Condolences.....
A couple of points I'd like to add WRT Ice ops. I am NOT an ice expert so, these may not have applied to this case but just general contribution - thanks.
Transiting aircraft in Antarctica should ideally travel together and vote as one. Basic CRM applies. One out all out - default to the most conservative.
No problem working nearby each other but those who know put a 50 mile limit on spread between aircraft during ops.
Always wear the correct level of thermal gear so if you don't get to the survival kit you have some chance of sitting warm until helps arrives. A down coat or sleeping/survival bag in the cargo bay is no value if you are hurt and stuck in the front.
If the weather is marginal there is absolutely no skin off anyone's nose to return from whence you came or land. Clients may whine, but they are usually the ones not in the aircraft - those who are in the aircraft will have to accept the PIC decision.....not always pleasant conversation - but always done.
Most operators use 15 minute skeds as well as any other flight following.
18 -24 hours of daylight is no guarantee of visibility.
Turbulence can also be an issue even 10 miles down wind of ridges in the Antarctic Mountain Ranges - enough to risk damage and control issues.
Passengers deserve the highest level of protection the PIC can offer (Applies to EMS also). Even if you are a risk taker yourself, you cannot impose this on others who may have a different slant on risk assessment.
Base TAF once read winds 240/80G100 - this happens occasionally during the summer season.
Steve, not everyone had the benefit of the great IFR introduction you had. Not a bad general comment though.
I make no judgement regarding this particular tragedy - there but for the grace of......etc.
DD