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 3947 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.