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Hey, it's Hoover! I've got a weekly letter for you on the patterns that keep killing pilots. Free → https://pilotdebrief.com/pattern On a low-ceiling May morning in 2017, an Air Cargo Carriers Shorts 330 crew flew a circling approach into Charleston, West Virginia — when a straight-in localizer was sitting right there for the asking. Flight 1260 was a routine Part 135 cargo run from Louisville to Charleston Yeager International, flown in IMC by a captain whose recent record included an unsatisfactory checkride for poor instrument flying, paired with a low-time first officer who, by her own messages to friends, was not in the habit of speaking up. Approach offered the localizer to runway 5. The first officer requested the VOR-A circling approach instead — likely because it lined up better with their inbound track and shaved a few miles off the arrival. That choice was contrary to the operator's SOPs. It also put the crew at a 773-foot MDA on a day when a special weather observation — never relayed by the controller and never folded into the ATIS — showed the ceiling had dropped to 500 feet. As they tracked inbound, the airplane descended 120 feet below the prescribed stepdown altitude two miles before the next fix and stayed roughly 1,600 feet until they were about half a mile from the displaced threshold. Then came the salvage attempt. The Shorts rolled into a left bank of up to 42 degrees and a 2,500-foot-per-minute descent in a last-second effort to line up with the runway. Performance data shows the captain pulling nose-up in the final seconds, but the geometry was already gone. Both pilots were killed on impact. The NTSB found the crew's improper decision to fly the circling approach contrary to SOPs, combined with the captain's excessive descent rate and steep maneuvering, drove the loss of control, with the operator's lack of a formal safety and oversight program — including no mechanism to monitor pilots with prior performance issues — cited as contributing. The pattern is uncomfortable: ATC data and airport video from the months prior showed the captain consistently turning final low and late. The accident flight wasn't an outlier. It was the day the technique finally ran out of room. A go-around to fly the localizer was always the answer; the authority gradient in the cockpit made sure no one called for it. ━━━━━━━━━━━━━━━━━━━━━━━━━━━━ JOIN THE DEBRIEF CREW ON PATREON Ad-free videos and exclusive analysis From $5/month: https://patreon.com/pilotdebrief ━━━━━━━━━━━━━━━━━━━━━━━━━━━━ SOURCES NTSB Accident ID: DCA17FA109 Status: Final Final Report: https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/95115/pdf Docket: https://data.ntsb.gov/Docket?ProjectID=95115 ━━━━━━━━━━━━━━━━━━━━━━━━━━━━ ABOUT PILOT DEBRIEF Pilot Debrief is hosted by Hoover, a retired F-15E pilot and current pilot for a major U.S. airline. Every video on this channel analyzes publicly released NTSB final reports, factual narratives, CVR/FDR transcripts, and docket evidence to extract practical safety lessons for general aviation pilots. We do not speculate beyond the evidence. We do not blame pilots for being human. We debrief the decisions and the systems, not the people. ━━━━━━━━━━━━━━━━━━━━━━━━━━━━ Sponsorships and brand partnerships: [email protected] #PilotDebrief #NTSB #AviationSafety #Part135 #CFIT

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