Accident Summary
On 5 November 2005, a Cessna 172M, registration C-GPUL, operated by Grondair, was chartered by the Quebec ministère des Ressources naturelles et de la Faune (Department of Natural Resources and Wildlife) for night aerial surveillance of poaching activities. The aircraft departed Saint-Frédéric aerodrome at approximately 2145 Eastern Standard Time on a visual flight rules (VFR) flight. Shortly after takeoff, due to foggy conditions, the chief of operations on board redeployed ground teams to an area south of the originally planned surveillance zone. The aircraft was reported missing at about 2300 and was found three days later in a wooded area 7 nautical miles southwest of Saint-Georges aerodrome. After striking treetops, the aircraft crashed in an inverted position and caught fire. The three occupants—the pilot and two wildlife protection officers—sustained fatal injuries.
Aircraft and Crew
The Cessna 172M (serial number 17275607) is a single-engine high-wing model capable of carrying a pilot and three passengers. The aircraft was certified, equipped, and maintained in accordance with existing regulations. Its last inspection was a 200-hour overhaul on 14 October 2005. At the time of the accident, there were no deferred maintenance items except for an unserviceable DME, which was placarded. The aircraft was equipped for night flight and instrument flight rules (IFR) but lacked an autopilot, ground proximity warning system, radio altimeter, and GPS—none of which were required by regulations. The aircraft had two VHF radios; no messages from the pilot were received by air traffic control. An open microphone was briefly recorded at 2214 on a frequency. The aircraft was also equipped with two-way FM radios for communication with ground teams.
The pilot held a valid licence issued in September 2001, with an instrument rating and night endorsement obtained in February 2002, and a Class 1 instructor rating from March 2004. He served as assistant chief instructor at Grondair and had a total of 2,560 flying hours, including 378 hours at night and 255 instrument hours. He was described as being in good health and fit to fly, not taking any prescription medication. On the day of the accident, he began duty at 0836 and arrived at Saint-Frédéric at 1216. After office work, he went home around 1500, where he mentioned being tired and that the scheduled night flight would be risky due to fog, but he did not relay these concerns to the company. He slept about one hour and left home at about 1700 to return to the aerodrome for more office work.
Weather Conditions
The Atmospheric Environment Service did not maintain a weather station at Saint-Frédéric aerodrome. The pilot obtained weather information from nearby stations (Québec, Mirabel, Sherbrooke, Saint-Hubert) via the NAV CANADA website at 1812, checking terminal aerodrome forecasts, aviation routine weather reports, graphic area forecasts, and wind/temperature aloft forecasts. None described actual conditions along the planned route, but the pilot determined they were favourable for VFR flight. At 1946, he filed a flight plan with the Québec flight information centre (FIC), declining a weather briefing because he had already obtained information.
Several witnesses reported fog over the planned surveillance area before takeoff. Persons near the crash site heard an aircraft at low altitude but did not see it, and they noticed fog in the vicinity. At about 2330, another Grondair Cessna 172 en route to Saint-Frédéric diverted to Saint-Georges when fog prevented VFR flight 20 miles south of its destination. The accident pilot flew over the Beauce VOR/DME at about 2340, then performed a VOR instrument approach to Runway 06. Fog covered the ground between the VOR and the aerodrome; the pilot saw runway lights from 3 miles west. A commercial pilot at the aerodrome shortly before the accident noticed haze and marginal visibility.
Graphic area forecasts issued at 1241 and 1841 indicated marginal VFR conditions forecast from 1900, with occasional IFR conditions (ceilings 800 feet agl, visibility 2 miles in rain showers) and fog south of the St. Lawrence River valley. At 2200, automated stations at Beauceville and Saint-Hilaire-de-Dorset—12 nm north and 11 nm south of the accident site—recorded no temperature-dew point spread, conditions favourable for fog formation.
Flight History
The flight was conducted in uncontrolled airspace; Saint-Frédéric and Saint-Georges aerodromes are uncontrolled and do not provide ATC services. The pilot did not carry instrument approach charts. Before boarding, he suggested possibly diverting to Sherbrooke or Montréal due to fog. Just before takeoff, while at the Runway 05 threshold, he informed the company he would take off to assess the weather and return if conditions were unfavourable. After departure, a wildlife protection officer redeployed ground teams south because fog prevented visual ground references.
Radar data from the Québec radar showed a primary echo 1 nm east of Saint-Frédéric at 2149. The target made a 180° right turn and disappeared at 2154, 5 nm southwest of the aerodrome. No other primary or secondary echoes were observed in the area during the flight. The transponder was not operating, and the aircraft likely flew below the radar floor (approximately 1300 feet agl at Saint-Frédéric, raising to 3600 feet agl in the Saint-Georges area).
During the flight, the wildlife protection officer/navigator communicated with ground teams via FM radio. Messages indicated that fog prevented them from establishing their position relative to the ground. No one on board used a cellular telephone. Data from the FM radio system were overwritten before they could be saved due to a lack of emergency procedures.
Investigation Findings
The investigation did not determine whether the pilot activated the ARCAL system at Saint-Georges aerodrome, as the UNICOM station had shut down at 1800 and no one was present. Transport Canada had granted Grondair an exemption to operate with navigation lights off during surveillance, requiring the pilot to maintain 1000 feet agl, fly VFR at all times, transmit position on appropriate frequencies, and keep lights on when not conducting surveillance. The aircraft was found inverted in a wooded area, having struck treetops and caught fire.