Country

Crash of a De Havilland DHC-3 Otter in Family Lake: 3 killed

Date & Time: Oct 26, 2019 at 0830 LT
Type of aircraft:
Operator:
Registration:
C-GBTU
Survivors:
No
Schedule:
Bissett - Family Lake
MSN:
209
YOM:
1957
Country:
Crew on board:
1
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
3
Captain / Total flying hours:
9000
Circumstances:
The single engine airplane departed Bissett that morning on a charter flight to a lodge located at Family Lake, with two passengers and a pilot on board. While approaching, the airplane clipped a tree, crashed into the lake and sank about 280 km northeast of Winnipeg. The aircraft was lost and all three occupants were killed.

Crash of a Beechcraft 200 Super King Air in Gillam

Date & Time: Apr 24, 2019 at 1900 LT
Operator:
Registration:
C-FRMV
Flight Type:
Survivors:
Yes
Schedule:
Winnipeg - Churchill
MSN:
BB-979
YOM:
1982
Location:
Country:
Crew on board:
2
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
The twin engine airplane was on its way from Winnipeg to Churchill, carrying two paramedics and two pilots on an ambulance flight. While passing over Gillam, the crew encountered an unexpected situation, declared an emergency and diverted to Gillam Airport. On final approach, the airplane struck the icy surface of Stephens Lake. While contacting the shore, both main gears were torn off and the airplane came to a rest near the runway threshold. All four occupants were evacuated safely.

Crash of a Piper PA-31-350 Navajo Chieftain in Thompson

Date & Time: Sep 15, 2015 at 1845 LT
Operator:
Registration:
C-FXLO
Survivors:
Yes
Schedule:
Thompson – Winnipeg
MSN:
31-8052022
YOM:
1980
Country:
Crew on board:
2
Crew fatalities:
Pax on board:
6
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Shortly after takeoff from Thompson Regional Airport, while climbing, the crew informed ATC about unexpected problems and attempted to return to his departure point. On approach, the twin engine aircraft crashed in a wooded area located 2 km south of the airport. All eight occupants were injured and evacuated to local hospital while the aircraft was damaged beyond repair.

Crash of an ATR42-300 in Churchill

Date & Time: Mar 9, 2014 at 1015 LT
Type of aircraft:
Operator:
Registration:
C-FJYV
Survivors:
Yes
Schedule:
Thompson – Churchill
MSN:
216
YOM:
1991
Country:
Crew on board:
3
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Following an uneventful flight from Thompson, the crew completed the approach and landing at Churchill Airport. After touchdown, the crew started the braking procedure and was vacating the runway when the right main gear collapsed. This caused the right propeller and the right wing to struck the ground. The aircraft was stopped and all five occupants evacuated safely. The aircraft was damaged beyond repair.
Probable cause:
Failure of the right main gear for unknown reasons.

Crash of a Cessna 207 Skywagon in Island Lake

Date & Time: Apr 3, 2013 at 1458 LT
Operator:
Registration:
C-GHKB
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Island Lake – Saint Theresa Point
MSN:
207-0228
YOM:
1973
Country:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
The Sandy Lake Seaplane Service Cessna 207, registration C-GHKB, was departing Island Lake, Manitoba, for St. Theresa Point, Manitoba, a VFR flight of about 7 miles. The aircraft departed runway 30 at 14:55 CDT and began a left turn about 300 feet. agl for a landing on runway 22 at St. Theresa Point. Almost immediately the aircraft entered white-out conditions in snow and blowing snow. The pilot was not IFR rated but attempted to stop the rate of descent that he noticed on the VSI. As the nose was pulled up the aircraft flew into the snow covered lake. There was no fire and the pilot was not injured. The pilot attempted to call FSS at 14:58 CDT. Communications were not established but FSS detected an ELT signal in the background of the transmission. The RCMP was notified and the pilot was rescued by snowmobile at 15:37 CDT. Company owner contacted Custom Helicopters and they dispatched two helicopters to pick up the downed pilot. Custom Helicopter was able to rescue the pilot and fly him to Island Lake nursing station. Pilot was shaken but otherwise uninjured.

Crash of a Cessna 208B Grand Caravan in Snow Lake: 1 killed

Date & Time: Nov 18, 2012 at 0956 LT
Type of aircraft:
Operator:
Registration:
C-GAGP
Flight Phase:
Survivors:
Yes
Schedule:
Snow Lake - Winnipeg
MSN:
208B-1213
YOM:
2006
Country:
Crew on board:
1
Crew fatalities:
Pax on board:
7
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
2865
Captain / Total hours on type:
1020.00
Aircraft flight hours:
1487
Circumstances:
The Gogal Air Services Limited Cessna 208B (registration C-GAGP, serial number 208B1213) departed Runway 21 at Snow Lake en route to Winnipeg, Manitoba, with the pilot and 7 passengers on board. At approximately 0956 Central Standard Time, shortly after take-off, the aircraft descended and struck the terrain in a wooded area approximately 0.9 nautical miles beyond the departure end of the runway. The pilot was fatally injured, and the 7 passengers sustained serious injuries. The aircraft was destroyed by impact forces, and a small fire ensued near the engine. The aircraft’s emergency locater transmitter activated. First responders attended the scene, and the injured passengers were taken to area hospitals. The aircraft’s fuel cells ruptured, and some of the onboard fuel spilled at the site.
Probable cause:
Findings as to causes and contributing factors:
1. The aircraft departed Snow Lake overweight and with an accumulation of ice on the leading edges of its wings and tail from the previous flight. As a result, the aircraft had reduced take-off and climb performance and increased stall speed, and the protection afforded by its stall warning system was impaired.
2. A breakdown in the company’s operational control resulted in the flight not operating in accordance with the Canadian Aviation Regulations and the company operations manual.
3. As a result, shortly after departure, the aircraft stalled at an altitude from which recovery was not possible.
Findings as to risk:
1. If companies operate in instrument meteorological conditions for which they are not authorized, there is an increased risk that accidents may occur.
2. If Transport Canada does not provide the same degree of oversight for repetitive charter operations as it does for a scheduled operator, the risks in the operator’s activities may not be fully evaluated.
3. If passenger briefings are not provided and passengers are not properly seated and restrained, there is an increased risk of injuries to those passengers and the other occupants in the event of an accident.
4. If flights are conducted without ensuring an ice-free airframe, there is a risk of decreased aircraft performance and of loss of control and collision with terrain.
Other findings:
1. On impact, the aircraft’s seats and cabin deformed as designed, and this deformation partially attenuated the impact forces.
Final Report:

Crash of a Cessna 208B Grand Caravan in Pukatawagan: 1 killed

Date & Time: Jul 4, 2011 at 1610 LT
Type of aircraft:
Operator:
Registration:
C-FMCB
Flight Phase:
Survivors:
Yes
Schedule:
Pukatawagan - The Pas
MSN:
208B-1114
YOM:
2005
Country:
Crew on board:
1
Crew fatalities:
Pax on board:
8
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
1900
Captain / Total hours on type:
400.00
Circumstances:
The Beaver Air Services Limited Partnership Cessna 208B (registration C-FMCB serial number 208B1114), operated by its general partner Missinippi Management Ltd (Missinippi Airways), was departing Pukatawagan, Manitoba, for The Pas/Grace Lake Airport, Manitoba. At approximately 1610 Central Daylight Time, the pilot began the takeoff roll from Runway 33. The aircraft did not become fully airborne, and the pilot rejected the takeoff. The pilot applied reverse propeller thrust and braking, but the aircraft departed the end of the runway and continued down an embankment into a ravine. A post-crash fire ensued. One of the passengers was fatally injured; the pilot and the 7 other passengers egressed from the aircraft with minor injuries. The aircraft was destroyed. The emergency locator transmitter did not activate.
Probable cause:
Findings as to Causes and Contributing Factors:
Runway conditions, the pilot's takeoff technique, and possible shifting wind conditions combined to reduce the rate of the aircraft's acceleration during the takeoff roll and prevented it from attaining takeoff airspeed. The pilot rejected the takeoff past the point from which a successful rejected takeoff could be completed within the available stopping distance. The steep drop-off and sharp slope reversal at the end of Runway 33 contributed to the occupant injuries and fuel system damage that in turn caused the fire. This complicated passenger evacuation and prevented the rescue of the injured passenger. The deceased passenger was not wearing the available shoulder harness. This contributed to the serious injuries received as a result of the impact when the aircraft reached the bottom of the ravine and ultimately to his death in the post-impact fire.
Findings as to Risk:
If pilots are not aware of the increased aerodynamic drag during takeoff while using soft-field takeoff techniques they may experience an unexpected reduction in takeoff performance. Incomplete passenger briefings or inattentive passengers increase the risk that they will be unable to carry out critical egress procedures during an aircraft evacuation. When data recordings are not available to an investigation, this may preclude the identification and communication of safety deficiencies to advance transportation safety. Although the runway at Pukatawagan and many other aerodromes are compliant with Aerodrome Standards and Recommended Practices (TP 312E), the topography of the terrain beyond the runway ends may increase the likelihood of damage to aircraft and injuries to crew and passengers in the event of an aircraft overrunning or landing short. TC's responses to TSB recommendations for action to reduce the risk of post-impact fires have been rated as Unsatisfactory. As a result, there is a continuing risk of post-impact fires in impact-survivable accidents involving these aircraft. The lack of accelerate stop distance information for aircraft impedes the crew's ability to plan the takeoff-reject point accurately.
Other finding:
Several anomalies were found in the engine's power control hardware. There was no indication that these anomalies contributed to the occurrence.
Final Report:

Crash of a Beechcraft 100 King Air in Island Lake

Date & Time: Jan 16, 2009 at 2110 LT
Type of aircraft:
Operator:
Registration:
C-GNAA
Flight Type:
Survivors:
Yes
Schedule:
Thompson - Island Lake
MSN:
B-24
YOM:
1969
Country:
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
3200
Captain / Total hours on type:
500.00
Copilot / Total flying hours:
1200
Copilot / Total hours on type:
620
Circumstances:
The crew was on a re-positioning flight from Thompson to Island Lake, Manitoba. On arrival in the Island Lake area, the crew commenced an instrument approach to Runway 12. On the final approach segment, the aircraft descended below the minimum descent altitude and the crew initiated a missed approach. During the missed approach, the aircraft struck trees. The crew was able to return for a landing on Runway 12 at Island Lake without further incident. The two crew members were not injured; the aircraft sustained damage to its right wing and landing gear doors. The accident occurred during hours of darkness at approximately 2110 Central Standard Time.
Probable cause:
Findings as to Causes and Contributing Factors:
1. The crew conducted an Area Navigation (RNAV) approach for which they were not trained, with an aircraft that was not properly equipped nor approved for such purpose.
2. The aircraft descended 300 feet below the minimum descent altitude (MDA) as a result of a number of lapses, errors and adaptations which, when combined, resulted in the mismanaged approach.
3. The aural warning on the aircraft’s altitude alerter had been silenced prior to the approach, which precluded it from alerting the crew when the aircraft descended below minimum descent altitude.
4. The SkyNorth standard operating procedures for conducting a non-precision approach were not followed, which resulted in the aircraft descending below the minimum descent altitude. During the ensuing missed approach, the aircraft struck trees.
Findings as to Risk:
1. The lack of a more-structured training environment and the type of supervisory flying provided increased the risk that deviations from standard operating procedures (SOPs) would not be identified.
2. There are several instrument approach procedures in Canada that contain step-down fixes that are not displayed on global positioning system (GPS) units. This may increase the risk of collision with obstacles during step-downs on approaches.
Final Report:

Crash of a Beechcraft A100 King Air in Gods Lake Narrows

Date & Time: Nov 22, 2008 at 2140 LT
Type of aircraft:
Operator:
Registration:
C-FSNA
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Gods Lake Narrows – Thompson
MSN:
B-227
YOM:
1976
Flight number:
SNA683
Country:
Crew on board:
2
Crew fatalities:
Pax on board:
3
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
3200
Captain / Total hours on type:
1850.00
Copilot / Total flying hours:
1000
Copilot / Total hours on type:
500
Circumstances:
The Sky North Air Ltd. Beechcraft A100 (registration C-FSNA, serial number B-227) operating as SN683 departed Runway 32 at Gods Lake Narrows, Manitoba, for Thompson, Manitoba with two pilots, a flight nurse, and two patients on board. Shortly after takeoff, while in a climbing left turn, smoke and then fire emanated from the pedestal area in the cockpit. The crew continued the turn, intending to return to Runway 14 at Gods Lake Narrows. The aircraft contacted trees and came to rest in a wooded area about one-half nautical mile northwest of the airport. The accident occurred at 2140 central standard time. All five persons onboard evacuated the aircraft; two received minor injuries. At approximately 0250, the accident site was located and the occupants were evacuated. The aircraft was destroyed by impact forces and a post-crash fire. The emergency locator transmitter was consumed by the fire and whether or not it transmitted a signal is unknown.
Probable cause:
Findings as to Causes and Contributing Factors:
1. An electrical short circuit in the cockpit pedestal area produced flames and smoke, which induced the crew to take emergency action.
2. The detrimental effects of aging on the wires involved may have been a factor in this electrical arc event.
3. The crew elected to return to the airport at low level in an environment with inadequate visual references. As a result, control of the aircraft was lost at an altitude from which a recovery was not possible.
Findings as to Risk:
1. The actions specified in the standard operating procedures (SOP) do not include procedures for an electrical fire encountered at low altitude at night, which could lead to a loss of control.
2. Visual inspection procedures in accordance with normal phase inspection requirements may be inadequate to detect defects progressing within wiring bundles, increasing the risk of electrical fires.
3. In the event of an in-flight cockpit pedestal fire, the first officer does not have ready access to available fire extinguishers, reducing the likelihood of successfully fighting a fire of this nature.
4. Sealed in plastic containers and stored behind each pilot seat, the oxygen masks and goggles are time consuming to access and cumbersome to apply and activate. This could increase the probability of injury or incapacitation through extended exposure to smoke or fumes, or could deter crews from using them, especially during periods of high cockpit workload.
Other Finding:
1. A failure of the hot-mic recording function of the cockpit voice recorder (CVR) had gone undetected and information that would have been helpful to the investigation was not available.
Final Report:

Crash of a Swearingen SA226AC Metro II in Norway House

Date & Time: Nov 8, 2006 at 0834 LT
Type of aircraft:
Operator:
Registration:
C-FTNV
Survivors:
Yes
Schedule:
Winnipeg – Norway House
MSN:
TC-239E
YOM:
1977
Flight number:
PAG105
Country:
Crew on board:
2
Crew fatalities:
Pax on board:
7
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
6000
Captain / Total hours on type:
4500.00
Copilot / Total flying hours:
4000
Copilot / Total hours on type:
15
Circumstances:
The aircraft was on a flight from Winnipeg, Manitoba, to Norway House, Manitoba, with two crew members and seven passengers on board. After touchdown on Runway 05, when propeller reverse was selected, the aircraft veered to the left. The crew attempted to regain directional control; however, the aircraft departed the left side of the runway surface, entered an area of loose snow, traversed a shallow ditch, climbed a rocky embankment, and came to rest on its belly with all three landing gears collapsed. The crew and passengers exited the aircraft through the main door stairway and the over-wing exits. There were no reported injuries. The accident occurred during daylight hours at 0834 central standard time.
Probable cause:
Findings as to Causes and Contributing Factors:
1. The left engine fuel control support assembly failed in fatigue and released one of three attachment bolts, which resulted in a slight displacement of the fuel control and changed the propeller control dimension. As a result, Beta pressure was achieved and propeller reverse was available for the left engine before it was available for the right engine.
2. The pilot selected thrust reverse without confirmation that the Beta lights were on for both engines, and the aircraft veered from the runway, most likely as a result of temporary asymmetric thrust.
Finding as to Risk:
1. There is no requirement to include the Beta light call as part of the pre-landing briefing. Briefing this item would remind the pilots of the need to confirm Beta light activation for both engines before application of thrust reverse.
Final Report: