Accueil       Fonctionnalités       Plan du site      English

Arrow
Arrow
Slider

When Hiring a Pilot

The Cessna 337 pilot was en route on an IFR flight plan originating from an uncontrolled aerodrome in Olds to Peace River, Alberta. Thirteen minutes after takeoff, he received his IFR clearance and was cleared to maintain 8000 ft. Several minutes later, he was observed at 6600 ft. and the controller queried about the altitude. The pilot responded that he was between layers but would start a slow climb. Three minutes later, he was still at the same altitude and was again queried about his intentions. This time, he responded that he had a rough-running engine but would continue the climb and make a decision on the engine when he got to Rocky Mountain House.

Nineteen miles from Rocky Mountain House, the pilot requested and received clearance to the airport. Radar showed him heading to the nondirectional beacon.

Twelve minutes later, he asked for and received the latest weather from the UNICOM operator: 500 ft. broken and 1500 ft. overcast, with visibility 0.5 mi. in light snow and fog. He stated that he had the ground in sight.

Radio contact was lost and the aircraft failed to arrive. An air/ground search located the plane the following morning 2 mi. from the airport. It had struck a stand of trees in a steeply banked out-of-control attitude and been consumed in a post-crash fire. Neither the company president nor his pilot had survived.

Several witnesses had observed the aircraft near the airport. All reported that the front propeller was rotating slowly. (Transportation Safety Board (TSB) investigators later confirmed that the front engine had a cracked No. 4 cylinder, accounting for the reported rough-running engine. The front propeller was at the low-pitch stop at impact. However, the pilot had not completed the engine failure check to the point of feathering the propeller.) One witness familiar with the C337 stated that the rear engine did not sound as if it was at high power and that the aircraft appeared to be wallowing at low speed in a nose-high attitude. These witnesses also reported heavy snow showers in the area, with visibility as low as 1/4 mi. in snow and fog.

The pilot had received a detailed weather briefing by phone prior to the departure from Olds. The forecast predicted extensive low cloud persisting along the foothills throughout the forecast period, creating ceilings 0 to 1000 ft. AGL, with visibilities of 0.5 to 4 mi. in snow and fog. Severe clear icing in local freezing drizzle was included in the forecast. Another C337 pilot who flew into Rocky Mountain House 30 min. after the accident reported picking up 1/2 to 3/4 of an inch of ice during the approach. The accident aircraft was not equipped for flight into known icing conditions.

Although the pilot held an airline transport license, his medical category had expired and his license was valid for private pilot privileges only. His instrument rating had expired 10 months prior to the accident flight. During the two years before it expired, his instrument rating had twice been suspended. It was first suspended when he attempted to take off into known icing conditions with an aircraft that was not properly equipped ¾ during an instrument check ride. The second suspension came when he failed to follow his air traffic control (ATC) clearance. He did both on the accident flight.

He initiated this flight despite his knowledge of the weather and icing conditions and the capabilities of the aircraft. He maintained an altitude of 6600 ft., between layers, possibly to avoid icing conditions, without informing ATC of the deviation from the clearance to 8000 ft. that he had accepted.

When hiring a pilot, how carefully do you check his or her paperwork, capabilities, past performance and references?

The TSB accident report (A93W0026) concluded, in part, that:

"It is possible that the aircraft was unable to maintain flight on one engine because the front propeller was not feathered, and because the aircraft was likely contaminated with ice during the descent through clouds."

Reduced performance and environmental conditions ended with the loss of control at an altitude that did not leave room for recovery.

Originally Published: ASL 4/1997
Original Article: When Hiring a Pilot

Self-Paced Recency
Aviation Safety Newsletter
Emergency Operations
Smart Pilot Seminars
Features
Drones
General Aviation Safety
AOPA Flight Training
Ask ATS
Winter Flying
Fuel Management
Float Planes
Upset Training
Fit to Fly
ELTs
SAR

Ressource pilote

Ask ATS

Demandez à ATS

Avez-vous des questions portant sur le service ATS ? En collaboration avec NAV CANADA, PiloteAverti.ca a des réponses !

Allez-y !

Weather

Météo

Avez-vous les conditions météo nécessaires pour voler? Consultez les prévisions locales et nationales.

Allez-y !

TSB

BST

PiloteAverti.ca vous offre des résumés pertinents et succints des enquêtes du BST et un accès direct à son site Internet.

Allez-y!

Interactive

Contenu interactif

Jetez un coup d’oeil à notre formation en ligne et notre contenu interactif sur PiloteAverti.ca.

Allez-y !

NOTAMs

NOTAM

NOTAM fournis par NAV Canada.

Allez-y !

ASI

Institut de sécurité aérienne

Obtenez un accès au contenu et aux cours interactifs en ligne offerts par l'Institut de sécurité aérienne de l'AOPA !

Allez-y !

ELTs

ELT

Les Radiobalises de repérage d'urgence (ELT) à la fine pointe en matière de Recherche et sauvetage.

Allez-y !

ASL

Sécurité aérienne – Nouvelles

Les articles incluent la sécurité de l’aviation, les informations en matière de sécurité issues d’accidents et incidents, les informations de sécurité.

Alley-z !

En association avec l’:

aopa logocopa logo

sar logo

Nous tenons à souligner le soutien financier du gouvernement du Canada tout particulièrement le Fonds des nouvelles initiatives en Recherche et sauvetage (FNI RS)