History of the Flight
On October 12, 1993, at approximately 2130 CST, a Cessna 310R (registration C-GILR) departed Sandy Bay, Saskatchewan, on a chartered night flight to La Ronge. The aircraft had arrived at the aerodrome earlier that evening, having picked up passengers in Prince Albert and La Ronge. The return flight was delayed about one hour to meet passenger requirements. After boarding, the engines were started and the aircraft remained on the ramp for about three minutes before taxiing to runway 05. Witnesses observed the navigation lights and runway lights as the aircraft began its takeoff roll.
During takeoff, the aircraft accelerated normally, lifted off about two-thirds of the way down the runway, and entered a very shallow climb. Moments later, a brilliant flash was seen approximately half a mile northeast of the aerodrome. The aircraft had struck trees and crashed on the rocky shoreline of the Churchill River. All four occupants—the pilot and three passengers—sustained fatal injuries.
Wreckage and Impact
The initial impact occurred about 2,400 feet beyond the upwind end of runway 05, on a heading of 040 degrees magnetic. The aircraft was in a wings-level attitude with a low climb angle when it struck trees. Impact damage was extensive to the right wing and engine. The aircraft then rolled right, traveled 750 feet through trees, and struck the river shoreline inverted. It slid 150 feet before coming to rest. Both engines and propellers separated from the aircraft during the ground collision. Fuel from the left main tank ignited, and a fire engulfed the wreckage, causing additional damage. The high impact forces and post-crash fire made the accident unsurvivable.
Aircraft and Systems
The Cessna 310R was a twin-engine aircraft powered by two Continental IO-520-MB engines, each producing 285 horsepower, driving three-bladed McCauley propellers. It was properly equipped for night visual flight operations. Examination of the wreckage showed flight control continuity and integrity. The landing gear and landing lights were retracted, flaps were up. Both engines were examined and no pre-existing mechanical faults were found. Propeller damage indicated both were rotating at impact. The left propeller blades showed high power signatures; the right propeller blades were transitioning toward feather. The aircraft had undergone a 50-hour inspection on the day of the accident with no outstanding discrepancies.
Weight and Balance
The aircraft's weight and balance were within prescribed limits. The takeoff weight was estimated at 5,300 pounds, with the center of gravity near the forward edge of the envelope. The normal takeoff trim for such a loading was approximately 11 degrees nose-up, consistent with the elevator trim found at the crash site.
Environmental Conditions
No actual weather observations were available for Sandy Bay, but an area forecast indicated a broken ceiling at 3,000–4,000 feet above sea level, with visibility greater than six miles, occasionally dropping to two to four miles in light freezing drizzle and fog. Witnesses reported local ceilings around 3,500 feet above ground level, temperature near -2°C, and very light wind. The departure was conducted at night with no moon or other celestial illumination noted. The landing lights were retracted, reducing illumination.
Investigation Findings
The investigation determined that the pilot established a very shallow climb after takeoff, and the aircraft remained in that shallow climb, striking trees while in controlled flight before reaching cruise climb speed. Factors that may have contributed included poor ground and sky illumination, the absence of illumination from the landing lights (which were retracted), and deviation from the recommended night departure profile.