The Flight
A Beech King Air BE-A100, registration C-GAIK and serial number B-104, departed Puvirnituq, Quebec, under instrument flight rules for a scheduled flight to Kuujjuaq, Quebec. On board were two crew members, four passengers, and cargo. The cargo included company employee Christmas presents intended for a gathering that evening.
The crew conducted an instrument landing system (ILS) approach to Runway 07 at Kuujjuaq Airport in instrument meteorological conditions. Touchdown occurred at 1943 eastern standard time. Immediately after landing, the aircraft began skidding to the right, departed the landing surface, and came to rest 1600 feet from the threshold and 40 feet to the right of the runway. The aircraft was substantially damaged, but none of the crew or passengers was injured.
Weather and Runway Conditions
Strong crosswinds and a slippery runway surface had been reported by the Kuujjuaq Flight Service Station (FSS) personnel. At 1900, the weather at Kuujjuaq was: winds 310°T at 28 knots gusting to 38 knots, visibility 1/8 statute mile, runway visual range (RVR) for Runway 07 of 2600 feet, moderate snow, heavy blowing snow and drifting snow, vertical visibility 200 feet, temperature −15°C, dew point −17°C, altimeter 29.09. During the approach, winds were broadcast three times as from 320° magnetic at 30 knots gusting to 45 knots.
The runway surface condition (RSC) reports indicated Runway 07/25 had 90 per cent frost and 10 per cent compacted snow, with a Canadian runway friction index (CRFI) of 0.31. Runway 13/31 had 60 per cent compacted snow and 40 per cent six-inch snow drifts. The aircraft landed with a crosswind component between 28 and 44 knots and a tailwind component between 10 and 15 knots. The Beech King Air A100 flight manual states a maximum demonstrated crosswind component of 25 knots, which is not a limitation.
Crew and Procedures
Both pilots held required licenses and had completed a two-day company cockpit resource management (CRM) course. The captain had approximately 5500 total flying hours, with 1500 hours on type; the first officer had about 3800 total hours, with 300 hours on type. The captain was the pilot flying; the first officer was pilot not flying.
Flight preparation, en route procedures, approach briefing, and checklist items were completed as prescribed by company guidelines. However, a landing briefing was not conducted, and considerations for a crosswind landing on a slippery runway were not discussed. The captain intended to land on Runway 07, but this was not clearly communicated to the first officer, who anticipated an approach to Runway 07 followed by either a circling approach to Runway 31 or a missed approach to the alternate.
Aircraft and Airport Information
Kuujjuaq Airport is operated by the Kativik Regional Government. Snow removal and runway condition reporting followed the Kuujjuaq Airport Snow Removal Manual. The James Brake Index (JBI) decelerometer used for CRFI calculations was functioning correctly, with an annual calibration completed in September 2004.
The King Air A100 was Raisbeck-equipped (quiet turbofan propellers, dual aft body strakes, and increased gross weight). According to Raisbeck performance charts, the landing distance with a 10-knot tailwind would be 2300 feet. With a 30-knot crosswind, the minimum CRFI would be 0.56; with 45-knot gusts, the minimum CRFI would be 0.75.
The Aeronautical Information Publication and Canada Flight Supplement provide a reference chart for recommended maximum crosswind components based on CRFI. At the maximum gust of 45 knots, the crosswind component would be about 40 knots, with a recommended minimum runway friction coefficient of about 0.7.
Runway Excursion
The final approach leg was stable with light turbulence. The runway environment was visible two nautical miles from the threshold. When the aircraft began skidding to the right after touchdown, the captain selected power levers to reverse, but the engines did not spool up quickly enough to aid directional control before the aircraft left the runway. The captain advised FSS of the excursion, and help was sent to assist occupants. No aircraft malfunctions were reported.
The investigation noted that the combination of wind speed, wind direction, and reduced runway friction made it unlikely that the crew could have maintained control on landing. The fact that the first officer was unaware of the captain's intention to land on Runway 07 did not allow the crew to properly assess the risk of landing on a slippery runway in strong crosswinds.
Aftermath
There were no injuries. The aircraft sustained substantial damage.