The pilot was then re-cleared for the RNAV (GNSS) Runway 25 approach via the OBVUP, but there was no response from the pilot. At 2329:40, Moncton ACC again contacted the pilot to clear him for the RNAV approach; the PIC responded using the registration call sign of his personal aircraft. At 2333:00 the aircraft was observed on radar to be proceeding direct toward OBVUP.
At 2333:09 Moncton ACC offered the PIC radar vectors to either Runway 25 or 07. The pilot declined and advised that they were re-established direct OBVUP. The aircraft altitude and heading were maintained, which is consistent with the autopilot being engaged. The aircraft’s track to OBVUP created a closing angle of approximately 130° with the course OBVUP-GAGBU. Moncton ACC advised the pilot to request radar vectors if he preferred, and to contact Charlottetown Radio. At 2334:37 the pilot contacted Charlottetown Radio at which time he received the local weather conditions. This was the last radio communication from the aircraft. At 2335:36 the aircraft was observed on radar entering a right turn, then descending rapidly. The aircraft struck the water in a near vertical attitude at high speed. 6
The PIC began his flight training in 2000 and held a private pilot licence with a multi-engine and a Group 1 IFR rating. The IFR rating was renewed on 07 June 2009. He held a category 1 medical issued in March of 2010 at which time he recorded on the medical form he had 530 hours of total flight time, 100 hours in the last 12 months. The PIC attended mountain ground school in May of 2002 and ‘rusty wings’ ground school in March 2003. Both ground schools were offered at the Calgary flying club and included human factors and pilot decision- making training. In December 2007 he attended a commercial licence ground school which included crew resource management, minimum equipment list and controlled flight into terrain avoidance training. In September of 2009 he had completed 21 hours of flight training towards his commercial licence. He owned a Cessna 340—a light, twin-engine airplane—since 2008. His experience was deemed sufficient by the insurance company to act as the PIC and ferry pilot on the occurrence aircraft.
The PIC’s training and experience on the occurrence aircraft and its systems was limited to that received at Buttonville and during the occurrence flight. He was unfamiliar with the GPS units installed on the aircraft and had never flown into the Sydney Airport. The PIC preferred not to fly in inclement weather or at night. When flying with another pilot he would often let the other pilot fly the aircraft.
The owner began his flight training in 1993, and held a private pilot licence with a multi-engine rating. He had attended a commercial license ground school in October 2003 which included human factors and pilot decision making. His multi-engine experience was limited to 15 hours of twin engine instruction prior to August 2008. He held a category 3 medical issued in March 2010 at which time he recorded on the medical form he had 460 hours of total flight time,
Radar data indicates a rate of descent about 10 000 feet per minute.