Canada

En route from Masset to Tofino, the single engine airplane crashed in unknown circumstances in hilly terrain about 29 km northwest of Tofino. Two occupants were killed and two others were rescued.

The pilot departed Whitehorse-Erik Nielsen Airport Runway 32L on a positioning flight to Yellowknife. Shortly after takeoff, he declared an emergency and attempted to return. On short final, he lost control of the airplane that crashed within the airport boundary. The pilot was seriously injured and the airplane was destroyed.

The single engine airplane departed Nakina Airport on a flight to Fort Hope. It crashed in unknown circumstances about 57 km north-northwest from Nakina. As the airplane failed to arrive at destination, SAR operations were initiated and the wreckage was found four days later in an isolated area. Both crew members were killed.

The single engine airplane departed Nashua Airport, New Hampshire, on December 13 on a flight to Nuuk, Greenland, with an intermediate stop in Goose Bay. Due to poor weather conditions at destination, the pilot diverted to Seven Islands Airport, Quebec, where the couple passed the overnight. On the morning of December 14, the airplane departed Seven Islands Airport at 0820LT bound for Goose Bay. On final approach to runway 08 at Goose Bay-Happy Valley Airport, the pilot was cleared to land when the airplane impacted the ground and crashed 5 km short of runway. Both occupants were seriously injured. The next day, the pilot aged 52 died from injuries sustained.

The single engine airplane was flying to Pluto Lake to pick up a family from a fishing camp. On board were a pilot and a passenger. Upon landing on Pluto Lake, the airplane went out of control, lost its wings, plunged into the water and came to rest. The passenger was unhurt and the pilot was injured and airlifted to Chibougamau. This aircraft was already severely damaged in a previous accident on 20 June 1985. It was repaired and returned into service more than 18 years later.

On 08 March 2022, the Bamaji Air Inc. (Bamaji) wheel-equipped Cessna 208 Caravan aircraft (registration C-GIPR, serial number 20800343) was conducting a series of visual flight rules (VFR) flights from Sioux Lookout Airport (CYXL), Ontario. At 1031, after checking the aerodrome forecast (TAF) valid from 0900 to 2000, and the graphic area forecast (GFA) valid from 0600 to 1800, the pilot departed on a flight to an ice runway on Springpole Lake, Ontario, about 78 nautical miles (NM) north-northwest of CYXL. The aircraft returned to CYXL with 2 passengers at 1200. In preparation for a second flight to Springpole Lake, the pilot loaded approximately 900 pounds of freight into the cabin and secured it under a cargo net. The aircraft had 750 pounds of fuel remaining on board, which was sufficient for the planned flight. The pilot and 1 passenger boarded the aircraft. The pilot occupied the left cockpit seat and the passenger occupied the right cockpit seat. Both occupants were wearing the available 5-point-harness safety belt system. At 1250, a snow squall began to move across CYXL, reducing ground visibility. The pilot taxied the aircraft to a position on the apron and waited for the fast-moving snow squall to pass. At 1301, the pilot taxied the aircraft to Runway 34 and took off in visual meteorological conditions. The aircraft climbed to approximately 1800 feet above sea level (ASL), then, once clear of the control zone, it descended to approximately 1600 to 1700 feet ASL, roughly 500 to 600 feet above ground level (AGL), to remain below the overcast ceiling. As the aircraft began to cross Lac Seul, Ontario, the visibility straight ahead and to the west was good. However, when the aircraft was roughly midway across the lake, it encountered turbulence and immediately became enveloped in whiteout conditions generated by a snow squall. The pilot turned his head to inspect the left wing and saw that ice appeared to be accumulating on the leading edge. He turned his attention back to the flight instruments and saw that the altimeter was descending rapidly. He then pulled back on the control column to stop the descent; however, within a few seconds, the aircraft struck the frozen surface of Lac Seul, approximately 17 NM north-northwest of CYXL. The aircraft was substantially damaged. There was no fire. The aircraft occupants received minor injuries. The Artex Model Me406 emergency locator transmitter (ELT) activated on impact and the signal was detected by the Cospas-Sarsat satellite system. The Joint Rescue Coordination Centre in Trenton, Ontario, re-tasked a Royal Canadian Air Force aircraft that was in the area and 3 search and rescue technicians (SAR Techs) parachuted into the site within 1 hour of the accident. The aircraft occupants and the SAR Techs were extracted from the site by a civilian helicopter later that day.

Following an uneventful flight from RCAF Trenton on behalf of the RCAF, the twin engine aircraft apparently landed hard at Thunder Bay Airport. After touchdown on runway 25, it went out of control and veered off runway into a snow covered area. All three crew members evacuated safely while the aircraft suffered severe damages to wings and tail. The fuselage also broke in two.

The airplane was conducting an instrument flight rules flight from Vernon Airport, British Columbia, to Westlock Aerodrome, Alberta, with a stop at Calgary/Springbank Airport, Alberta, to pick up passengers, after which 1 pilot and 3 passengers were on board. At 1102:26 Mountain Daylight Time, while the aircraft was landing on Runway 28 at Westlock Aerodrome, the aircraft bounced and the pilot initiated a go-around. During the application of engine power for the go-around, the aircraft rolled to the left, struck the runway inverted, and came to rest on the runway’s south side. The 3 passengers exited the aircraft through the main cabin door with the assistance of persons nearby. One passenger received serious injuries, and the other 2 had minor injuries. The pilot, who was seriously injured, was trapped in the cockpit for approximately 2 hours before first responders could safely rescue him from the wreckage. An emergency locator transmitter signal was received by the search and rescue satellite system. The aircraft was significantly damaged and there was no post-impact fire.

The airplane, operated by MAG Aerospace Canada Corp. as flight BD160, was conducting a visual flight rules flight from Thunder Bay Airport, Ontario, to Dryden Regional Airport, Ontario, with only the pilot on board. At 2109 Eastern Daylight Time, the aircraft began a takeoff on Runway 12. Shortly after rotation, the aircraft entered a left bank, continued to roll, and then struck the surface of Runway 07 in an inverted attitude. The pilot was fatally injured. The aircraft was destroyed by the impact and postimpact fire. The emergency locator transmitter activated on impact.

On 09 December 2019, a private Piper Aerostar PA-60-602P aircraft (registration C-FQYW, serial number 60-8265020), departed Cabo San Lucas International Airport (MMSL), Baja California Sur, Mexico, with 3 people on board, for a 2-day trip to Nanaimo Airport (CYCD), British Columbia (BC). As planned the aircraft stopped for an overnight rest at Chino Airport (KCNO), California, U.S. At 1142, on 10 December 2019, the aircraft departed KCNO on a visual flight rules (VFR) flight plan to Bishop Airport (KBIH), California, U.S., for a planned fuel stop. The aircraft departed KBIH at approximately 1425 on an instrument flight rules (IFR) flight plan to CYCD. On 10 December 2019, night started at 1654. At 1741, the Vancouver area control centre air traffic controller advised the pilot that an aerodrome special meteorological report (SPECI) had been issued for CYCD at 1731. The SPECI reported visibility as 2 ½ statute miles (SM) in light drizzle and mist, with an overcast ceiling of 400 feet above ground level (AGL). The pilot informed the controller that he would be conducting an instrument landing system (ILS) approach for Runway 16. At 1749, when the aircraft was approximately 32 nautical miles (NM) south of CYCD, the pilot contacted the controller to inquire about the weather conditions at Victoria International Airport (CYYJ), BC. The controller informed the pilot that a SPECI was issued for CYYJ at 1709 and it reported the visibility as 5 SM in mist, a broken ceiling at 600 feet AGL, and an overcast layer at 1200 feet AGL. The controller provided the occurrence flight with pilot observations from another aircraft that had landed at CYCD approximately 15 minutes before. That crew had reported being able to see the Runway 16 approach lights at minimums, i.e., at 373 feet AGL. Between 1753 and 1802, the controller provided vectors to the pilot in order to intercept the ILS localizer. At 1803, the controller observed that the aircraft had not intercepted the localizer for Runway 16. The aircraft had continued to the southwest, past the localizer, at an altitude of 2100 feet above sea level (ASL) and a ground speed of 140 knots. The controller queried the pilot to confirm that he was still planning to intercept the ILS for Runway 16. The pilot confirmed that he would be intercepting the ILS as planned. The aircraft made a heading correction and momentarily lined up with the localizer before beginning a turn to the west. At 1804:03, the pilot requested vectors from the controller and informed him that he “just had a fail.” The controller responded with instructions to “turn left heading zero nine zero, tight left turn.” The pilot asked the controller to repeat the heading. The controller responded with instructions to “…turn right heading three six zero.” The pilot acknowledged the heading; however, the aircraft continued turning right beyond the assigned heading while climbing to 2500 feet ASL and slowing to a ground speed of 80 knots. The aircraft then began to descend, picking up speed as it was losing altitude. At 1804:33, the aircraft descended to 1800 feet ASL and reached a ground speed of 160 knots. At 1804:40, the pilot informed the air traffic controller that the aircraft had lost its attitude indicator.Footnote6 At the same time, the aircraft was climbing into a 2nd right turn. At 1804:44, the air traffic controller asked the pilot what he needed from him; the pilot replied he needed a heading. The controller provided the pilot with a heading of three six zero. At 1804:47, the aircraft reached an altitude of 2700 feet ASL and a ground speed of 60 knots. The aircraft continued its right turn and began to lose altitude. The controller instructed the pilot to gain altitude if he was able to; however, the pilot did not acknowledge the instruction. The last encoded radar return for the aircraft was at 1805:26, when the aircraft was at 300 feet ASL and travelling at a ground speed of 120 knotsControl of the aircraft was lost. The aircraft collided with a power pole and trees in a wooded park area on Gabriola Island, BC, and then impacted the ground. The aircraft broke into pieces and caught fire. The 3 occupants on board received fatal injuries. As a result of being damaged in the accident, the emergency locator transmitter (Artex ME406, serial number 188-00293) did not activate.