There a great justplanes video on Air Greenland. It's dated (10-15 yrs old) but shows a lot of the weather and terrain that these pilots face daily there. Search on youtube for for justplanes air Greenland for a trailer.
Great outcome from a dangerous situation. I recently crossed Greenland (twice) further north landing a BGSF and then on to CYFB. It is difficult to describe the remoteness that we experienced, but also the friendly and cooperative nature of all those people we met. A particular shout out for the staff at the BGSF met office who provided excellent support that helped guide us to a safe conclusion the day after their first snowfall of the season. Thank you Air Greenland for your swift support of these people in a dangerous situation. I would love to know what happened to the Cessna after landing.
Hat's off to the Air Greenland Crew. The Transatlantic ferry industry usually loses 3 to 4 aircraft a year. The weather in this region is completely unpredictable. Many ferry pilots can get caught with a false sense of security because they are flying a twin. Although the weather is never really perfect in the Arctic, pilots should exercise caution. If you aren't really comfortable with the conditions, spend an extra day in Wick, Scotland or in Gander, Nfld, Canada. The tendency to push-on to make a scheduled delivery can lead to serious consequences. I would rather be late with an intact aircraft rather than praying for rescue in a cold water emersion suit. The idea too push-on can be lethal! Incidentally, a cold water emersion suit might keep you alive for another 12 hour's even if you are successful in ditching. Gethomeitis has killed more people up here than I can remember.
Great job by all involved set up a good outcome. Would like to find out why the Cessna lost navigation capability. Also the Cessna must have been on top or between layers which allowed the dash to find them. Not a great part of the world to have those kind of problems.
Didn't something like this happen in Florida? A GA aircraft out of contact, and airline heard and went to go help and people got all up in arms about "endangering" the passengers?
Great article...let's see....the airliner was able to find the "Cessna" in instrument conditions....the Cessna's navigation equipment had all failed except for their GPS, and the Cessna flight crew didn't know there were other airports in the area......
I get your drift and, Duh, what more do you need than a functional GPS. It tells you everything if you know how to use it! And I'm guess'in the other radio that didn't fail was labeled Comm. 1/2. Cheers all around.
If you're going to be that reliant on GPS, you'd better have two of them if you are crossing the pond. Perhaps a backup ADF wouldn't hurt in that part of the world either, assuming anyone still remembers how to use it! I know a sailor that ferried boats worldwide. He said that he'd rather spend his money on two 'average' GPSs than one really good one.
For dee9bee - regarding your comment on GPS nav. systems.
Can you give us more detail ? Specifically, which brand and which model of a GPS navigation device do you personally own now, and which ones, in the past, have you found unreliable ?
I don't own an aviation GPS right now so I can't comment on any particular brand, if that's what you're getting at. My point was that it would be prudent to have some sort of backup. I expect the C340 pilot wish he did. I've owned three GPS's. The first two (nice Garmins) crapped out at the four year point. The first was an early model aviation one and the other was for ground ops.
Hi again dee9bee: Couldn't agree more about "back-ups". I am surprised - horrified, actually, to learn that many Part 121 operators do NOT require/equip their crews with "back-ups".
I have the "latest and the best" in my instrument panel - but no question...I also have "back-ups". I personally have a I Pad on which there is "Wing X Pro 7"; many of my friends have Foreflight.
With either, our entire instrument panels could go down and we'd still have the ability to make a Cat III(c) in perfect safety.
As an additional layer of redundancy, my friends and I ( I don't know any who do not) also carry "hand-helds" of various types. I favor Garmin - had a 495 - now have an Area 500.
As for reliability, my experience is quite different than yours in this regard - I've had numerous both "fixed" and hand-held Garmin products for both my boat and my airplane - since Garmin came on the market. NEVER had one go south on me.
I completely agree with the absolute need for "back-ups" when flying in some of the remotest and most unforgiving aviation environments on the planet. Additionally, Part 121 operators should be mandated to have this essential gear on board at all times.
Finally, I cannot emphasize enough how rapidly the meteorological conditions can go south in the Arctic. If icing becomes a factor, no amount of technical "back-ups" will help you.
The Cessna Pilots lucked-out because the Crew of Greenland Air just happened to be thinking outside of the box!
. . . . "back ups when flying in some of the remotest regions"...?
Well - obviously, but hopefully you agree with me that they should be carried ALL the time. (well..except possibly on a strictly local day VFR flight, and even then, "why not"...?)
In more than a few years of "hard IFR" ops, I have never actually needed my back-ups.
But no question - certainly a big comfort to have them "on" as a "2nd opinion" to confirm I am coming down the localizer & glide-slope where and at the altitude I am supposed to be at!
You didn't really learn how to do this did you, cause in 37 years I have done as many 200&1/2 approaches in the sim. as i have in real life. That's "hard" IFR. By the way, whats the reg say is hard ifr vs. just ifr?
You have decided that I "didn't really learn how to do this" so that pretty well, at least in your eyes, rules out any competence I would have in this area.
Since you are apparently "connected" to the managers of this site, I certainly don't want to create the impression I am arguing or disagreeing with you.
So I dare not answer your question. All I can do is try and stick to what is being discussed in this particular "thread" & re-state my belief it is wise to have "back-up" gear for both comm. and nav.
As a side-note, since your comment was clearly directed at me personally, if you have been flying IFR for 37 years, that means when you started flying IFR, I'd already had my "IFR" ticket at that time for approx. 20 years.
Not clear what any of this has to do with this "thread" or the questions asked relating to this thread.
What is clear from a review of your many "posts" in this forum, is that 1) you are retired and 2) are an angry individual.
"What is clear from a review of your many "posts" in this forum, is that 1) you are retired and 2) are an angry individual. " Projecting are we, counselor?
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