C-FTWO, a privately registered amateur built Murphy Rebel departed Squamish Municipal Airport
(CYSE), BC, on a recreational flight under visual flight rules to Courtenay Airpark (CAH3), BC, with
the pilot and 1 passenger on board. At approximately 1721 PDT the aircraft struck terrain 13 NM
south southwest of CYSE. The pilot and passenger were fatally injured. The aircraft ELT activated,
along with an automatic cellphone emergency notification system. The aircraft was destroyed.
There was a post-crash fire, with minimal damage to the environment.
The TSB deployed to the site and is investigating the occurrence.
From TSB regarding an accident in May.
https://vancouversun.com/news/squamish- ... howe-sound
Murphy Rebel Crash BC
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Re: Murphy Rebel Crash BC
The TSB report is out, and it's unbelievable: https://www.tsb.gc.ca/eng/rapports-repo ... p0054.html
IMC with no instrument rating, the pilot declined a weather briefing, the aircraft's journey log hadn't had an entry in two years, and it was 94 days overdue for its annual inspection.
However, what really makes this outrageous is that a bunch of the pilot's friends piled into a chopper, headed to the crash site without talking to anyone on the radio, almost hit the SAR Cormorant that was already working there and had to back off, and then dropped off a passenger instead of letting the SAR techs do their jobs.
IMC with no instrument rating, the pilot declined a weather briefing, the aircraft's journey log hadn't had an entry in two years, and it was 94 days overdue for its annual inspection.
However, what really makes this outrageous is that a bunch of the pilot's friends piled into a chopper, headed to the crash site without talking to anyone on the radio, almost hit the SAR Cormorant that was already working there and had to back off, and then dropped off a passenger instead of letting the SAR techs do their jobs.
Just infuriating. Is there a gang of hotshot PPLs with egos bigger than the Chief hanging out at YSE?Some recipients of the pilot’s phone crash notification elected to fly to the occurrence location and did so in a civilian Aerospatiale AS350 B2 helicopter (AS350) while SAR operations were in progress...
The AS350, carrying 3 passengers in addition to the pilot, was not involved in official SAR efforts. Although no NOTAM was issued, the investigation determined that the pilot was aware of the SAR operations taking place in the vicinity of the occurrence location before undertaking the flight to travel there.
After arriving in the SAR area of operations, the AS350 helicopter became a traffic conflict for the Cormorant. The AS350 was reportedly operating at the same altitude and flying directly toward the Cormorant already in the area. The crew of the Cormorant elected to depart the search area and moved approximately 1 mile away for their own safety because communication could not be established with the AS350 on CYSE’s traffic frequency, nor on 123.2 MHz, which is reported to be commonly used in the Howe Sound area. The investigation determined that neither helicopter was monitoring 126.7 MHz.
Without communicating with the Cormorant, the AS350 landed near the occurrence location, depositing 1 of the 3 passengers on the ground. The Cormorant subsequently established radio communication with the AS350’s pilot and instructed him to leave the area. The AS350 departed, but the pilot did not communicate during its departure or indicate that it was clear of the area.
Re: Murphy Rebel Crash BC
So four aircraft attended: SAR Herc, SAR Cormorant, an unnamed B.C. Search and rescue helicopter (dispatched, unsure if it attended), and the miscreant A350 B2, presumably privately owned.
No value in the “he didn’t check the GFA” or talk to a briefer finding. Local flight. Local weather, if you can’t turn around if you don’t like the weather, then something was missed in your training. Sounds like he tried to climb instead of maintaining good visual and following the shoreline. Risky if you are not IFR competent, as in (as the report points out) recent actual experience in flying instruments without ground reference, like in cloud.
At least the ELT worked, this time. Even though it was somewhat redundant.
Good lesson on maintaining a listening watch on the appropriate frequencies. I’d use 123.2 and 121.5 in that area, Cormorant probably had 121.5 up on guard. Or would the wa-wa of the ELT drown it out?
No value in the “he didn’t check the GFA” or talk to a briefer finding. Local flight. Local weather, if you can’t turn around if you don’t like the weather, then something was missed in your training. Sounds like he tried to climb instead of maintaining good visual and following the shoreline. Risky if you are not IFR competent, as in (as the report points out) recent actual experience in flying instruments without ground reference, like in cloud.
At least the ELT worked, this time. Even though it was somewhat redundant.
Good lesson on maintaining a listening watch on the appropriate frequencies. I’d use 123.2 and 121.5 in that area, Cormorant probably had 121.5 up on guard. Or would the wa-wa of the ELT drown it out?
