X hits on this document





3 / 13

  • -


Other Factual Information History of the Flight

The owner had recently purchased the occurrence aircraft and on the day of the accident was taking possession of it at the Toronto/Buttonville Municipal Airport. The owner did not have any pilot-in-command (PIC) 1 multi-engine experience, and consequently the insurance company required a more experienced pilot to fly the aircraft with him for 20 hours. The owner had engaged a pilot with Cessna 340 experience and some multi-engine hours to act as PIC. The PIC had not flown a Cessna 414 before.

Once a private pilot receives a multi-engine rating, the blanket rating qualifies the pilot to fly any multi-engine aircraft that is non high performance. 2

At Buttonville, the PIC obtained 1.5 hours of ground familiarization training with a check pilot familiar with the Cessna 414A. This training was conducted inside the aircraft, without air conditioning and with an outside air temperature exceeding 30°C in high humidity. A 1 hour flight with the check pilot was then completed with the owner seated in the rear of the aircraft; air conditioning was available during this flight. The flight was conducted in visual flight rules (VFR) weather with light to moderate turbulence. The training consisted of steep turns, slow flight, and autopilot work. Aerodynamic stalls were not practiced due to turbulence. There were no aircraft deficiencies reported during the flight.

Following the familiarization training, the PIC and owner departed the Toronto/Buttonville Municipal Airport at 1930 3 (1830 local time) on an instrument flight rules (IFR) flight to Sydney. All historic technical logs and other aircraft documents were placed on board the occurrence aircraft before the departure from Buttonville. The flight continued uneventfully until nearing the Sydney J.A. Douglas McCurdy Airport. The aircraft was maintaining 4000 feet above sea level (asl) and was cleared by Moncton Area Control Centre (ACC) for the RNAV (GNSS) Runway 25 approach via the OBVUP initial waypoint (see Appendix A). 4

All radio communications during the RNAV approach were made by the PIC. At 2324 Moncton ACC cancelled the approach clearance and advised the aircraft to expect a hold at the final approach waypoint (EBLUG) due to a commercial aircraft landing on Runway 07, and to slow down to try and avoid the hold. The aircraft did not reduce speed. About 1 minute later the aircraft was again asked to reduce speed to avoid the hold and again the aircraft did not reduce


As defined in the Aeronautics Act, section 3(1), “pilot-in-command means, in relation to an aircraft, the pilot having responsibility and authority for the operation and safety of the aircraft during flight time.”


High performance aeroplane - an aeroplane requiring only one pilot and having a never exceed speed (VNE) of 250 knots or greater, or a stall speed (VSO) of 80 knots or greater.


All times are Atlantic Daylight Time (Coordinated Universal Time minus 3 hours).


Instrument approach based on area navigation (RNAV) using a global navigation satellite system (GNSS).

Document info
Document views44
Page views44
Page last viewedSat Dec 10 23:22:36 UTC 2016