The following was posted on the YXS - Prince George Airport Facebook page this morning:
We were notified around 8:00 this morning that a cargo courier flight was overdue. Prince George Airport Emergency Services are on standby. We will continue to provide updates as they take place.
That's brutal. Please if anyone knows who the pilots are on that aircraft can you PM me and let me know if one of the pilots initials? im getting worried now.
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Last edited by arctic_slim on Tue Apr 14, 2015 11:41 pm, edited 1 time in total.
Always hoping for the best - but Lynn Valley and surrounding area is not a good place to go down. Lots of steep cliffs, deep valleys, and trees - no place to set down if anything bad went down.......
180 wrote:Fingers crossed for a positive outcome here...sure hope it's not a repeat of the 2005 NT King Air accident North of Squamish.
Doesn't look like it from what I can tell...they were well above the nearby terrain and above the MEA on V347. The flightaware track ends just as they intercepted the airway.
From listening to the Live ATC archive, they were cleared to 16,000ft which they acknowledged, and then there are no further transmissions from then. A while later another aircraft is asked to try to contact them on company frequency, and then another aircraft is asked to listen for an ELT signal.
I feel sick even thinking of having to ever put down in the terrain around Vancouver. Does anyone know if cargo planes require TAWS? It always blew me away when I began flying out west in the rocks that TAWS was not mandatory. I know things have changed for some operations recently, but the thought of not upgrading your planes because it is not a legal requirement is fucked up.
My thoughts are with all my peers and those affected.
Dont really see how having TAWS would make any difference. The last radar plot and altitude shows them going thru about 8000 and climbing, speed around 240 knots. They were well above terrain in the immediate area by that time, and at the rate they were climing, another minute and a bit would put them above all terrain between that position and the intended destination.
Highly unlikely this is a case of blindly and unknowingly flying into cumulus granite. Something else happened.
BBQ Chips wrote:I feel sick even thinking of having to ever put down in the terrain around Vancouver. Does anyone know if cargo planes require TAWS? It always blew me away when I began flying out west in the rocks that TAWS was not mandatory. I know things have changed for some operations recently, but the thought of not upgrading your planes because it is not a legal requirement is fucked up.
My thoughts are with all my peers and those affected.
goldeneagle wrote:Dont really see how having TAWS would make any difference. The last radar plot and altitude shows them going thru about 8000 and climbing, speed around 240 knots. They were well above terrain in the immediate area by that time, and at the rate they were climing, another minute and a bit would put them above all terrain between that position and the intended destination.
Highly unlikely this is a case of blindly and unknowingly flying into cumulus granite. Something else happened.
I never said TAWS would have made a difference, but I am damn sure that having a tool which tells you where the rocks are when you are in a pinch is never a bad thing.
"The high-probability zone that we're currently searching is northeast of Vancouver by about 14 kilometres. It's between Grouse Mountain and just south of Cathedral Mountain," Trenholm said. "It's simple math, just looking at the flight plan. This aircraft had a true airspeed of 269 knots, plus the location of where it was lost on radar." from Vancouver Sun
180 wrote:Fingers crossed for a positive outcome here...sure hope it's not a repeat of the 2005 NT King Air accident North of Squamish.
Doesn't look like it from what I can tell...they were well above the nearby terrain and above the MEA on V347. The flightaware track ends just as they intercepted the airway.
From listening to the Live ATC archive, they were cleared to 16,000ft which they acknowledged, and then there are no further transmissions from then. A while later another aircraft is asked to try to contact them on company frequency, and then another aircraft is asked to listen for an ELT signal.
Thanks for pointing that out CpnCrunch. Appreciated.
Pretty lousy day to be out, with moderate to severe turbulence up and down the Coast. And, the moderate to severe icing, from around 3000' - 14,000', again along the Coast.