History of the Flight
On 11 January 1994, a Piper PA-31-310 Navajo, registration C-GDOU, departed St. Anthony, Newfoundland, on a night visual flight rules (VFR) flight to Lourdes-de-Blanc-Sablon, Quebec. The crew reported takeoff at 1813 Newfoundland standard time. At 1846, they advised they were at 2,500 feet and 32 nautical miles southeast of Blanc-Sablon, estimating 13 minutes to destination. Seven minutes later, they contacted Sept-Iles Flight Service Station (FSS) via the Blanc-Sablon repeater, requesting airport information. After receiving wind and altimeter information, the co-pilot stated they would use runway 05 and call back on final. No further transmissions were received.
Wreckage Discovery
Two days after the accident, Canadian Forces search and rescue helicopter found aircraft parts matching C-GDOU on drift ice. Sonar scanning failed to locate the main wreckage. About seven months later, in early August, a scallop trawler recovered the tail section and some other components. The two pilots have not been found.
Aircraft Information
The aircraft, a 1976 Piper PA-31-310 Navajo (serial number 31-76-12033), had a valid certificate of airworthiness and 11,050 total airframe hours. It was powered by two reciprocating engines and equipped with two Hartzell propellers. The aircraft was certified and maintained in accordance with existing regulations. The autopilot had been inoperative for some time, but regulations did not require an autopilot for that flight. No evidence of airframe failure or system malfunction was found.
Meteorological Conditions
Weather reported by Blanc-Sablon FSS: scattered cloud at 2,500 feet, visibility 15 miles, temperature -13°C, wind from 315° magnetic at 6-8 knots, altimeter setting 30.17 inches of mercury. Eyewitnesses described a clear night; the moon was new and not visible. A pilot on a search flight reported excellent conditions.
Personnel Information
The captain, aged 31, held an Airline Transport Pilot License with 8,000 total flying hours (1,550 on type). The first officer, aged 26, held a Commercial Pilot License with 1,079 total hours (650 on type). Both were certified and qualified for the flight. There was no evidence of incapacitation or physiological factors affecting performance.
Communications
At 1846, the crew reported at 2,500 feet. At 1853, the co-pilot transmitted they were 16 nm southeast of Blanc-Sablon, estimating six minutes. Altitude was not mentioned. At 1854, the co-pilot indicated runway 05 and would call on final. Radio transmitter activation sequences were heard prior to the last transmission, likely to activate runway lights. No difficulties were reported. The FSS tried unsuccessfully to contact the aircraft between 1903 and 1908.
Route and Approach
The GPS was programmed with way-point coordinates for the Blanc-Sablon non-directional beacon. The crew followed a direct route from St. Anthony, crossing the Labrador coast about 10 nm southeast of Blanc-Sablon. Calculations indicated ground speeds of 150 knots and 160 knots during the last two reports. Company procedures for a VFR approach to runway 05 typically involved bearing left to overfly île au Bois and île Verte, both snow-covered and without significant contrast.
Wreckage Analysis
Recovered parts included the nose cone (damaged underside), baggage compartment components, cockpit and cabin ceiling pieces, wing root fragments, and engine hoses. The tail was recovered by trawler. The cabin had broken up, and the fuselage was fractured at the rear door. The small number of parts precluded full damage assessment.
Flight Recorders
The aircraft was not equipped with flight recorders, nor were they required by regulations.
Probable Cause
The Board was unable to determine the cause of the accident; however, it is probable that the pilots did not monitor the altimeter properly and allowed the aircraft to descend until it struck the surface of the ice.