Multiple deaths in Alberta plane crash
Last Updated: Friday, September 24, 2010 | 5:25 PM MT
CBC News
The light plane crashed outside of Sundre, Alta., on Friday. Several people have been killed in a small plane crash northwest of Calgary, the RCMP said Friday afternoon.
There were no survivors, the Mounties said.
Sundre, the site of the crash, is about 130 kilometres northwest of Calgary.
Sundre RCMP said they responded shortly before 2 p.m. MT to a 911 call of a possible plane crash about eight kilometres west and 1.5 kilometres north of town.
A small aircraft of unknown make crashed in a farmer's field, according to an RCMP news release. There were "several" occupants on board but no survivors, the release said.
Sundre RCMP, the Transportation Safety Board of Canada and the Calgary medical examiner's office are investigating.
Fatal Crash in AB, Sept. 24 2010
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Fatal Crash in AB, Sept. 24 2010
http://www.cbc.ca/canada/calgary/story/ ... ml?ref=rss
Re: News Link re. Alberta Plane Crash
Brutal.
Anyone know more about this?
Anyone know more about this?
Re: Fatal Crash in AB, Sept. 24 2010
Edmonton newspapers say it was a Cirrus SR22 and there were no survivors.
The average pilot, despite the somewhat swaggering exterior, is very much capable of such feelings as love, affection, intimacy and caring.
These feelings just don't involve anyone else.
These feelings just don't involve anyone else.
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bizjets101
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Re: Fatal Crash in AB, Sept. 24 2010
Just saw it on CTV - Sad.
Is it just me, or do those Cirrus products seem to fail more often then others?
Is it just me, or do those Cirrus products seem to fail more often then others?
Re: Fatal Crash in AB, Sept. 24 2010
I was flying up in that area all day today, CFN7 and CFR7, never heard anything. My condolences to all involved.
Re: Fatal Crash in AB, Sept. 24 2010
One eyewitness account reports the aircraft "spiraling" towards the ground prior to impact, no mention of CAPS deployment. There was another Cirrus (SR-20 I believe) that impacted terrain in northern Alberta several years ago in which 3 people perished, TSB confirmed that CAPS was never deployed in that crash. It will be interesting to see if that is the case here as well. My condolences to the friends and family of those lost today, very tragic.
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bizjets101
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Re: Fatal Crash in AB, Sept. 24 2010
Some interesting notes from the Cirrus Owner's website.
When to pull the chute - click here
In a Cirrus, with the Cirrus Airframe Parachute System, pilots have a unique opportunity to use this last-resort safety option. Except, you don't have the time to think about it during the moment. Cirrus pilots must decide before taking off what they will do when you lose engine power on departure.
Here is the presentation slide that we now use in the Normal and Emergency Procedures section of the Cirrus Pilot Proficiency Program (CPPP). Credit for these ideas go to seminal work by The Flight Academy and Simtrain, the folks who train a lot of Cirrus pilots and provide full-motion simulator experiences. See these blogs CAPS ADM Defined and Here's when you use the CAPS:
Upon take-off, climb at Vy to get to CAPS altitude in the least amount of time (and not Vx to get there in the least amount of distance). The 500' AGL and 2000' AGL are guidelines, so for each departure, determine what altimeter reading corresponds to the decision points and make call-outs to emphasize what you would do next:
* Below 500' AGL, NO CAPS
* Above 500' AGL, CAPS NOW!
* Above 2000' AGL, Consider CAPS
The demonstrated loss of altitude when CAPS was activated in level flight was 400 feet. In a 1-1/2 spin, the demonstrated loss of altitude was 920 feet. In a climb, perhaps you can delay a few moments and still have enough altitude for CAPS viability. Below that viable altitude, you have few good options, so plan to land straight ahead and reduce impact energy as much as possible. Do not stall the aircraft! That will point the nose down and increase the likelihood of a severe impact and consequent injury to people in the plane.
Above 500' AGL, CAPS is viable. Except it takes a few moments to recognize that bad things are happening and then a few moments more to decide what to do, and a few moments more to actually reach up to the CAPS handle and activate the system -- pull the CAPS handle forward out of the holder and then use both hands to pull down. Realize that those few moments add up quickly. Too many and you will have lost too much altitude for CAPS to fully deploy.
Above 2000' AGL, you have both altitude and time to consider your options. But set a hard floor that if you do not have a landing assured when you cross 1000' AGL, you will pull the CAPS handle. Return-to-the-airport maneuvers are challenging, and often not successful, resulting in stalls with nose-first impacts or in an uncontrolled stall/spin into the ground. For reference, CPPP prohibits practicing return to airport maneuvers below 3,000 feet AGL. And remember that at best glide of 88 knots the aircraft descends at 900 fpm, giving you limited time to decide and act.
When pilots have gone into the simulator to practice departures with loss of engine power, even with these criteria in mind, they often fail to react quickly enough. We mean it when we say CAPS NOW!
from Rick Beach
When to pull the chute - click here
In a Cirrus, with the Cirrus Airframe Parachute System, pilots have a unique opportunity to use this last-resort safety option. Except, you don't have the time to think about it during the moment. Cirrus pilots must decide before taking off what they will do when you lose engine power on departure.
Here is the presentation slide that we now use in the Normal and Emergency Procedures section of the Cirrus Pilot Proficiency Program (CPPP). Credit for these ideas go to seminal work by The Flight Academy and Simtrain, the folks who train a lot of Cirrus pilots and provide full-motion simulator experiences. See these blogs CAPS ADM Defined and Here's when you use the CAPS:
Upon take-off, climb at Vy to get to CAPS altitude in the least amount of time (and not Vx to get there in the least amount of distance). The 500' AGL and 2000' AGL are guidelines, so for each departure, determine what altimeter reading corresponds to the decision points and make call-outs to emphasize what you would do next:
* Below 500' AGL, NO CAPS
* Above 500' AGL, CAPS NOW!
* Above 2000' AGL, Consider CAPS
The demonstrated loss of altitude when CAPS was activated in level flight was 400 feet. In a 1-1/2 spin, the demonstrated loss of altitude was 920 feet. In a climb, perhaps you can delay a few moments and still have enough altitude for CAPS viability. Below that viable altitude, you have few good options, so plan to land straight ahead and reduce impact energy as much as possible. Do not stall the aircraft! That will point the nose down and increase the likelihood of a severe impact and consequent injury to people in the plane.
Above 500' AGL, CAPS is viable. Except it takes a few moments to recognize that bad things are happening and then a few moments more to decide what to do, and a few moments more to actually reach up to the CAPS handle and activate the system -- pull the CAPS handle forward out of the holder and then use both hands to pull down. Realize that those few moments add up quickly. Too many and you will have lost too much altitude for CAPS to fully deploy.
Above 2000' AGL, you have both altitude and time to consider your options. But set a hard floor that if you do not have a landing assured when you cross 1000' AGL, you will pull the CAPS handle. Return-to-the-airport maneuvers are challenging, and often not successful, resulting in stalls with nose-first impacts or in an uncontrolled stall/spin into the ground. For reference, CPPP prohibits practicing return to airport maneuvers below 3,000 feet AGL. And remember that at best glide of 88 knots the aircraft descends at 900 fpm, giving you limited time to decide and act.
When pilots have gone into the simulator to practice departures with loss of engine power, even with these criteria in mind, they often fail to react quickly enough. We mean it when we say CAPS NOW!
from Rick Beach
- Cirrus CAPS.png (124.39 KiB) Viewed 3438 times
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wee_in_yyc
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Re: Fatal Crash in AB, Sept. 24 2010
Looks like this one: http://www.flickr.com/photos/7903090@N06/3865898987/
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FlaplessDork
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Re: Fatal Crash in AB, Sept. 24 2010
I was a Cirrus Instructor in AB for a while. Can anyone PM me the ident and the names? Hoping it wasn't anyone I know. Condolences.
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bizjets101
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Shiny Side Up
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Re: Fatal Crash in AB, Sept. 24 2010
We can't stop here! This is BAT country!
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SierraPoppa
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Re: Fatal Crash in AB, Sept. 24 2010
Owner/pilot named in linked article.FlaplessDork wrote:I was a Cirrus Instructor in AB for a while. Can anyone PM me the ident and the names? Hoping it wasn't anyone I know. Condolences.
http://calgary.ctv.ca/servlet/an/local/ ... algaryHome
Condolences to family.
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North Shore
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Re: Fatal Crash in AB, Sept. 24 2010
Condolences to all.
Say, what's that mountain goat doing up here in the mist?
Happiness is V1 at Thompson!
Ass, Licence, Job. In that order.
Happiness is V1 at Thompson!
Ass, Licence, Job. In that order.
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flyinthebug
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Re: Fatal Crash in AB, Sept. 24 2010
X2 RIPNorth Shore wrote:Condolences to all.
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bizjets101
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Re: Fatal Crash in AB, Sept. 24 2010
Aircraft was a delivered brand new to the owner in November 2005. Aircraft was listed on Controller for sale for 259K, fully loaded GTS minus air. Notes include, that the aircraft had
a total time since new, of 515 hours, and only one owner.
So roughly 100 hours a year for five years flight experience in this aircraft. As this appears to have been a flight demonstration for a potential sale, it may be very difficult for TSB to ascertain exactly what was going on prior to this accident.
There have been several tragic losses for the Springbank aviation community recently, very sad to add another. For those involved, family, friends, associates - please accept my condolences for your loss.
a total time since new, of 515 hours, and only one owner.
So roughly 100 hours a year for five years flight experience in this aircraft. As this appears to have been a flight demonstration for a potential sale, it may be very difficult for TSB to ascertain exactly what was going on prior to this accident.
There have been several tragic losses for the Springbank aviation community recently, very sad to add another. For those involved, family, friends, associates - please accept my condolences for your loss.
