to do, e.g. with the aforementioned flight)... I suggest that this leads to obvious alternate theories of what went wrong such as instruments they had good cause to rely on silently misleading them.
The aircraft was completely legal to fly under IFR during the en route phase. There is no requirement for a local altimeter setting for that; center can provide an area altimeter setting (and does so on every handoff).
The lack of a local altimeter setting precluded the use of the instrument approaches (the way you transition from en route phase to landing). Both of the instrument approaches are "when local altimeter setting not received, procedure NA". That equally applies to the RNAV(GPS) and ILS approaches.
That doesn't make filing or flying a flight plan to that airport under IFR NA; it just means that you have to either cancel IFR or fly a visual approach (which, despite the name, is an IFR procedure). Both are legal and commonly done; you can even file an IFR flight plan to an airport that doesn't even have a published approach or to a point in space that isn't even an airport.
When the pilot asked for a visual approach, they were taking on the obligation for navigating to the airport and for terrain and obstacle clearance.
Smaller item: KSRR is a non-towered airport. All the relevant ATC contact was with Albuquerque Center, not with a local tower controller. (If there was a local tower controller, they would almost certainly have been able to provide a local altimeter setting, making the instrument approaches fully available.)
ILS-24: https://aeronav.faa.gov/d-tpp/2607/06922IL24.PDF RNAV(GPS)-24: https://aeronav.faa.gov/d-tpp/2607/06922R24.PDF
Are you suggesting however that "The flight crew acknowledged the clearance and responded that they would cancel IFR “in just a couple of minutes.”" meant the crew was informing the tower that they would transition to VFR? That seems... unlikely. I'm reading the paraphrasing here as towards declining to cancel the ILS approach they previously requested because it doesn't particularly make sense to me otherwise.
Which is really back to "this preliminary report doesn't, and doesn't even attempt to, assign blame or contain sufficient facts to do so".
It's very common to cancel IFR in the air, especially for late night operations to non-towered airports. (At an airport with an operating tower, they will close your IFR flight when you land.) At a non-towered airport, you have to either call on the phone or use a radio relay to close your flight plan, which can be a pain, so in benign conditions it's very common to cancel IFR in the air where you have line of sight [meaning good comms] to the ARTCC radio transceiver and avoid the hassle of bad cell phone coverage and/or no radio contact possible on the ground. (There is no radio relay at Ruidoso; the nearest RCAG is at Roswell, 50+ nm away with terrain in between.)
ZAB ARTCC's transmission that "they could cancel IFR in the air above 9,000 ft msl" tells the crew "once you get below 9000 MSL, you probably won't be able to talk to us on the radio".
When the crew said "we'll cancel IFR in a couple minutes", that's also common. It means "we're going to stay IFR and fly the visual until we're a little closer and landing is reasonably assured."
Ok, please just stop. A certain minimum level of knowledge is necessary to discuss these things and you don’t have it.
Pilots unable to fly with all the bells and whistles and getting their ass handed to them when anything falls out of the ordinary: too many
You are not supposed to need all the “bells and whistles” to fly, a plane is a plane and a pilot is in left seat meaning to fly the plane. There are checklists and minimum equipment lists that state what is possible and how to handle failures and control.
You can not automate that, yet.
But did you know for 'General Aviation' (small planes flown for recreation and suchlike) there are around 300 deaths per year in the US?
Your main point is the most valid - wait for the final report. But you should be saying the same to the article as written.
Prelim report: https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/G...
Out of my scope to infer.
This is a pilot-error accident. They flew a perfectly functioning airplane into rising terrain on a visual approach.
The pilot requested, and was cleared for, a visual approach. Among other things that that imposes upon on the pilot is an obligation to maintain visual contact with the airport (or the preceding aircraft to follow, not applicable here) and to maintain terrain and obstacle clearance.
The primary probable cause will be found to be something like "The pilot’s failure to maintain clearance from terrain while on visual approach." with additional notes of "Contributing to the accident were the dark moonless night, the NOTAM'd unreliability of GPS signal in the area which required the crew to revert to other navigation methods, and the pilot's decision to fly an unaided visual approach rather than flying the ILS instrument approach track."
The passengers were blameless, but the flight crew was not.
It's important to understand why things happen in order to prevent them.
> If any of yer ancestor's last words were "Hey, ya'll! Look at this!", then you jest might be a redneck.
- Jeff Foxworthy
[0] https://darwinawards.com
Is it inappropriate to discuss why Mussolini got lynched?
Flying with GPS out is something a pilot should know how to do. Jamming isn't the only failure mode; much more mundane mechanical/electrical issues occur all the time.
In our operation, departing to an airport with missing weather reports would not be permitted, so in a Part 121 scheduled service this flight may not have been able to dispatch legally.
Airliners have DME/DME triangulation which allows them to achieve area navigation (RNAV) without GPS. The interference would have precluded a GPS approach but may have left the GPWS ("Terrain! Terrain!") alerts unaffected.
In this case the ILS was not available, but only because the local altimeter setting was not available. In this case I could accept a visual approach, but use the ILS to provide lateral and vertical guidance towards the runway.
There are many things I have learned about flying from years at the airlines that I would have had to learn the hard way at a Part 135 or Part 91 operation. One of those things would have been when to say "no".
Take the airplane to a mountainous airport with missing weather reports at night with NOTAM'd GPS interference? No.
Do a visual approach on a moonless night with no GPS for terrain awareness? No. Fly the ILS even if it's NOTAM'd out.
In this case, IMHO, the pilots had become complacent and lax in their navigational rigor because of the fact that GPS makes a lot of the slightly less automated systems unnecessary, and people get used to that workflow.
If the flight crew had been looking at their map and using it to inform them about the mountains in their path, fixing position by the VOR and DME, or even just a stopwatch and compass heading, they would have easily known they needed to be at a higher altitude. Not being precisely sure of their exact position, they should have at least been maintaining the minimum safe altitude for the area they knew they were in.
But unfortunately, people get so used to looking at the shiny screen giving them effortless situational awareness that they forget all of the rules and habits that kept pilots alive for the last century before glass cockpits were a thing, and they forget that mountains are the tigers of the air, always waiting to catch pilots unaware.
This is a useful cautionary tale not only for pilots, but increasingly for humans in general as we become accustomed to a new kind of instrument that allows us to offload a great deal of our cognitive focus to a tool that may sometimes fail.
This has not been the practical reality for many years for IFR flights (arguably not for VFR flight either but some of the good old boys will still argue that you should still be using a map and compass).
In Europe the minimum requirement has been B-RNAV and aircraft are controlled with reference to intersections which have no defined relationships with underlying VORs, and an expectation of being able to navigate direct to one from any arbitrary point in space. Airliners generally get away with this because they have DME-DME disciplined INS. Smaller aircraft, well the backup is vectors from ATC.
Pilots were so used to "the plane won't make a mistake" that they were not aware/not trained properly about things that are nothing to do with the FMS like frozen pitot tubes and also that the autopilot has a number of "modes" which mean you need to go back to basics like altitude, attitude and air speed.
If it isn’t true, then the military is partially responsible for the crash of this aircraft.
Vectoring by the controller to a visual or ILS approach still works but they'd be juggling a lot of planes. And while lots of the bigger/older airports still have ILS, many VORs and DMEs are being retired and many smaller airports don't have ILS at all.
Denied access to GPS in a large area in bad weather would likely result in lots of flight cancellations and contingency plans getting put in motion to get anything still in the air landed safely. But controllers would get very busy and ILS runways very congested.
Here in Europe, there have been a few cases of GPS denied areas especially closer to Russia. Mostly pilots and controllers at e.g. Helsinki airport are able to deal with this.
But yeah, IFR is getting more dependent on gps approaches…
which is incredibly stupid because it becomes trivial to disrupt air navigation. It’s a bit better with newer chipsets that support GPS, Galileo, GLONASS, and BeiDou… but I’d venture that when the military is jamming I’d does them all. I can buy a jammer that will take out GPS over about a kilometer for less than $1k. They are used all over the place by criminals in many countries, because there often aren’t standardized addresses and if your drug house can’t be located on gps in the favella, you get a lot more warning before a raid. That same transmitter with a directional antenna could knock out a 10 degree sector for 30km.
VMC prevailed at the time of the accident, although it was a dark moonless night. The flight in question only needed to maintain an altitude above the mountains until a visual to the airport was established along with their distance from the runway.
My guess based on the flight path is they had a visual on the airport but were lost and didn’t know where they were. If the gps hadn’t come back on for a minute they probably would have been fine, but it came back on and they fixated on the shiny screen instead of using their navigation skills.
Unless you want trust your life to an instrument, you fly like it might not be trustworthy. Granted, there are many instruments in an airplane we trust our lives to, but they can mostly be cross-referenced against other inputs. The trouble with gps is that it enables procedures that make that essentially impossible, and the major failure mode is not one you can carry an extra for. In aviation, situational awareness is life.
VOR Candidate Retention List | Federal Aviation Administration https://www.faa.gov/ato/navigation-programs/vor-retention-li...
Is climate change going to make it more difficult to see outside?
Yes, the change we are undergoing and that the current administration seems to be doing their best to accelerate includes an increase in heavy precipitation across north america.
The animation uses what looks like an airliner, and shows the jamming as a sort of bubble that directly sends the airplane into a crash.
I found it disturbing when I looked at it, it does not represent the story well, and I think that's irresponsible.
Instead, the pilots saw the airport visually and requested a visual approach. ATC cleared them, and told the military they could resume GPS jamming, meaning any terrain awareness warning system the pilots might have had or been relying on would no longer work. The visual approach involved a left turn and descending directly over the mountains.
blancolirio's video about this (second one, after the prelim investigation report): https://www.youtube.com/watch?v=Dcyup4xVQuM
He focuses on the fact that both instrument approaches were impossible under the conditions; gps jamming made RNAV impossible, and an inoperable weather broadcasting system at the destination made ILS impossible. The alternative, visual approach in mountainous terrain on a moonless night, is clearly unwise for inexperienced pilots.
One thing he doesn't mention, though, is that ATC could have waited until the plane was on the ground to tell the military they could resume GPS jamming, knowing this was a medevac flight lacking the usual planning and level of caution of typical pilots.
He hinted at this when he mentioned that ATC was dealing with other flights complaining about loss of GPS and coordinating with white sands. ATC crew were probably just out of their depth and trying their best, same as the flight crew. I wonder what the experience level of the ATC crew was and how much pressure they were getting from white sands to keep the jamming up.
> About 0005 the ARTCC operations supervisor contacted [the military] to stop jamming and at 0007:34 ADS-B data recording returned to 2-3 second intervals.
> The flight crew again reported they “[have] a visual on Ruidoso” at 0008:30 and that they could “go visual.”
> About 0010, the ARTCC operations supervisor informed [the military] that the airplane was on a visual approach and that they could resume jamming.
> The airplane impacted terrain about 250 ft southwest of the last recorded data point at an elevation of about 9,950 ft, and about 730 ft east and 230 ft below the Capitan Mountains Summit Radio Facility, located at an elevation of about 10,180 ft.
The image of the map from the report really helps me understand the path. It seems like the aircraft began visual approach and didn't know where it was, or didn't know about the mountain.
> The ARTCC controller subsequently cleared the flight to SRR, cleared the flight for a visual approach, and informed them they could cancel IFR in the air above 9,000 ft msl or they could cancel their clearance via the flight service station after landing. The flight crew acknowledged the clearance and responded that they would cancel IFR “in just a couple of minutes.” There were no additional radio transmissions received from the flight crew.
It's not at all clear to me that they did go visual. They communicated that they intended to cancel instrument clearance later and that suggests they were still using it...
It was a visual approach at a moonless night at an airport in high terrain, this was pilot error unfortunately.
It's not fun to lose GPS, but, a trained pilot ought to have been able to handle this situation fine. All instruments can fail, but weather notwithstanding, no instruments are required to land a plane back down on a runway (implied in my statement is that, if you lose all your instruments, you should still try to land rather than continue your flight).
At the end of the day, if you aren't proficient in VFR, then your IFR proficiency doesn't mean much. Hopefully this pushes the relevant flight schools to do more training, because this crash appears highly avoidable - and while the pilots take some amount of blame since they are behind the controls, there are also people who failed them by not giving them sufficient training.
Pilots train to navigate without GPS. Or, rather, they should...
If I'm not mistaken the US still has the 1500 hour requirement that was illogical even when it was first introduced. It was introduced as a response to a crash by poorly trained pilots, but both pilots in that crash had over 2000 hours each, so the lesson should clearly have been that a raw number of hours is a very poor indicator of competence.
https://en.wikipedia.org/wiki/Airline_transport_pilot_licenc...
What I found shocking is that there are so few road ambulances in that region that medevac flights are routinely ordered for transporting patients to keep ambulances available in case there is a road accident (https://www.youtube.com/watch?v=Dcyup4xVQuM&t=95s). Seems like a huge waste of resources to me...
What would have been the "skill issue" difference people keep mentioning? It's getting really frustrating how reckless the US military is with the skies. They keep putting people in danger. I can't help but think about the DCA crash due to the continuity of government drills.
There's no reason they should have been flying dark for a drill that night.
GPS NOTAM'd as unreliable on a dark, moonless night?
Fly the ILS approach (or fly a visual approach along the track of the ILS approach backing up your visual with the radio signals). That will give you terrain and obstacle clearance all along the route using locally generated navigation signals that will be entirely unaffected by GPS jamming.
https://aeronav.faa.gov/d-tpp/2607/06922IL24.PDF
I would 100% (and have) take center's altimeter setting and fly the track of an ILS or localizer rather than "whelp, nothing can be done..." This was VMC; you don't need a local altimeter setting to be safe using the radio navaids; you would need it to legally fly the approach as an ILS approach.
It appears there were too many sources of confusion. GPS jamming, moonless night, busy ATC, not planning on VFR before takeoff, 20 minute short flight, instrument approach disabled, young pilots, mountains, and perhaps others.
Flight safety is about removing entropy and there were several steps which could have been taken, including not flying at all because of forced VFR on a moonless night near mountains.
It's quite easy to say "no big deal" while calm in an office, but it's really different when you're busy flying and then there's the extra workload of trying to understand what's happening, attempting to fix it, and so on. Imagine "debug bug in production while driving a car" for a rough comparison, although I guess planes are probably better equipped for loss of GPS?
https://blog.emilburzo.com/2026/06/gps-spoofing-teleported-m...
https://ground.news/article/lazni-signali-rusili-dronove-avi...
https://q-ctrl.com/blog/q-ctrl-to-showcase-worlds-first-airw...
Back when i used to sail, taking bearings with a sighting compass on two points on land / two buoys always gave you a fairly accurate position. Not sure if there is a sighting compass equivalent with elevation angle too on planes?
Individual GPS signals typically arrive at the antenna below the receiver’s thermal noise floor and the system relies on processing gain in the receiver to generate a fix.
Roswell.
Blaming GPS jaming and the military? What about the aliens?
> It's worth taking a closer look at what happened last May. While the Ruidoso crash was the first fatal accident in the US known to be linked to electronic warfare, there’s no reason to think it will be the last.
> Even absent GPS jamming, medevac is one of the most dangerous categories of civil aviation. (Kreindler, a law firm specializing in air crash litigation, says that medevac flights have an accident rate more similar to combat flying than to civil aviation.) Flights are often organized on short notice, and they fly into airstrips that might be unfamiliar to the flight crew, and because human lives are at stake, there is an incentive to fly when weather conditions are marginal.
> Some of those factors were at play on the night of May 13. At 11 pm, the crew was notified that they had to fly to Ruidoso to pick up a patient and bring them to Albuquerque. The pilots were captain Keelan Clark, aged 30, and first officer Ali Kawsara, aged 23. Clark had gotten his commercial pilot’s license just a year and a half before; he’d been promoted from first officer to captain the previous month. Kawsara had just two months on the job. He’d only worked cargo jobs before this one.
https://bsky.app/profile/mikeblack114.bsky.social/post/3mrux...
How much does air pressure vary over a region, and how quickly does it change?
Had they known they wouldn't be able to rely on GPS, all that back and forth with ATC would not be needed, and they'd already have a plan B and a plan C for navigating.
It's unfortunately all slices of swiss cheese aligned perfectly, but I'd still blame the military for poking extra holes on the GPS slice.
medevac flight - there was probably some urgency.
And I am happy to be corrected but as I understand it, in the rural west more medical transport than you might think is by air. Distances are large, and population is sparse. You can cover more area with the same number of medics using a few airplanes instead of ground ambulances. So not all air ambulance service is critically urgent, unlike what we are used to in more populated areas.
One technical point that initially puzzled me was why Spidertrax appeared to retain GPS coordinates while the FMS did not.
My understanding is that certified FMS GPS receivers use Receiver Autonomous Integrity Monitoring (RAIM) and other integrity checks. During GPS jamming, the increased noise and degraded signal quality can cause the receiver to determine that it can no longer guarantee a reliable navigation solution, resulting in a NAV FAIL or RAIM warning.
A tracking device such as Spidertrax, on the other hand being a glorified telematics grade positioning device, is designed for best-effort position reporting rather than certified navigation, so it may continue outputting an estimated position using noisy GNSS data and motion filtering, even when that solution is no longer suitable for primary aircraft navigation.
In any case the news (and ntsb report) points that they are tied, not responsibility.
SRR is serviced by two instrument approaches, the ILS or LOC RWY 24 and the RNAV (GPS) RWY 24. Both instrument approach plate notes section contain the following statement: “When local altimeter setting not received, procedure NA (Not Authorized).”
IFR approach was not possible, the flight plan was unrealistic.
Questions must be asked about how and why we got here rather appeal to submission.
Air traffic control also failed here.
A controller who has the capacity to spot something that seems off like a wrong heading or altitude might ask the plane if they are OK, but unless they are deviating from a flight plan in controlled airspace, they are more likely to assume VFR and pilot knows best.
* https://futurism.com/science-energy/us-military-gps-jamming-...
https://youtu.be/Dcyup4xVQuM?is=n0w5_tLCxEkYGtt9
how about ANS (aka R2-D2) the 1960s version of GPS that used stars
instead of stars, preload all the known positions of LEO constellations
can they put this on a single chip 60 years later?
* https://theaviationgeekclub.com/heres-why-r2-d2-the-sr-71-as...