Rankin Inlet PC-12

[goingnowherefast]

https://www.cbc.ca/news/canada/north/ra ... -1.7196600

Sounds like everyone is okay.

[oldncold]

From the pic looks like the eng was not producing power at touchdown the looks only 2 bent blades from contact with ice surface .

Which leaves. The standard fuel questions a)enough fuel b) or frozen fuel filter that been in bypass for some time. C) ct or pt blade let go. All will be discovered by tsb.

Glad everyone ok. Time of year. Daylight only -15c with wind today helps increase survival

[goldeneagle]

From the pic looks like the eng was not producing power at touchdown

Looks feathered to me

[itsgrosswhatinet]

Great job being able to walk away from that! Good thing they were above the trees.

[EPR]

From the pic looks like the eng was not producing power at touchdown the looks only 2 bent blades from contact with ice surface .

Which leaves. The standard fuel questions a)enough fuel b) or frozen fuel filter that been in bypass for some time. C) ct or pt blade let go. All will be discovered by tsb.

Glad everyone ok. Time of year. Daylight only -15c with wind today helps increase survival

I'm going with a Power Turbine blade...50/1...lol

[RoAF-Mig21]

I had the opportunity to fly a PC-12 in the Arctic (left seat upgrade) but I chose to wait and go on the B200 instead.

There's no way I'd fly that over there. EVER! You can say whatever you want about how amazing its engine is, etc etc. Nope... not there. A PC12 is good in USA or Europe, maybe Southern Canada, but not in the North. They were lucky they were so close to a community. Even with arctic survival gear (which I'm sure they had), it's a precarious situation.

Now imagine you go down somewhere between Arctic Bay and Iqaluit in a PC12, in January.

[digits_]

I had the opportunity to fly a PC-12 in the Arctic (left seat upgrade) but I chose to wait and go on the B200 instead.

There's no way I'd fly that over there. EVER! You can say whatever you want about how amazing its engine is, etc etc. Nope... not there. A PC12 is good in USA or Europe, maybe Southern Canada, but not in the North. They were lucky they were so close to a community. Even with arctic survival gear (which I'm sure they had), it's a precarious situation.

Now imagine you go down somewhere between Arctic Bay and Iqaluit in a PC12, in January.

Yup. Or at night. Or with a 400 ft OVC...

Unless it turns out it was self induced (fuel, CFIT), this accident should serve as a warning against using SE aircraft where ME aircraft are typically required, not as proof of how safe the design is because nobody died here. That was pure luck. But again, unless it was self induced...

[pelmet]

From TSB....

C-FKGE, a Kudlik Aviation Pilatus PC-12/47 conducting flight KUK761, departed from Chesterfield
Inlet Airport (CYCS), NU to Rankin Inlet Airport (CYRT), NU. Shortly after starting the descent from
4000 feet ASL, the flight crew heard noise from the engine and then the engine (Pratt & Whitney
Canada PT6A-67B) lost power. The flight crew completed the associated memory items for the
engine power loss, declared a MAYDAY, and landed the aircraft on the sea ice with the gear in the
retracted position approximately 5 miles east of CYRT. The ELT did not activate automatically but
was manually activated. There were no injuries to the 2 crew and 1 passenger. The local RCMP
and fire department responded and arrived on site for rescue approximately 1 hour 20 minutes
after the landing.

[pelmet]

.

[The Champ]

Article from Feb about an AD on second stage power turbine blades on Pratt engines including -67B and P models used on PC12s. No idea if it’s related, but makes me wonder.

https://aviationweek.com/business-aviat ... emoval-ads

[itsgrosswhatinet]

If anyone was confused like me, the AD is from before the accident not as a result of this crash.

[J31]

May 7 2024

A Kudlik Aviation Pilatus PC-12/47 conducting flight KUK761, departed from Chesterfield Inlet Airport (CYCS), NU to Rankin Inlet Airport (CYRT), NU. Shortly after starting the descent from 4000 feet ASL, the flight crew heard noise from the engine and then the engine (Pratt & Whitney Canada PT6A-67B) lost power. The flight crew completed the associated memory items for the engine power loss, declared a MAYDAY, and landed the aircraft on the sea ice with the gear in the retracted position approximately 5 miles east of CYRT.
The ELT did not activate automatically but was manually activated. There were no injuries to the 2 crew and 1 passenger. The local RCMP and fire department responded and arrived on site for rescue approximately 1 hour 20 minutes after the landing.


https://aviation-safety.net/wikibase/38 ... PT6A%2D67B)%20lost%20power.

[fish4life]

That’s why in my mind they shouldn’t be operating in the arctic.

If this wasn’t winter where they got lucky there was ice (good job from the crew btw) they would have all been dead because the water is so cold by the time someone got to them hypothermia will have most likely gotten them even if they survived the crash.

[trey kule]

Single engine aircraft obviously have an issue with engine failures.
But in the bit picture, twins that have an engine failure fall out ofthe sky with one good engine, and the results are typically much more lethal.

My stats are a bit old. Someone should dig up the stats on engine failures in twins vs singles (turbines) and the fatality rates.

[goingnowherefast]

In the US, the PC-12 had a better safety record than the King Air for exactly that reason. However, looking at the training and proficiency requirements for these aircraft in the states, it starts to make sense. Anyone with enough money and a private pilot certificate can get a King Air and fly themselves around single pilot. Training requirements are minimal. It makes sense that lower proficiency private pilots struggles to hang onto a King Air single pilot and they Vmc roll into the ground. A PC-12 is not a whole lot different than a 172 in terms of difficulty after an engine failure.

Where the data changes is in Canada where a PC-12 and King Air (I'll add 1900 too) are all operated on an 703, 704 or 604 operating certificate with significantly higher pilot training requirements.

When was the last time a King Air or 1900 Vmc rolled in Canada? Not any in my memory. When was the last time a PC-12 had the engine fail and crashed in Canada? I can think of a couple. Luckily the PC-12 can fly slow, so the crash is almost always survivable. The airframe is usually destroyed.

So, flown by private pilots, a PC-12 is safer than a King Air.
Flown by professional pilots, and especially 2-crew, the King Air is safer.

[digits_]

In the US, the PC-12 had a better safety record than the King Air for exactly that reason. However, looking at the training and proficiency requirements for these aircraft in the states, it starts to make sense. Anyone with enough money and a private pilot certificate can get a King Air and fly themselves around single pilot. Training requirements are minimal. It makes sense that lower proficiency private pilots struggles to hang onto a King Air single pilot and they Vmc roll into the ground. A PC-12 is not a whole lot different than a 172 in terms of difficulty after an engine failure.

Where the data changes is in Canada where a PC-12 and King Air (I'll add 1900 too) are all operated on an 703, 704 or 604 operating certificate with significantly higher pilot training requirements.

When was the last time a King Air or 1900 Vmc rolled in Canada? Not any in my memory. When was the last time a PC-12 had the engine fail and crashed in Canada? I can think of a couple. Luckily the PC-12 can fly slow, so the crash is almost always survivable. The airframe is usually destroyed.

So, flown by private pilots, a PC-12 is safer than a King Air.
Flown by professional pilots, and especially 2-crew, the King Air is safer.

This!

And when comparing stats, make sure to only compare the last 25 years. No point in adding ancient pre CRM king air crashes to the stats.

[goldeneagle]

When was the last time a King Air or 1900 Vmc rolled in Canada? Not any in my memory.

The last one I remember, 27 October, 2011. Happened on short final to YVR. Crew of 2 operating under a 703 certificate with all the relevant training.