Canada

The twin-engine turboprop aircraft had just completed a medical evacuation (MEDEVAC) flight from Coral Harbour, Northwest Territories (NWT), to Churchill, Manitoba. At 2257 central daylight saving time (CDT), the aircraft departed Churchill for a night, instrument flight rules (IFR) flight to return to the aircraft's base of operations at Thompson, Manitoba. The en route portion of the return leg was conducted at an altitude of 18,000 feet above sea level (asl). Approximately one hour after take-off, the aircraft commenced an approach to the Thompson Airport. The crew remained in radio contact with air traffic control (ATC) personnel until approximately 2359 CDT. Just after midnight (0001 CDT), the Hotel non-directional beacon (NDB), which is located 3.4 miles northeast of the Thompson Airport, stopped transmitting. Ninety minutes later, the search and rescue satellite system (SARSAT) picked up an emergency locator transmitter (ELT) signal to the northeast of the airport. Thompson Airport staff, who had been dispatched to the site of the failed navigation beacon, found the wreckage of the aircraft in and around the NDB transmitter compound. Emergency responses were initiated by various airport and local authorities.

The privately owned Israel Aircraft Industries (IAI) Westwind II aircraft was en route from the Edmonton Municipal Airport, Alberta, to the Meadow Lake aerodrome, Saskatchewan. Low ceilings and reduced visibility were reported in the vicinity of the destination aerodrome. The crew completed a straight-in instrument approach to runway 08 at Meadow Lake, and began a circling procedure to the south of the aerodrome in order to set up to land on runway 26. The aircraft passed overhead the aerodrome at an altitude of approximately 400 feet above ground level (agl). It then turned and proceeded in level flight towards the southeast. Approximately two and one-half miles from the aerodrome, the aircraft entered a number of steep-banked rolling manoeuvres. Immediately following these manoeuvres, the aircraft descended and struck the ground in a nose-high, slightly right-wing-low attitude. The ground-strike produced very high deceleration forces. The aircraft broke into several sections, internal fuel tanks ruptured, and fuel was sprayed forward and outward from the initial impact point. A severe post-crash fire erupted and engulfed the entire wreckage trail. Emergency medical service and firefighting crews responded from the town of Meadow Lake and were on the scene within minutes of the accident. Both pilots died in the crash.

On 11 January 1994, the crew were on a chartered round-robin flight on a PA-31 Navajo, between Lourdes-de-Blanc-Sablon airport, Quebec, and St. Anthony, Newfoundland, in accordance with visual flight rules (VFR) . During the return flight, at night, the crew advised the St. Anthony flight service station (FSS) that they departed at 1813 Newfoundland standard time (NST). At 1846 NST, the crew transmitted that they were flying at 2,500 feet and that they were 32 nautical miles (nm) and 13 minutes southeast of Blanc-Sablon. Seven minutes later, the crew called the Sept-Iles FSS through the Blanc-Sablon repeater. They requested airport information and reported being 16 nm and six minutes from the airport. After receiving information on the winds and the altimeter setting, the crew reported that they would use runway 05 and would call back on final. No further transmissions were received from the crew. Fishermen found the wreckage seven months later.

At 1805 Atlantic standard time (AST), C-GNPG, a Piper Navajo Chieftain operating as Empress 204, departed Moncton, New Brunswick, on a scheduled courier flight to Bathurst. The aircraft carried a two-pilot crew, and there was no cargo on board. The aircraft proceeded direct to Bathurst at 8,000 feet above sea level (asl) and at 1820 AST was cleared by Moncton Area Control Centre (ACC) for an approach at Bathurst. The co-pilot contacted the Bathurst UNICOM and advised the operator that the crew would be flying the non-directional beacon/distance measuring equipment (NDB/DME) runway 10 approach. During the non-precision instrument approach to runway 10, the aircraft struck trees .75 nautical miles (nm) inside the Bathurst beacon and 3.75 nm from the airport. The accident occurred at approximately 1845 AST, during the hours of darkness in instrument meteorological conditions, at an elevation of 450 feet asl. Both pilots were killed.

After landing on runway 25 at Deer Lake Airport, the aircraft deviated to the right and veered off a snow covered runway. It lost its undercarriage and came to rest. Both pilots escaped uninjured while the aircraft was damaged beyond repair. It is believed that the crew encountered technical problems with the reverse system on the right engine.

The Grumman G21A Goose (C-FUMG) departed from the Seal Cove floatplane base at Prince Rupert, British Columbia, on a charter flight to Kincolith. The aircraft carried one pilot, four passengers, and approximately 600 pounds of baggage and freight. This was the first flight of the day for the occurrence aircraft. Prior to take-off, the pilot contacted the Prince Rupert Flight Service Station (FSS)1 by radio and obtained local traffic and weather information. The aircraft took off from the water at approximately 1141 Pacific standard time (PST)2, and proceeded southbound, following the normal departure path. During the take-off and climb, one or both of the aircraft's engines did not sound as if they were operating normally. Shortly after take-off, the pilot radioed the company dispatcher at Seal Cove and reported that he was experiencing engine problems, and that he was returning to Seal Cove and would require assistance at the ramp. After the left propeller stopped rotating, the aircraft rolled to the left and descended steeply to the ground. The aircraft crashed into trees on a hillside, at an altitude of approximately 150 feet, approximately three nautical miles (nm)3 south of Seal Cove. The pilot and one passenger were fatally injured; the three other passengers received serious injuries. A search started approximately 45 minutes after the aircraft departed. The aircraft was discovered by a Coast Guard helicopter, which was able to rescue the survivors. The accident occurred during daylight hours at about 1145 PST, at latitude 54·17'N and longitude 134·14'W.

On 03 December 1993, a Britten-Norman BN2A-20 Islander, registration C-GMOP, owned and operated by Arctic Wings and Rotors, departed Tuktoyaktuk, Northwest Territories, on a night
visual flight rules (VFR) flight to the Inuvik townsite airstrip. On board were the pilot and six passengers. The pilot took off from runway 09 at 1706:34 mountain standard time (MST) , and had turned the aircraft to a southerly direction when the right engine (Textron Lycoming IO540-K1B5) lost all power. At 1710:40, the pilot reported to Tuktoyaktuk Flight Service Station (FSS) that he had an engine problem and was trying to get back to the airport. At 1711:44, he reported that he was "presently heading back to the airport at this time." At 1711:58, he reported "showing six miles back from the airport at this time." The FSS specialist asked if he was declaring an emergency, and the pilot's response was indecisive. During the last radio transmission, there were indications of stress in the pilot's voice; however, there was no further mention of the specific nature of the problem. The pilot did not report his altitude during the conversations with the FSS. The transmission lasted approximately 15 seconds and ended at 1713:03. When the aircraft did not return to the airport, an air and ground search was initiated. The aircraft was located on an ice-covered lake approximately eight miles southeast of the airport. The aircraft struck the ice in a steep nose-down attitude. The engines and front of the aircraft penetrated the approximately two-foot-thick layer of ice. The remainder of the fuselage, wings, and empennage remained on the ice surface. The seven occupants were fatally injured. The accident occurred during the hours of darkness at approximately 1713 MST, at latitude 69°20'N, longitude 132°56'W, at an elevation of approximately 50 feet above sea level (asl).

The two pilots were transporting Hydro-Québec employees in the aircraft to allow them to check electrical facilities in several villages along the Hudson Bay coast. The aircraft departed
Kuujjuarapik, Quebec, at about 1444 eastern standard time (EST) on a flight to Umiujaq, Quebec, a distance of 86 nautical miles (nm) to the north. The pilot-in-command was flying the aircraft. After the take-off from Kuujjuarapik, the crew contacted the Kuujjuarapik Flight Service Station (FSS) to file a flight notification and request weather information. The crew received three weather reports for Umiujaq from that FSS. The flight was conducted at an altitude of 5,000 feet on an outbound track of 045 degrees from the Kuujjuarapik non-directional beacon (NDB). Thirty miles from Umiujaq, the crew commenced the descent. Seven miles from the village, the aircraft was at an altitude of 700 feet and the crew could see the ground. The crew used a global positioning system (GPS) waypoint to supplement visual navigation (before reaching a downwind position), and continued their step-down procedure to about 200 feet above ground level (agl) on a heading of 25 degrees magnetic (°M). At that altitude, the visibility was reported by the crew to be over one and one-half miles and the crew could recognize references on the ground and position the aircraft for landing. When turning onto the final approach to runway 21, the pilot-in-command initiated a turn with at least 35 degrees of bank angle, and the aircraft stalled. The pilot-in-command initiated a stall recovery and called for full power. The aircraft did not gain sufficient altitude to overfly the rising terrain, and it crashed. The two crew members and two of the passengers sustained minor injuries. They were given first aid treatment at the accident site by other passengers.

On approach to Montreal-Dorval Airport, the pilot contacted ATC and reported longitudinal control problems. The aircraft started to roll left and right and the pilot maintained control using considerable aileron and rudder inputs. On short final, the twin engine aircraft crash landed short of runway 24L and came to rest in a grassy area. The pilot was injured and the aircraft was damaged beyond repair.

The aircraft, a Hawker Siddeley 748 Series 2A Model 234 (HS 748) owned and operated by Air Manitoba Ltd. (Air Manitoba), took off from Winnipeg at 1438 central standard time (CST) , 10 November 1993, on scheduled flight NAM 205/ 206 that included stops at Sandy Lake, Ontario; St. Theresa Point, Manitoba; Island Lake, Manitoba; and return to Winnipeg, Manitoba. The flight was conducted in accordance with an instrument flight rules (IFR) flight plan and flight notification. On arrival at Sandy Lake at approximately 1549, the crew attempted to land but were unable to because of the low ceiling and visibility. They then diverted to St. Theresa Point, landing at 1630. A normal turnaround was completed; the number of passengers on departure was 26, and 2,086 pounds of fuel was uploaded to an estimated total of 6,700 pounds on board. The flight departed St. Theresa Point for Sandy Lake at 1720. The aircraft landed at approximately 1745 at Sandy Lake, where 22 passengers deplaned while four remained on board; the aircraft was not refuelled or otherwise serviced at Sandy Lake. During the stop, both engines were shut down. On take-off from Sandy Lake, there were two pilots, a flight attendant, and four passengers on board. The aircraft took off from runway 29 at Sandy Lake at approximately 1805 and entered a right turn. Witnesses indicate that the aircraft appeared to fly at a lower than normal height throughout the turn. After turning through approximately 120 degrees(°), the aircraft descended into 100-foot trees and crashed. The aircraft struck the ground about one nautical mile (nm) northwest of the airport. All seven occupants of the aircraft were fatally injured in the crash. The accident occurred during the hours of darkness. The wreckage was located at position latitude 53°04'71"N, longitude 93°21'38"W, at an elevation of approximately 940 feet above sea level (asl).