History
On January 4, 1994, at 1805 Atlantic Standard Time (AST), Piper Navajo Chieftain C-GNPG, operating as Empress 204, departed Moncton, New Brunswick, on a scheduled courier flight to Bathurst. The aircraft carried a two-pilot crew and no cargo. The flight proceeded direct to Bathurst at 8,000 feet above sea level. At 1820 AST, Moncton Area Control Centre cleared the aircraft for an approach. The co-pilot contacted Bathurst UNICOM, informing the operator that the crew would conduct the non-directional beacon/distance measuring equipment (NDB/DME) runway 10 approach.
During the approach, the aircraft struck trees at an elevation of 450 feet asl, approximately 0.75 nautical miles inside the Bathurst beacon and 3.75 nautical miles from the airport. The accident occurred at 47°36′N, 065°49′W, around 1845 AST, during darkness and instrument meteorological conditions. The crew sustained fatal injuries.
Aircraft and Crew
The aircraft was a 1977 Piper PA31-350 Navajo Chieftain (serial number 317752119) with a valid certificate of airworthiness and 8,162.5 total airframe hours. It was powered by two Lycoming TIO-540-J2BD engines. The aircraft weighed approximately 5,646 pounds, 1,354 pounds below the maximum take-off weight. The radio altimeter had been unserviceable since March 1993, and the emergency locator transmitter had been removed for recertification on December 20, 1993. Both were not required by regulations.
The captain, aged 26, held an Airline Transport Pilot licence and had 3,500 total flying hours, with 2,600 on type. He was not wearing his glasses at the time, but his uncorrected vision was within limits for a Category 1 medical. The first officer, aged 27, held a Commercial Pilot licence and had 685 total flying hours, with 350 on type. He had recently upgraded to captain status during a proficiency check on December 17, 1993, and was flying under supervision.
Weather and Navigation
The Bathurst Airport weather at 1800 AST reported a ceiling of 400 feet above ground level obscured, visibility one-half mile in snow and blowing snow, winds from 090° magnetic at 14 knots gusting 20 knots, and temperature minus 13°C. A special observation at 1853 AST reported similar conditions. The captain had telephoned the Bathurst airport manager at 1710 AST and the UNICOM operator at 1745 AST, both confirming the weather had not improved. Pilot reports from an Air Nova Dash 8 indicated only trace airframe icing. The NDB and DME aids were serviceable.
Accident Analysis
The investigation found no evidence of pre-impact aircraft deficiencies or an emergency call. The aircraft struck trees in a controlled attitude, indicating controlled flight into terrain. The approach profile required crossing the Bathurst beacon at 1,300 feet asl and descending to a minimum descent altitude (MDA) of 700 feet asl. Radar data showed the aircraft stopped its descent at 6,000 feet and maintained that altitude until 11 miles from the beacon, then required a high rate of descent (approximately 1,500 feet per minute) to complete the approach. The crew likely extended flaps and lowered the landing gear to manage airspeed and engine temperatures. The co-pilot was responsible for altitude callouts. The Board determined that the crew allowed the aircraft to descend below the minimum descent altitude for the approach.