Karl
I don’t think I did but maybe I misworded it. YOU are Required to tell ATC when you change your destination. ATC always asks why. That sound better?
Like I said before having the kids pee would be nonsense. He had to have a decent reason for diverting.
As far as filing IFR yes they were on a flight plan that is why the track was on flightaware at the top of the page this morning. Show’s he was cruising at FL250
Okay so we will eventually know if he was cleared for an approach and if so which one, or did he cancel and opt for a visual, or what else those last couple minutes.
What I meant about peeing, I have, in my 11000 hours made unscheduled stops quite a few times because of a passenger’s discomfort needing to use the toilet…in planes without any facilities.
About the route change, of course you have to request it, but ATC isn’t required to ask -why-, and often do not. Obviously if there’s a hint of distress in the request they probably WILL, of course.
Under Part 91 he didn’t need a reason more important than “I want to!”. A pit stop is more than acceptable, as would discomfited (airsick) passengers.
Don’t take these comments wrong, I’m not trying to start an argument, I just can’t believe it I guess.
Guess I’m saying I’ve never done it myself in over 13000 hrs of flying Parts 91, 121 and 135. Someone did state Dr up above and that says a lot!!! I know a doctor who thinks me riding a motorcycle is really bad but yet they will jump in a plane and do stuff that a normal pilot get’s sick over…
Everyone seems to be saying stall spin, has anyone thought they may have had a mechanical and that was the reason for the divert and crash?
About the route change, of course you have to request it, but ATC isn’t required to ask -why-, and often do not. Obviously if there’s a hint of distress in the request they probably WILL, of course.
Ok, that make absolutely no sense. You request a change in destination and ATC doesn’t ask why? I don’t know how many of those 11,000 hours you have flying in IFR, but I don’t ever recall a single solitary time when I changed destinations and they did not ask why.
What sucks is that this PC12 was pretty much in my backyard. It stopped at Nut Tree followed by Oroville. According to local news here in Sacramento, the flight originated in San Diego (probably SDM, MYF or SEE), flew to KREI (planned), then on to KVCB, as planned. What wasn’t planned was the stop at KOVE. He stopped there to pick up extra fuel. Why he didn’t get that somewhere else is a good question.
What may have caused the diversion, according to the FAA… was that the weights were off… the plane was too heavy (fuel, luggage, or too many people). Take your guess on which one it was, but that’s definitely a big factor in this.
BL.
PC-12 must be replacing the old A-35 as the new doctor killer!!
Almost every a/c under 12,500 has a max landing weight close to it’s max gross. So if he got off the ground, there is no issue with being heavy for landing. Besides, he easily burned 500 pounds of fuel for the flight. So he was not overweight. The weight may have been out of the aft cg envelope. Weight did not cause the diversion. It had to be a medical emergency, low fuel, wx conditions or according to someone above, 
the kids had to pee.
Hmmmm. Let’s see. In my years of 121, 135 and part 91 flying I don’t recall IFR to change. I guess it did and no one told me.
IFR are IFR and they apply the same to all operators. Period
Sad but true Mel, although not necessarily just the PC12.
I have it on good authority that the PC12 is very well balanced and fuel burn will not normally result in a gross change in CG.
Like I said, I don’t have any time in a Pilatypus. However if the a/c was over gross and had an aft cg to start with then when the fuel which is along the wing spar burns of the cg shifts aft and can be out of the envelope very easily. Remember we are talking about an a/c that was possibly overgross loaded aft to start with.
Simply because I file IFR TEB to TPA doesn’t mean I’m obligated under some law to complete the flight regardless of changes in WX, MX, etc. If I’m halfway there and the better half announces she wants to stop in SAV for lunch, trust me, we’re stopping! If ATC asks why I’m diverting, the response is “change of plans”. If ATC feels they need a better reason than that they can kiss my wide-load, wrinkled ass.
According to the old reliable google search the PC-12 has a max gross and takeoff of 10,450 and a empty weight of 6950. He needed 1000 lbs of fuel from Oroville to the intended destination so that leaves 2450 left for pax and cargo. I think it would he would have been ok, but thats with minimum fuel. Who knows what he took for a fuel load and 17 people with ski gear?
Agreed.
Fine, fine, but the question was whether ATC would even ask why! You just answered Karl’s question. They will always ask. Period
I never said you had to give them a great reason. I just said that in all my years they have always asked why.
What I meant by a decent reason for diverting was specifically this crash. The guy obviously had some problem and had a urgent reason to divert.
As I noted yesterday, this plane was a /45 model - max takeoff 9,921#.
Even worse. So he had 500lbs less to start with “legally”. Take the King Air 200 for example. The Navy flies it at 14000 lbs as the C-12. The 200’s gross is 12,500. There are plenty of guys who would load the BE200 up to 14,000 and takeoff without any fear. Maybe this guy loaded it up also. Who knows, but I am betting he had it packed to the gills.
This brings to mind the Pinnacle CRJ crash years ago when the pilots took it to FL410. When they lost both engines they didnt tell ATC they had lost both for quite some time. Some Pilots don’t realize ATC can help in some situations when asked. If the CRJ pilots had asked for a vector to an airport when both engines failed at 40000 they may still be with us today. I work for a company that had a plane in the mid 30’s when both engines quit and they landed at an airport deadstick. If this pilot had a problem and elected not to ask ATC for help (not saying ATC can always help) plus the distractions in the cabin of telling the people to buckle up etc etc… I can see where this can lead to a problem with this outcome
Mel,Would that happen to be FX??
http://tinyurl.com/c8yo2n Yahoo slide show of accident site, first photo taken at time of accident indicates VFR conditions existed.