What happened
A float-equipped Piper Aztec was conducting a private business flight from Squaw Lake, Quebec, to Dick Lake, Quebec, under visual flight rules. The flight was intended to transport employees and supplies to various hunting camps. During the initial takeoff attempt, the pilot aborted the run because a fuel tank cap was found to be open.
On the second attempt, the aircraft utilized approximately 8,000 feet of the water surface before becoming airborne. The aircraft struggled to gain altitude, maintaining a flight path only about 100 feet above the trees. As the aircraft approached the shoreline, it encountered high-voltage lines and a wooden pole. The aircraft struck the wires and the pole, causing it to nose down and crash. An intense fire erupted upon impact, causing substantial damage to the wreckage. The pilot managed to escape the flames but sustained serious injuries, while the two passengers were fatally injured.
The investigation
The investigation examined the aircraft's weight, balance, and the pilot's condition. While the pilot was properly certified, investigators found that the aircraft was significantly overloaded. Discrepancies existed between the pilot's weight estimates and the actual load; the latter indicated the aircraft exceeded its maximum zero fuel weight by 630.5 pounds, with the centre of gravity positioned 5.97 inches aft of the allowable limit.
Engine and propeller analysis confirmed that both engines were producing power at the time of impact, ruling out mechanical failure as the cause. Investigators also looked into the pilot's physiological state, noting that he had experienced significant sleep deprivation, having slept only about three hours per night for the two nights preceding the flight. Furthermore, the pilot was under considerable stress due to tight schedules related to preparing hunting camps.
Findings
- The aircraft was overloaded and the centre of gravity was outside the permitted envelope.
- The excessive weight and aft centre of gravity caused a nose-up attitude during the takeoff run, creating drag that prevented the aircraft from accelerating normally.
- The aircraft was operating in a slow-flying range, with a speed of approximately 80 mph, which was well below the recommended climbing speed of 120 mph.
- The pilot's decision to continue the second takeoff attempt despite the long takeoff run, rather than revising the load, was a critical factor.
- The pilot was suffering from fatigue and high levels of stress due to personal and professional pressures.