Keewatin overrun in Sanikiluaq, Nunavut

[sunfm]

https://www.cbc.ca/news/canada/north/sa ... Eh9DIvyzD0

[200Above]

I find this ironic.

They won't hire individuals who have failed a PPC or been in an accident.

Failing a PPC is a humbling experience. More importantly, it's also a great (but unfortunate) way to learn.

[RoAF-Mig21]

Glad everyone's okay.

I flew into YSK many times and it was my least favorite airport. The runway is awful (even by northern standards) and it's not positioned properly given the predominant winds. God I hated flying there for those reasons.

[PilotZum]

That's some tough flying out there in these conditions. I'm glad everybody is ok.

EIC got plenty of money to go buy another plane.

[bobcaygeon]

Looks like another lovely day on the Belcher Islands...
RWY is 09/27 with LPV minimums of 250' and 1 sm.

[PostmasterGeneral]

22 knot direct crosswind, onto what was usually always an icy runway. Havent been to Sani in years, but it was never fun.

[pdw]

22 knot direct crosswind, onto what was usually always an icy runway.

If slippery enough, an increasingly high crosswind cornering force (despite heavier being good for grip there) starts to compromise av-tire traction even before/as needed braking must be applied for slowing/stopping.

[cdnavater]

22 knot direct crosswind, onto what was usually always an icy runway.

If slippery enough, an increasingly high crosswind cornering force (despite heavier being good for grip there) starts to compromise av-tire traction even before/as needed braking must be applied for slowing/stopping.

Holy @#$!, braking must be applied for slowing/stopping! Why didn’t anyone tell me, I’ve been using the ziggy/zaggy method for so long, this maneuvering characteristic isn’t available on all av types, so I was wondering what others did, now I know!
As for the cornering force, it works on the zaggy, not so much for the ziggy, unless, well that might be too complicated to explain, pdw, your thoughts?

[rookiepilot]

22 knot direct crosswind, onto what was usually always an icy runway.

Ick.

[pelmet]

22 knot direct crosswind, onto what was usually always an icy runway. Havent been to Sani in years, but it was never fun.

Most of the Arctic airports seemed to be had packed/compacted snow throughout the winter which I found to have reasonably good friction(until the sun got at it in the spring). I have only been to Saniqiluaq a few times, mostly in the summer(with pretty strong winds). Does it tend to be icier than other northern airports?

[fish4life]

It’s a 3800’ runway in a king air you shouldn’t need much if any braking

[FICU]

Been to Sani many times in a Merlin 2A and King Air 200. I never had the feeling that I did not want to go in adverse weather but it was going to be challenging. Good memories and a number of amazing sani-stone carvings from that place.

Is the runway still a bowl?

[PostmasterGeneral]

22 knot direct crosswind, onto what was usually always an icy runway. Havent been to Sani in years, but it was never fun.

Most of the Arctic airports seemed to be had packed/compacted snow throughout the winter which I found to have reasonably good friction(until the sun got at it in the spring). I have only been to Saniqiluaq a few times, mostly in the summer(with pretty strong winds). Does it tend to be icier than other northern airports?

The answer to that one is I guess, "it depends." All of those strips are gravel, so if it's plowed deep, there's good traction to be had, but if it's been hard packed with snow, and had drifts across it for weeks, that's another story. I seem to remember that Sani was always hammered by the wind, it's quite exposed. The article calls this an overrun, but was it that or skidding off the side? If it was off the end, could be something as simple as floating way too long on touchdown.

[PostmasterGeneral]

22 knot direct crosswind, onto what was usually always an icy runway.

Ick.

I revise my previous statement. I was looking at the wrong METAR. Looks like it was closer to 40-42 sustained with a 47 knot gust, almost directly across the runway, in 1/8 mile vis.

[rookiepilot]

22 knot direct crosswind, onto what was usually always an icy runway.

Ick.

I revise my previous statement. I was looking at the wrong METAR. Looks like it was closer to 40-42 sustained with a 47 knot gust, almost directly across the runway, in 1/8 mile vis.

!

[pelmet]

22 knot direct crosswind, onto what was usually always an icy runway. Havent been to Sani in years, but it was never fun.

Most of the Arctic airports seemed to be had packed/compacted snow throughout the winter which I found to have reasonably good friction(until the sun got at it in the spring). I have only been to Saniqiluaq a few times, mostly in the summer(with pretty strong winds). Does it tend to be icier than other northern airports?

The answer to that one is I guess, "it depends." All of those strips are gravel, so if it's plowed deep, there's good traction to be had, but if it's been hard packed with snow, and had drifts across it for weeks, that's another story. I seem to remember that Sani was always hammered by the wind, it's quite exposed.

Drifts across it for weeks? Or do you mean conditions conducive to drifting snow for weeks. I do remember the one time I went there in the winter that it seemed like the houses were pretty snowed in(or drifted over) but it was night time.

[roscoe]

First time into the Belchers, February 1964, crosswind was not a problem, there were miles of "runway" to be had. Photo is not at the Belcher Island post, but you get the idea. HBC DC3 CF=-ETE.

CF-ETE0036.jpg (266.89 KiB) Viewed 5025 times

[Dias]

Landing on ice in a crosswind is pretty simple, you just crab the whole way down the runway. Stopping though can be a problem if you are relaying on tire traction to slow down. Luckily most of the aircraft I flew up north could stop easily with only propeller and aerodynamic forces so tire traction was not required. If you're airplane can't do that you better be sure there is enough traction to stop.

[PostmasterGeneral]

Landing on ice in a crosswind is pretty simple, you just crab the whole way down the runway. Stopping though can be a problem if you are relaying on tire traction to slow down. Luckily most of the aircraft I flew up north could stop easily with only propeller and aerodynamic forces so tire traction was not required. If you're airplane can't do that you better be sure there is enough traction to stop.

In a 47 knot crosswind?

Its been many years since I've flown a King Air 200, but I seem to remember them having a pretty good tendency to weather vane with that big tail.

[2112]

Looks like the position is open now, just don't fail that PPC.

[indieadventurer]

One of the most talented pilot's I've ever known failed a PPC once.

It could happen to anyone and disqualifying an applicant based on a previous failure, without context or knowledge of what happened, is their loss as a company.

This policy doesn't seem to be working out for them anyways

[Invertago]

Job ad reposted a day after the crash? Too soon?

viewtopic.php?t=152058

Position: BE20 Captain
Status: Permanent, rotational full-time position
Salary: Per CBA

Minimum Experience:
 Valid ATPL and Instrument Rating;
 2000 hours total fixed wing time;
 500 hours multi-engine pilot in command;
 500 hours flight time in IMC;
 Have commercial flying experience in Canada (within the last 4 years);
 Be able to demonstrate knowledge of the content of a Company Operations Manual, Standard Operating Procedures, and the provisions of the Regulations and Standards necessary to carry out the duties and responsibilities of the position;
 Pilot’s personal record in relation to aviation shall not include any conviction under subsection 7.3(1) of the Aeronautics Act; or (II) two or more convictions, occurring during separate unrelated events, under the Canadian Aviation Regulations;
 Have strong written, verbal, and interpersonal skills;
 Candidates who have failed PPC and IRT’S will not be considered;
 Must possess a valid Canadian Passport;
 Fully Vaccinated with a Canadian approved COVID 19 Vaccination;
 Legally able to enter the United States;
 Must provide a clear - Criminal Records, Child Abuse Registry and Vulnerable Sectors Check;
 Preference will be given to those that hold a current BE20 endorsement;
 A six month probationary period is assigned to this position;
 An 18 month training loan agreement is also applicable;

 Keewatin Air LP reserves the right to hire the most suitable internal or external candidate as a result of this competition. Only those candidates who screen into the aforementioned criteria will be considered and contacted to participate in the competitive process.

Please email your cover letter and resume directly to pilotcareers@keewatinair.ca.

[pdw]

Too soon? No not if it was me ( I bet anyone’s frustration level could be reached after finishing a landing description like that alive).

your thoughts pdw?

Ok (Cdnavater)
(roughly so far)
44-47 knots ?
from
324true ?
251true centreline (Rwy 27 is 266m less 15var)
73 degrees right crosswind ?


This looks like rollout on 3807ft comes out of 30 degree right crab if it’s around 90kt touchdown, with probably lots of extra power (management) then required to keep the full load on that runway. Would the alternate have been any better … not if ice catch in progress, … better make the first approach count …

[Antique Pilot]

Looks like another lovely day on the Belcher Islands...
RWY is 09/27 with LPV minimums of 250' and 1 sm.

Was there ever another location for the runway at SK? I was there in a Twin Otter out of Churchill in March 1973. The runway was about 1200’ long at that time. I thought it might have been more of a north-south orientation but it was a long time ago.

AP

[oldncold]

OPs Says go/ or severe repercussions implied. pic knows the trip is tricky given the wx says no , ops blows gasket. ops says wtf pilot says ok after 20 min discussion with crew and quick txt to wife . . the issue is this > tc regs say pilot has last n final say about safety in 703 ops yet. most 703 sops's undermine that final go/no go authority and throw the pic under the bus or into the snow bank if you prefer, . . been into that runway on several occasions .

a twin otter driver with a bizzillion hours said if the wind is crazy strong , told me that if the x wind is better than 17 knots calculated 90 ' on approach. then line up on the edge of the runway upwind touch down just inside the lights upwind and allow some push towards the other side as you roll out you gain about 10 percent in length and more room . Of course easy on the brakes. appropriate beta/reverse.