Sequence of Events
On 17 January 2004, the pilot began his workday in Toronto, Ontario, reporting for duty at 0445 eastern standard time. During the morning, he completed flights in a Cessna 208B Caravan from Toronto to Windsor, Ontario; Windsor to Pelee Island; and Pelee Island to Windsor, landing at 0916. At approximately 1500, the pilot received local weather and passenger information by telephone from the Pelee Island office personnel. The 1430 weather was reported as ceiling 500 feet obscured, visibility two miles. Eight male passengers were to be picked up at Pelee Island, with one additional passenger travelling with the pilot. No discussion occurred regarding cargo or passenger weights.
At 1508, the pilot received a faxed weather package from the Flight Information Centre in London, Ontario. At 1523, the aircraft was refuelled for the scheduled 1600 departure to Pelee Island. Passengers were loaded earlier to allow time for aircraft de-icing, as wet snow had accumulated on the fuselage and wings since the previous flight. At 1555, the aircraft was de-iced with Type 1 de-icing fluid and departed for Pelee Island at 1605 on an instrument flight rules flight plan as Flight GGN125.
At 1615, the pilot advised Cleveland Control Centre that he had Pelee Island in sight, was cancelling IFR, and was descending out of 5000 feet. He also advised that he would depart IFR out of Pelee Island in about 20 minutes as GGN126 and requested a transponder code. The controller issued the code and requested a call when airborne. The pilot indicated departure on Runway 27 then turning north. These were the last recorded transmissions.
The aircraft landed at 1620. While on the ramp, two individuals voiced concern that there was ice on the wing. Freezing precipitation was falling. The pilot visually checked the leading edge of the wing but did not voice concern and proceeded with loading passengers and cargo. At approximately 1638, GGN126 departed Pelee Island for Windsor. After using most of the runway length, the aircraft climbed out at a very shallow angle. No one at the airport observed the aircraft after it turned north, but witnesses not at the airport reported hearing a crash sound, then no engine noise.
A normal flight from Pelee Island to Windsor takes 15 to 20 minutes. Shortly after departure, the ticket agent in Windsor received a call from Pelee Island reporting a crash was heard. At 1705, when the aircraft had not arrived, the ticket agent called Windsor tower. The pilot had not made contact with any air traffic services facility before or after departure, so there was no indication in the ATS system that the aircraft had taken off. No emergency locator transmitter signal was heard. At 1710, Windsor tower contacted the Rescue Coordination Centre in Trenton, Ontario, initiating a search. At 1908, the aircraft empennage and debris were spotted by a United States Coast Guard helicopter on the frozen lake surface, about 1.6 nautical miles from the departure end of the runway. There were no survivors. The empennage sank approximately four hours later. Wreckage recovery was completed 13 days later.
Probable Cause and Contributing Factors
The official investigation identified the following findings as to causes and contributing factors: 1. At take-off, the aircraft weight exceeded the maximum allowable gross take-off weight by at least 15%, and the aircraft was contaminated with ice. Thus, the aircraft was being flown significantly outside the limitations under which it was certified for safe flight. 2. The aircraft stalled, most likely when the flaps were retracted, at an altitude or under flight conditions that precluded recovery before it struck the ice surface of the lake. 3. The pilot's lack of appreciation for the known hazards associated with the overweight condition, ice contamination, and weather conditions was inconsistent with his previous practices. His decision to take off was likely adversely affected by some combination of stress and fatigue.