After reading the Aviation Herald article and comments;
Crash: First Air B732 near Resolute Bay on Aug 20th 2011, impacted terrain
I am concerned that, given the perceived impact location and track of the debris field, the a/c may have been chasing a false localizer course. The location’s offset from the localizer’s centreline (localizer being a couple of thousand feet past the stop-end in this case) suggests a possible false course. This ILS is thirty years old plus (and a second hand installation . . . used elsewhere before Resolute). ICAO deemed this ILS model unacceptable . . . no longer to be installed as of about the end of the 1990’s. This model has had a know history of false courses.
The installation is somewhat “unique” and apparently required some optimisations given the immediate airport terrain. On a false LOC course . . . the GP course (rate of descent) may not look that unreasonable. The locator NDB (2.1 N.M. before threshold on extended centreline) was decommissioned last summer . . . so you no longer have that reference to tell you it’s on your port/starboard/or behind you when the DME is counting you down to threshold.
The post incident flight check will be performed by the same people who installed and maintain this ILS. Transport Canada and the TSB no longer have flight inspection capabilities . . . unless they contract it from somebody other than Canada’s privately owned air navigation system operator.
Sure hope the CVR and FDR are good and have lots of data points.
And please remember, ILS is a System with many other information inputs . . . not just LOC & GP crosshairs . . . . . . .