Another Canadian floatplane crash, 4th in a month
By my count this is the fourth floatplane crash in Canada in the past month. At least three involved charter ops.
4 dead, 5 in hospital after floatplane crash north of Vancouver Island CBC News -- Four people are dead and five are in hospital after a floatplane crashed Friday off the central coast of B.C. The Cessna 208 crashed just after 11 a.m. PT on Addenbroke Island, about 100 kilometres north of Port Hardy, B.C., on Vancouver Island. The five survivors were flown by helicopter to hospital in Port Hardy, according to the Joint Rescue Coordination Centre. Two are in critical condition, the other three are in serious but stable condition, according to B.C. Emergency Health Services. The charter plane had been en route to Calvert Island, a few kilometres west of Addenbroke Island. The plane's departure point is not known. |
I have great respect for Fellow Aviators on floats.
Did some hundred hrs in 1992 in a C185. Was it during take off or landing or enroute? Regards Cpt B |
By my count this is the fourth floatplane crash in Canada |
C208 Addenbroke Island
Any word on causes yet?
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https://cimg9.ibsrv.net/gimg/pprune....05ec835c4.jpeg Crash site https://cimg1.ibsrv.net/gimg/pprune....7012daaaa.jpeg Weather at destination one hour after accident occurred. |
https://cimg4.ibsrv.net/gimg/pprune....96c6de42ed.png
Direct route plotted Port Hardy to Hakai Institute on Calvert Island and location of accident on Addenbroke Island. |
I think it's overdue but Transport Canada need to revise their regulations & emphasize the importance of Instrument flying. All these VFR pilots are liabilities.
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All these VFR pilots are liabilities. |
Originally Posted by studentpil0t
(Post 10530720)
I think it's overdue but Transport Canada need to revise their regulations & emphasize the importance of Instrument flying. All these VFR pilots are liabilities.
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Originally Posted by Pilot DAR
(Post 10530909)
While flying in an environment where suitable airways and instrument approaches are not available?
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I fly in Seair Caravans (and Beavers) all the time as a passenger - have done for years. They are a great company. I'm a low time PPL so I often sit up front to see what I can learn from the pilots. These guys are total professionals, and highly experienced (36,000 hours in one case, although sorry, all as a VFR liability!). The photo above looks like very typical west coast conditions, and most of the Caravans have glass cockpit, terrain warning, collision avoidance etc. There are survivors with evidence to give, so let's not jump to conclusions about cause or pilot skills.
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Originally Posted by Pilot DAR
(Post 10530909)
While flying in an environment where suitable airways and instrument approaches are not available?
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Originally Posted by Old Dogs
(Post 10531031)
Young man/woman, your lack of knowledge about Canadian aviation is impressive.
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Because they teach you how to fly on airways and how to shoot approaches (with and without all your instruments) while simulating IMC during your PPL>CPL training right? |
Good Morning All:
Although this is getting off topic especially for the gratuitous comments from student pilot. I will only comment on his statements regarding training standards between the FAA and Transport Canada. Disclaimer I have held licences in both the USA and Canada 23,000 hours and endorsed on three heavy aircraft. In my thinking the training in Canada is far more rigorous than the FAA. For example when I was endorsed in the USA I had my commercial multi-engine and on completion of my instrument endorsement I was now allowed to do a 200 1/2 on a ILS. On arriving back in Canada I was surprised to find out IFR was divided into Class 1 Class 2 on either single engine or multi engine. In Canada emphasis on training was for non-precision approaches and at the time of my training in the US even my instructors had difficulty with ADF approaches. Float plane flying to be is a art form and watching those who fly in the environment is a real treat for me. Seeing the accidents that are mentioned reminds me how succinct the line is in being alive or dead but I digress |
This USA vs. Canadian really gets old. Give it a rest. None of us knows what caused this accident, and while flying floats is a unique and special talent it does not relieve one from the most basic requiremeents. FWIW, the legacy airline I worked for had a minimum RVR 4000 for letting the F/O shoot an approach and I don't think it did much to enhance the safety. Pilots have struggled with ADF approaches since the Wright Brothers:)
ATP MES, COMM SES |
Allowing yourself to become IMC in that environment is the last thing you want to do at the altitudes associated with an approach to the water. You're more safe down in VMC, where you can see where you're going, if the ceiling gets low, and you could become trapped, landing on the water and waiting will be more safe that entering cloud, surrounded by mountains, with no safe way to navigate among them. When the MEA is many thousands of feet above where you must operate, entering IMC is downright dangerous! Wot he said! ASES |
Student pilot!
I am willing to bet this had nothing to do with IFR rated or not or initial basic Canadien Commercial Training. And if so ,You Mr Studentpilot are privy to information unknown to us or TC for that mater. With regards to Canadian standards I can tell You that as a holder of a Norwegian, Irish and FAA ATPL and a UK and Italian ATPL Validation , Canada is second to non. Regards CptB TC CPL MIFR Instructor Class2 expired. |
For student pilot I will defer to BluSdUp as he has more ratings than my American CPL ME Instrument as I only have a Canadian ATPL L-1011 B-767 A-330 ME land sea etc. He will be able to add more on the differences that you have talked about |
Another floatplane crash this afternoon, off BC's Sunshine Coast:
https://globalnews.ca/news/5703833/s...rashe-sechelt/ three onboard were rescued by a nearby tugboat before the plane sunk. |
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