Accident Report

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B.I., what company were you flying for that put you on the conference call in reference to flying in severe clear?

[Liquid Charlie]

The thread has taken this turn - icing - well isn't that a scary thought but it's very hit and miss forecasts are never that dependable and usually there is a way to avoid the ice. Clear icing is the most dangerous for sure but it is also the least common - unless you drive into a CB it can usually be dealt with by either staying in the warm sector or getting cold depending on your aeroplane. What you don't do is sit in icing - make your move early before it starts turning you into a brick. Look for PIREPs - be crafty make a plan -- icing is a concern but easily dealt with. I can't remember ever having to discontinue a flight due to icing once we elected to go but there certainly have been flights delayed or cancelled based on reported and/or observed icing and again I can not remember every cancelling based on forecast alone.

Oh yes -- for full procedures -- procedure turn altitudes are a minimum - why maneuver in icing when you don't have to.

[BeaconInbound]

The thread has taken this turn - icing - well isn't that a scary thought but it's very hit and miss forecasts are never that dependable and usually there is a way to avoid the ice. Clear icing is the most dangerous for sure but it is also the least common - unless you drive into a CB it can usually be dealt with by either staying in the warm sector or getting cold depending on your aeroplane. What you don't do is sit in icing - make your move early before it starts turning you into a brick. Look for PIREPs - be crafty make a plan -- icing is a concern but easily dealt with. I can't remember ever having to discontinue a flight due to icing once we elected to go but there certainly have been flights delayed or cancelled based on reported and/or observed icing and again I can not remember every cancelling based on forecast alone.

605.30 No person shall conduct a take-off or continue a flight in an aircraft where icing conditions are reported to exist or are forecast to be encountered along the route of flight unless

(a) the pilot-in-command determines that the aircraft is adequately equipped to operate in icing conditions in accordance with the standards of airworthiness under which the type certificate for that aircraft was issued; or

(b) current weather reports or pilot reports indicate that icing conditions no longer exist.

Good advice, Charlie, but I think some are missing the key point. The aircraft in question was NOT CERTIFIED for icing. It is ILLEGAL to take-off or continue a flight in an aircraft where icing conditions are reported to exist or are forecast to be encountered along the route of flight. I've never refused a flight due to icing when using an aircraft that was certified. Anyone who elects to blast off in an ill-equipped aircraft with icing in the forecast is just an accident waiting to happen and should have their license revoked.

[Liquid Charlie]

Well BI we all know what the regs say - I'm not sure what type you are talking about but from my experience a cabin class twin that is certified for light icing does not give you much more comfort than the same aeroplane with none. - The point I was trying to make is that if you are careful and look at all aspects the chances of requiring that equipment is greatly reduced. I might be a little old fashioned in my thinking but if I'm flying an airplane that is not certified for light icing and departure point allows me to top all cloud and arrival area is also such that there is no ice I'm not going to cancel a flight because there is an area of forecasted icing between A&B that I am able to stay clear of. So making things black and white would be so much easier for us but the reality is we deal in varying shades of grey. I am not judging your situation because I have no information of the circumstances or type of aeroplane. I'm just making general comments and observations after spending a lot of time in aeroplanes with no deicing equipment. Back then most of us would have traded boots and props for a hot windscreen any day -- Damn I would have given my right -- well maybe not that but I would have traded my girlfriend for an NDB or 2 --

[dgeb]

I’ve lost a lot of sleep over this particular incident!!! My heart goes out to those that have paid the ultimate price, and those who still suffer.

A 703 CP is normally aware of the inexperience of his new hires, and is usually low time – relatively speaking. The CP can relate to the challenges that a green pilot faces in a difficult environment while building confidence and being part of good decision making.

On the other hand, an operation with a scope of 703, 704, and 705 – if the CP is not a 703 pilot - everything changes. The CP can never prevent terrible outcomes, but the CP can and should mitigate risk with a helping reassuring hand!!

God help us all – and we should do the same – AMEN.

[EPR]

I would have to say the "CP" in this company should most definitely be named a major contributer to the accident due to his input in the decision making process of this fatal flight.

[Widow]

I have requested the report from the TSB. I will post it when it is received.