Canada

A Piper PA-31 Navajo operated by Airborne Energy Solutions Inc. was conducting a round robin instrument flight rules flight from Calgary International Airport (CYYC), AB, to Hinton/Entrance Aerodrome (CEE4), AB, and back to CYYC with only the pilot on board. The plan was to conduct the flight without refueling in CEE4. Prior to departure from CEE4, the pilot determined there was sufficient fuel for the return flight to CYYC. While in cruise, with the left engine being supplied by the left outboard tank, the pilot observed the left engine fuel pressure start to fluctuate, and the engine operation became erratic. The pilot then selected the left engine to run on the left inboard fuel tank. Concerned about the fuel quantity in the left-wing fuel tanks, the pilot elected to cross feed the left engine from the right-side fuel system. During the final approach into CYYC the right engine stopped running. The pilot secured the right engine, feathered the propeller, declared a Mayday with ATS and elected to continue the approach. Two to three minutes later, the left engine stopped operating, and the pilot proceeded to perform a forced approach onto a golf course located directly south of the approach end for Runway 35R. The aircraft came to a rest approximately 1/2 nm south of the threshold for Runway 35R. The pilot received minor injuries; however, the aircraft was substantially damaged. There was no post-accident fire. On site post-accident examination of the aircraft found the left-hand fuel selector in the outboard position, the right-hand fuel selector in the off position and the cross-feed valve in the off (normal) position. The aircraft was subsequently removed from the golf course and transported to a secure location for further investigation. The investigation found that there was no fuel remaining in the left inboard, left outboard and left nacelle fuel tanks. The right nacelle tank was empty, however approximately 24 USG were recovered from the right inboard, and approximately 29 USG were recovered from the right outboard fuel tanks.

The crew departed Toronto-Lester Bowles Pearson Airport in the morning to perform training at Lake Simcoe Regional Airport under flight number TOR804. After performing several approaches and touch-and-go, the crew was completing an approach to runway 28 when the airplane belly landed. It slid for few dozen metres before coming to a halt, bursting into flames. All three crew members evacuated safely but the airplane was totally destroyed by fire.

Shortly after takeoff, while in initial climb, the twin engine airplane stalled and crashed nearby the runway, bursting into flames. One occupant was rescued while two others were killed. The airplane was destroyed by a post crash fire. It is believed that the pilot encountered technical problems with an engine shortly after liftoff.

The single engine airplane crashed in unknown circumstances in the early morning in Red Lake. Among the five occupants, two occupants were seriously injured and three others suffered minor injuries.

Shortly after takeoff from Fort Smith Airport Runway 30, while in initial climb, the twin engine airplane lost height and crashed in a wooded and snow covered area, bursting into flames. A passenger was seriously injured while six other occupants were killed. The airplane was on an on-demand charter flight to the Diavik Diamond Mine located about 500 km north of Fort Smith.

The crew was preparing for instrument flight rules (IFR) flight THU890 from Thunder Bay Airport (CYQT), Ontario, to Sault Ste. Marie Airport (CYAM), Ontario. The flight included a stop at Wawa Aerodrome (CYXZ), Ontario, to pick up a patient for a medical transfer to CYAM. As part of the pre-flight preparations, one of the flight crew members contacted CYXZ at 0549 to check the runway conditions and spoke with an aerodrome employee who was on duty for after-hour inquiries. During the call, the flight crew member learned of ongoing light snowfall and understood that the runway would be plowed by about 0730. At approximately 0653, during the hours of darkness, the aircraft departed CYQT for CYXZ with 2 flight crew members and a paramedic on board. The cruise portion of the flight was uneventful. The flight crew maintained radio contact with air traffic control (ATC) and received clearance for the approach to CYXZ. At about 0726, ATC instructed the flight crew to switch to the Wawa aerodrome traffic frequency (ATF). Between 0715 and 0730, aerodrome staff, including the employee to whom the flight crew member had spoken and a trainee, arrived at CYXZ. An ambulance carrying the patient who would be transferred also arrived at the aerodrome in that time. It had snowed overnight, and aerodrome staff were aware of the potential arrival of flight THU890, but had not yet plowed the runway. The staff began their morning duties, which included preparing the snow removal vehicles to clear the runway. There was no radio communication between aerodrome staff and the occurrence flight crew. The approach to CYXZ occurred during civil twilight,Footnote3 before sunrise. The flight crew activated the runway lights using the aircraft radio control of aerodrome lighting system and performed the RNAV (GNSS) [area navigation (global navigation satellite system)] approach to Runway 03. They visually spotted the runway when they were about 10 nautical miles away on final approach. As the aircraft approached the runway, the flight crew had a clear view of the runway lights and saw that the runway was covered in snow. The aircraft touched down on Runway 03 at 0739, and shortly after, it suddenly began sliding to the right. The flight crew attempted to correct this using rudder pedals, as well as differential propeller and power control, but were unsuccessful. The aircraft rotated almost 180° before sliding off the runway’s right side. The aircraft continued sliding sideways off the runway while facing the opposite direction of landing and came to rest on its left side in a drainage ditch, about 78 feet from the runway’s edge. The aircraft was extensively damaged; the right engine propeller blades penetrated the cabin before the engines were shut down. After the engines were shut down, the occupants began evacuating. The right emergency exit was damaged and would not open, so they egressed through the aircraft’s main door, which was located at the rear, on left side of the aircraft. A significant fuel leak was noted. The occupants walked the short distance to the runway, where the snow was between 6 to 8 inches deep on the runway surface. The flight crew called 911 and the London Flight Information Centre (FIC) to report the accident. The aerodrome staff observed the aircraft land and slide off the runway. They drove the snow removal vehicle down the runway, plowing snow along the way. They stopped to check on the occupants and then continued down the remaining runway length before turning around at the end and continuing to plow snow back toward the terminal building. Another vehicle transported the aircraft occupants to the terminal building, where they were assessed by emergency medical services and then transported to the local hospital for examination. There were only minor injuries.

The single engine airplane departed the Sioux Lookout Airport (CYXL), Ontario, at 1820LT on an instrument flight rules flight to the Kasabonika Airport (CYAQ), Ontario, with 2 pilots and 6 passengers on board. The captain was the pilot flying and the first officer (FO) was the pilot monitoring. On approach to CYAQ, the pilots conducted an area navigation approach to Runway 03, using the autopilot coupled with a GPS (global positioning system). The captain then turned off the autopilot at 1000 feet above ground level (AGL) per the aircraft’s pilot operating handbook (POH) limitation. The approach continued at 120 knots ground speed with the flaps set to 15°. The aircraft touched down approximately 1,200 feet beyond the threshold of Runway 03 at 102 knots ground speed. During the landing roll, the captain applied reverse thrust momentarily, which resulted in a slight yawing motion of the aircraft. The reverse thrust was returned to the idle position, and directional control was restored. The captain then fully applied the brakes; however, at 1938, the aircraft skidded and overshot the end of the runway. The aircraft came to rest approximately 350 feet beyond the runway surface. The aircraft cabin remained upright and intact. The passengers and crew were not injured and were able to egress though the main cabin door. The aircraft’s emergency locator transmitter activated.

The single engine airplane was conducting a visual flight rules repositioning flight from Louie Bay on Nootka Island, British Columbia (BC), to Gold River Water Aerodrome (CAU6), BC, with only the pilot on board. On arrival at CAU6, the pilot noted a rough sea state in the company’s primary landing area and elected to land in the secondary area, a tree-lined river to the east of the base. The aircraft was observed overflying the company dock to the north and then turning right, aligning with the southwest direction of the river. When descending on the alignment turn to final approach, the aircraft experienced an uncommanded yaw and roll. It
abruptly turned further right, heading west, and continued to descend toward the trees. It was reported that opposite aileron input, to try and arrest the uncommanded yaw and roll, increased the roll rate. At approximately 1720, the aircraft struck the forested area on the west side of the river, coming to rest approximately 75 feet from the river. There was no post-impact fire. The pilot received serious injuries, was extracted by local firefighting personnel, and attended to by local paramedics. He was then airlifted to hospital by a search and rescue helicopter.

At 1121LT on 20 June 2023, the privately registered Quest Kodiak 100 amphibious float-equipped aircraft (registration C-GKTX, serial number 100-0010) departed Masset Airport (CZMT), British Columbia (BC), on an instrument flight rules (IFR) flight to Tofino/Long Beach Airport (CYAZ), BC, with 1 pilot and 3 passengers on board. While enroute, at 1246, the pilot contacted air traffic control to cancel IFR and continued the flight under visual flight rules (VFR). The aircraft continued the flight to the planned final destination, which was a cabin approximately 60 nautical miles northwest of CYAZ. The aircraft followed an inlet (Tahsis Narrows) toward the destination and continued for a straight-in landing on the water, near the cabin. On initial touchdown, both floats touched the surface of the water simultaneously. The aircraft bounced and, as the aircraft approached the surface of the landing area the 2nd time in a level attitude, the left float reportedly made contact with either a boat wake or object. 2 The force of the contact resulted in the aircraft bouncing to a height of approximately 30 feet and banking to the right. The pilot initiated a go-around. At 1337, during the initial climb over land, the aircraft contacted trees and then impacted the terrain. The pilot and 1 passenger were fatally injured, 1 passenger received serious injuries, and 1 passenger received minor injuries. There was a post-impact fire. The aircraft was destroyed. The emergency locator transmitter signal was received by the Joint Rescue Coordination Centre in Victoria, BC. The Canadian Coast Guard, Canadian Armed Forces search and rescue, the RCMP (Royal Canadian Mounted Police), and fire personnel responded.

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.