Vans RV-10 | N626PB

DTSB: The DTSB determines the Probable Cause of this accident to be Pilot Error, in that the experienced and properly certificated instrument pilot requested an RNAV (GPS) Z RWY 26 approach to Camarillo, California (KCMA) but was expecting a vector to final approach course, and instead was cleared direct to the SESPE Initial approach fix. From the NTSB preliminary report: “Approach Control revealed that about 1335, the pilot was instructed by the controller to proceed direct SESPE (initial approach fix for the RNAV-Z runway 26 instrument approach) and join final.“ This is a non standard clearance and it was not what the accident pilot was expecting, or ready for.
When the FAA controller instructed the accident pilot to proceed direct to SESPE, this caused the GPS to become out of sequence, with the active waypoint (SESPE) behind him. The accident pilot likely became distracted in attempting to get his autopilot to fly the approach and accident pilot stated “ I need some vectors the plane keeps turning on me.” The autopilot was trying to navigate to a point in space located behind the aircraft.
The accident pilot was IFR rated and current, but likely encountered a navigation abnormal, and mishandled that abnormal by attempting to get the autopilot to accomplish the balance of the approach. The aircraft lost altitude in the distraction, tried to regain altitude, and stalled in the climbing left turn when ATC asked him about his altitude. Spatial disorientation is when a pilot attempts to look only outside in IMC conditions and does not trust his displays, usually due to lack of training and instrument skill. This is clearly not a case of spatial disorientation. This accident was caused by simply mis handling of the FAA induced non standard clearance and abnormal hard right hand turn required to join the final approach course, over reliance on automation, and a failure to confess to ATC that he was not set up, and needed to go back out for another attempt.

NTSB: NONE.

DTSB: The DTSB recommends that all pilots of all aircraft rehearse and condition themselves to recognize abnormal conditions, and request vectors to final if that is what they are setting up for. The DTSB recommends that all pilots of all aircraft maintain altitude first, and confess to ATC any navigation sequencing errors so that a more stabilized path may be initiated, and so that the autopilot is able to fly as intended.

NTSB: NONE.