September 9, 2018

Incident at THOMPSON MB (CYTH)

UPDATE from Airworthiness: A Civil Aviation Safety Inspector (CASI) looked into this occurrence. The landing gear system was assessed after the incident. Maintenance suspected that the cause of the landing gear's inability to be fullly extended was possibly caused by the landing gear actuator jamming. All 3 landing gear actuators will be tested and inspected by the Transportation Safety Board (TSB).
After the departure, a Skynorth Air Ltd. Beech E90 (C-GBTI/SN698) from Thompson, MB (CYTH) to Thompson, MB (CYTH) reported having no gear indication with Winnipeg area control centre (ACC). SN698 returned to CYTH and upon landing the aircraft's gear collapsed.

February 7, 2018


Shortly after departure, a SkyNorth Air Beech E90 (C-GBTI/SN698) on a flight from Winnipeg/James Armstrong Richardson, MB (CYWG) reported a serious indication that necessitated an immediate return to the field. The aircraft did not declare an emergency, however, air traffic control (ATC) elected to alert and deploy Aircraft Rescue and Fire Fighting (ARFF). The aircraft landed without incident or impact to operations at 2240Z.
UPDATE from Airworthiness: A Civil Aviation Safety Inspector (CASI) looked into this occurrence. Bleed air system inspected and found bleed line hose clamp loose. Hose replaced and clamp tightened. System functional checks carried out on ground. Ground checked satisfactory.

August 11, 2016


A Skynorth Air Beech E90 (C-GBTI / SN698) from York Landing, MB (CZAC) to Winnipeg, MB (CYWG) reported intermittent laser strikes from 4 to 1NM final Runway 36. No impact to flight crew indicated.

June 1, 2015

Incident at ISLAND LAKE MB (CYIV) (FOD (foreign object debris))

A Skynorth Air Beech E90 (C-GBTI/ SN698), from Winnipeg, MB (CYWG) to Island Lake, MB (CYIV), struck a bird on landing. A carcass was found on the runway. No impact on operations.

April 10, 2014

Incident at THE PAS / GRACE LAKE MB (CJR3)

A Skynorth Air Beech E90 (C-GBTI/ SN698) from Winnipeg, MB (CYWG) to Grace Lake, MB (CJR3) was cleared to descend to 8000 feet inbound to CJR3. The pilot read back clearance correctly. At 2303Z, SN698 was requested to report 20 distance measuring equipment (DME) from The Pas, MB (CYQD). Pilot acknowledged transmission. SN698 made no further communication with Winnipeg, MB (CYWG) area control centre (ACC). At 2315Z, Saskatoon, SK (CYXE) flight service station (FSS) advised that SN698 reported arrived at CJR3. SN698 had not been issued an IFR approach clearance by CYWG ACC. Traffic in the vicinity was a Keystone Air Service Piper PA-31-350 (KEE209) enroute from Flin Flon, MB (CYFO) to Winnipeg, MB (CYWG) at 7000 feet. No impact to operations.

September 27, 2013

Incident at THOMPSON MB (CYTH)

A Skynorth Air Ltd Beech E90 (C-GBTI / SN698-M) from Norway House, MB (CYNE) to Thompson, MB (CYTH) reported a bird strike near the threshold of runway 06 on landing. No impact on operations.
Update Aerodrome Safety: Thompson airport responds to all wildlife incidents in accordance with the approved Wildlife Management Plan.

January 10, 2013

Incident at THOMPSON MB (CYTH)

A Skynorth Air Beech E90 (C-GBTI/ operating as SN698) on a IFR flight departed CYTH enroute to CYNE and returned after take-off due to being unable to retract landing gear. Landed safely runway 06 at 0817Z. No impact on operations, no emergency declared

December 28, 2012


Overflying aircraft reported an ELT signal heard on 121.5 MHz. RCC confirmed source to be C-GBTI undergoing maintenance in hargar at CYWG. No impact to operations.

August 13, 2011


Winnipeg Tower reported that the Skynorth King Air, registration C-GBTI, had a transponder failure while in the circuit. No other aircraft were inconvenienced.


UPDATE TSB reported that SkyNorth flight 698, a Beech E90 aircraft, registration C-GBTI departed Runway 31 at Winnipeg International airport with a crew of two and one passenger on board. Immediately after retraction of the landing gear the right cowling opened and bent backward. The crew noticed increased drag and declared an emergency. The crew then returned to the airport where the aircraft landed safely. An inspection of the cowling and latches by maintenance did not reveal any pre-existing anomalies.
SN 698, a Skynorth King Air, departed from Runway 31 at Winnipeg and shortly after, the crew declared an emergency. ARFF responded as the aircraft returned and landed safely. The nature of the emergency was not reported.

October 17, 2010

Incident at 4408N/07754W

C-GBTY, a Global Express operated by Bombardier, was on an IFR flight from Wichita (KICT) to Montréal/Trudeau (CYUL). When questioned by the Montréal area control centre (ACC) regarding the atypical flight parameters, the pilot indicated that he carried out the start of the flight with the landing gear lowered. No emergency was declared or priority requested. The aircraft landed without incident on Runway 24L at 2117Z.

September 18, 2010


UPDATE TSB reported that Skynorth flight 698, a Beech E90, registration C-GBTI was inbound to Island Lake, Manitoba. While on descent the crew noticed that the elevator trim, control wheel and electric trim did not respond to any input. The aircraft became very nose heavy and the crew had to apply considerable force on the control column to maintain pitch control. The aircraft was diverted to Winnipeg and an emergency was declared. The controls were very heavy in the landing flare but a successful landing was completed. After the aircraft was shut down, further manipulation of the elevator trim control wheel resulted in a momentary ark/spark followed by some smoke. The crew then shut the aircraft down and deplaned. An inspection of the aircraft revealed a burnt elevator trim cable. The cable had unwound off the electric trim motor barrel. The elevator trim cable tension was checked during the last inspection and no anomalies were found.
SN 698, a King Air 90 operated by Skynorth Air, was en route to Winnipeg from Island Lake when the crew declared an emergency due to an elevator trim issue. The aircraft landed without incident at 0321z with AFF on standby.

April 12, 2010


UPDATE TSB reported that the Skynorth Air Beech 90, registration C-GBTI operating as SN 698-M, was departing Island Lake, MB. Shortly after take-off the crew noticed fumes in the cockpit and returned for an immediate landing at Island Lake. Maintenance inspection found that engine oil had entered the ambient air system from a leaky engine oil system 'O' ring.
SN 698, a King Air 90 operated by Skynorth Air, departed from Runway 30 at Island Lake and shortly after takeoff, the crew reported smoke in the cockpit and returned to CYIV. They declined assistance and landed safely.

June 13, 2009

Incident at KENORA ON (CYQK)

The 427112 Ontario Limited - Fort Frances Air Beech E-90 aircraft was concluding a [type of flight rules not reported] flight from [origin not reported] to Kenora (CYQK). NORDO traffic observed aprox. 3-4SW of CYQK while C-GBTI departing runway 26 SW bound. Nordo traffic descended into Kenora Water Aerodrome (CJM9).

December 31, 2006

Incident at THUNDER BAY ON (CYQT) (Other operational incident, Diversion, Aerodrome - operations, ATM - other, ATM - NAVAIDS/radar, ATM - ILS irregularity)

The Thunder Bay Airport (CYQT) ILS failed due to excessive snow on the antenna. Ops. impact -- one (1) arriving aircraft (C-GBTI) broke off the approach and diverted to Kenora Airport (CYQK) due to the weather being below limits. One (1) departing aircraft was delayed 20 minutes until the weather improved. The ILS was unserviceable from 2006/12/31 - 2353Z to 2007/01/01 - 0224Z.

April 10, 2006

Incident at WINNIPEG / JAMES ARMSTRONG RICHARDSON INTL MB (CYWG) (Overshoot/missed approach, Conflict - potential, ATS operating irregularity)

UPDATE TSB reported that two aircraft, C-GBTI (a medivac flight inbound from Fort Frances Ontario) and C-FXMY (a Canadair RJ-2B19 operating as Jazz 8344) were on aproach to Winnipeg. The weather at the time was RVR 1200 in fog. C-GBTI was # 1 on approach and C-FXMY was number 2 and overtaking C-GBTI. The Winnipeg Tower Controller instucted the crew of C-FXMY to commence a missed approach. When C-GBTI also initiated a missed approach, vertical separation (between the two aircraft) existed but safety was not assured.
UPDATE ANS and Airspace reported that Nav Canada will conduct a Level 2 Operational Safety Investigation concerning this incident.
C-GBTI, a Beech King Air 90, was on approach to Runway 31 at Winnipeg and at the same time, JZA 8344, a Canadair RJ 100, was on approach to Runway 36 and number two in sequence. Due to JZA 8344 overtaking C-GBTI, the crew of JZA 8344 was instructed to commence a missed approach. There was a delay in JZA 8344 initiating the missed approach and subsequently C-GBTI initiated a missed approach as well. Vertical separation existed between the two aircraft but separtion was not assured.

November 29, 2005

Incident at DRYDEN REGIONAL ON (CYHD) (Aerodrome - runway or taxiway surface condition, Aerodrome - other)

Perimeter Aviation LTD flight PAG80, (Beech 95) departed CYQK (Kenora) at 1310Z, ETA CYHD (Dryden) 1335Z and landed at 1440Z (delayed 1 hour and 5 minutes). C-GBTI (Beech C90)departed CYQK at 1312Z, ETA CYHD 1335Z and landed in CYHD at 1447Z. CGBTI diverted to CYXL (Red Lake) and came back later, total delay 1 hour and 17 minutes. Runway was not closed but aircraft were unable to use the runway with 8 inches of loose snow on the runway. CYHD RSC 11/29 100 PERCENT 8 INS LOOSE SNOW REMOVAL IN PROGRESS 0511291147. This RSC was issued at 1148Z and appeared on the circuit at 1149Z. At approximately 1320Z BW121 advised that there were 5 foot windrows 15 feet wide down the centre of the runway and to expect a 30 minute delay to the aircraft's arrival.

September 1, 2005

Incident at DRYDEN REGIONAL ON (CYHD) (Conflict - potential, Communication navigation surveillance/air traffic system, ATS operating irregularity)

The Thunder Airlines Limited Beech 100 aircraft (operating as THU104/M) was preparing to depart on a medevac flight from Dryden Regional Airport (CYHD) to Webequie Airport (CYWP). The Fort Frances Air Beech E90 aircraft (C-GBTI) was arriving on a VFR flight from Winnipeg International Airport (CYWG) to Dryden Regional Airport (CYHD). The flight crew of THU104/M called Winnipeg F.I.C. staff at 0509Z to question a possible traffic conflict with C-GBTI earlier at Dryden (at 0152Z). C-GBTI, after cancelling IFR with Winnipeg ACC staff, was given the first advisory for runway 11 at 0146Z. THU104/M was given the departure advisory (at 0147Z) for runway 29 and was advised that the active runway was runway 11 with the traffic information. THU104/M was given the clearance at 0149Z. C-GBTI reported on final at 0152Z and THU104/M reported airborne at 0152Z. C-GBTI reported down at 0154Z.

June 15, 2005

Incident at KENORA ON (CYQK) (Aerodrome, runway or taxiway shutdown, Aerodrome - operations)

The Fort Frances Air Beech E90 aircraft (C-GBTI) was on a VFR flight from [origin not reported] to Kenora Airport (CYQK). The aircraft experienced a blown tire on landing on runway 07. The runway was closed by the Airport Manager for 34 minutes while the company had the tire replaced and the aircraft could be moved.

March 16, 2005

Incident at ATIKOKAN MUNI ON (CYIB) (Communication navigation surveillance/air traffic system, ATS operating irregularity)

The Fort Frances Air Beech E90 aircraft (C-GBTI) was preparing to depart on a VFR flight from Atikokan Municipal Airport (CYIB) to Thunder Bay Airport (CYQT). The pilot requested a departure advisory and was asked to standby. The next call received was from C-GBTI airborne at 1840Z and clear of the control zone at 1841Z. A 'work in progress' NOTAM was in effect at the time.

June 14, 2004


After landing on runway 16 C-GBTI reported hitting a bird. No damage was reported. Airport staff removed a carcass about the size of a loaf of bread from the runway.

August 5, 2003


The 427112 Ontario, Inc. (Fort Frances Air) aircraft (BE9L)(operating as registered C-GBTI) was an IFR flight that departed the Dryden Regional Airport (CYHD) for the Thunder Bay Airport (CYQT). C-GBTI had been cleared to climb and maintain 5,000 feet. When C-GBTI first contacted the controller, it was climbing through 5,700 feet. When queried by the controller, the pilot acknowledged the error. No other aircraft were involved.

April 22, 2003

Incident at SIOUX LOOKOUT ON (CYXL) (Conflict - loss of separation, Alleged Canadian Aviation Regulations (CARs) infraction)

Additional information from NAV Canada in AOR # 28820: C-GBTI was an IFR flight that departed the CYXL for the Winnipeg International Airport (CYWG). WSG930 was an IFR flight that departed CYXL for the Muskrat Dam Airport (CZMD).
TSB Occurrence Summary A03C0092: A Beech 1900D, C-FWAX operated by Wasaya Airways as flight WSG930, departed from runway 34 at Sioux Lookout at 0901 CDT for Muskrat Dam and climbed northbound. A Beech E90, C-GBTI operated by Fort Frances Air, departed from runway 34 at Sioux Lookout at 0904 CDT for Winnipeg and initially climbed runway heading and then turned left toward Winnipeg. A Pilatus PC-12, C-FIJV operated by Bearskin Lake Air Service as flight BLS306, departed from runway 34 at Sioux Lookout at 0907 CDT for Big Trout Lake and climbed northbound. All three aircraft were operating under IFR. The flight plan for BLS306 was centre-stored as a Beech 100 with a true airspeed of 210 knots, and had not been amended by the operator to reflect the aircraft type change or the higher speed of the PC-12. The air traffic controller made his separation plan based on the BLS306 flight planned speed of 210 knots for the Beech 100. The separation standards required for the faster PC-12 were not applied, and a technical loss of separation occurred between BLS306 and WSG930, and also between BLS306 and C-GBTI.
The Bearskin Lake Air Service Ltd. aircraft (PC12) (operating as BLS306) was an IFR flight that departed the Sioux Lookout Airport (CYXL) for the Big Trout Lake Airport (CYTL). The other involved operators incuded a Fort Frances Air aircraft (BE9L) (operating as C-GBTI) and a Wasaya Airways Ltd. aircraft (operating as WSG930). NAV Canada has reported the following: ""A technical loss of separation occurred when Bearskin Airlines 306, filed as a BE10, failed to advise ATC of an equipment change to a PC12 (approximately 70 KTS faster). The initial separation being applied between BLS306 and CGBTI (475.2C) and BLS306 and WSG930 (475.2F) was predicated on filed airspeeds. The unreported change of equipment and airpeed thus resulted in a technical loss of separation. ""

June 5, 2002


C-GBTI, BE10, IFR Red Lake (CYRL) to Thunder Bay (CYQT), was overhead Sioux Lookout (CYXL), declared an emergency and requested immediate descent due to vibration in the airframe. No other aircraft were inconvenienced. Aircraft landed without further incident at 1352Z.
From TSB Notification - A02C0118: Inspection revealed that the right elevator trim tab actuator rod had failed.

March 10, 2002

Incident at SIOUX LOOKOUT ON (CYXL) (ATS operating irregularity)

C-GBTI was on approach clearance to Sioux Lookout (CYXL). At 0110Z, C-FFCC was given approach clearance to CYXL and turned over to FSS frequency. Seconds later, the controller contacted FSS to inquire where C-GBTI was. The FSS responded short final. The controller waited on the line till C-GBTI arrived at 0111Z. Upon review of this occurrence, it has been determined that an operating irregularity occurred.

February 19, 2002

Incident at KENORA ON (CYQK) (Aerodrome, runway or taxiway shutdown)

C-GBTI reported a flat tire on landing runway 07 at Kenora (CYQK). C-GBTI was towed off the runway at 1704Z. Runway unavailable from 1650 to 1704Z. FEX50 IFR inbound reduced speed and landed 1717Z. No other aircraft affected.

November 28, 2001

Incident at KENORA ON (CYQK) (Other operational incident, Aerodrome - other)

At 1937Z, an employee of Consbeck Construction phoned to request blast authorization on Airport Road Hill. Authorization was approved. At 1904Z, Flight Service Station (FSS) called the employee's CELL phone to confirm blast was completed. Voice mail answered and message was left. At 1918Z BLS342 (Bearskin Airlines SW4), departed runway 07 for Dryden (CYHD) on an Instrument Flight Rules (IFR) clearance after being made aware of blast status and accepting responsibility. At 1932Z, the weather changed to Instrument Meteorological Conditions (IMC). At 1937Z, C-GBTI (Fort Frances Air) refused an IFR approach clearance to Kenora (CYQK) until status of blast confirmed. CYQK TS drove to construction area and was advised that the previous blast had been completed. TS requested blast crew to have Consbeck Construction's employee contact FSS as soon as he returned. In addition, at 1945Z, C-GFFJ (Canadian Helicopters) was denied special VFR (SVFR) by Winnipeg Area Control Centre (WG ACC) to depart to Whitedog. The Consbeck Construction employee reported to Kenora FSS and was told of the problems encountered by the lack of communication. He advised that there were very few blasts required but that he would obtain a local CELL phone which he could carry with him.

October 4, 2001

Incident at 45 miles north of Red Lake (Communication navigation surveillance/air traffic system, ATS operating irregularity)

The aircraft (C-GBTI) was on an IFR flight from Winnipeg International Airport (CYWG) to Cat Lake Airport (CYAC). The pilot was issued a clearance to proceed out of controller airspace 60 miles north of Red Lake and maintain 17,000 feet while in controlled airspace. The aircraft was observed on radar descending through 16,000 feet, 45 miles north of Red Lake (in Class B airspace). VFR traffic was crossing C-GBTI's flight path at 10,000 feet, proceeding from Sioux Lookout Airport (CYXL) to Keewaywin Airport (CPV8). Ops. impact -- unknown.

December 12, 2001

Incident at WINNIPEG / JAMES ARMSTRONG RICHARDSON INTL MB (CYWG) (Aerodrome, runway or taxiway shutdown)

C-GBTI, a Beech King Air, sustained a flat tire while taxing to the apron at Winnipeg after a flight from Sioux Lookout. The crew stopped the a/c and shut down on Runway 13. The a/c was subsequently attended to and taxied to the apron at 0246Z. Runway 36 was active during the period. No other a/c were inconvenienced.

December 24, 1999

Incident at near Sioux Lookout

BLS364 (C-FYWG) FAIRCHILD SA227AC BEARSKIN LAKE AIR SERVICE LTD. IFR from Red Lake to Sioux Lookout C-GBTI, departing Sioux Lookout for Red Lake, was cleared to the Red Lake Airport to maintain 5,000 feet and to expect higher when radar identified (due to an inbound flight, BLS364). BLS364 was initially cleared to 6,000 feet (with respect to C-GBTI). C-GBTI departed Sioux Lookout at 1750Z and at 1752Z, the Kenora radar controller observed C-GBTI on radar climbing through 5,000 feet. The controller asked C-GBTI to "squawk ident" and confirm his passing altitude. The pilot of C-GBTI responded, "just through 5,200 feet now" and was observed by the Kenora radar controller to descend back to 5,000 feet. C-GBTI was radar identified and eventually cleared to his requested altitude of 10,000 feet. A review of F.S.S. audio tapes confirmed that the pilot of C-GBTI read back his altitude clearance of 5,000 feet. Radar data analysis revealed that when C-GBTI climbed through 5,000 feet, BLS364 was descending through 10,700 feet in an opposite direction at 33.47NM and when C-GBTI levelled at 5,000 feet, BLS364 was still 25.41NM from C-GBTI, descending through 8,700 feet. Ops. impact -- unknown. S.O.B. -- unknown. O.P.I.: PAP

June 21, 1999


C-GBTI BEECH E90 427112 ONTARIO LIMITED (Fort Frances Air) VFR from Dryden Regional Airport to Big Trout Lake CAV2565 was inbound to Dryden. The flight crew had received an advisory and were conducting a contact approach for runway 29. The pilot of C-GBTI received and advisory and stated his intention to depart runway 11. Both aircraft's flight crews were aware of each other. CAV2565 noted that their TCAS showed separation of three (3) miles at the same altitude before C-GBTI turned. CAV2565 did not consider this a serious problem but did have some concerns about it. Ops. impact -- unknown. S.O.B.: CAV2565: 27 -- three (3) crew, 24 passengers; and C-GBTI: unknown. O.P.I.: PAS

February 11, 1999

Incident at Angling Lake Airport (Communication navigation surveillance/air traffic system, Aerodrome - runway or taxiway surface condition)

SNOW PLOW OPERATOR UNKNOWN C-GBTI was on an IFR medevac flight from Fort Frances Municipal Airport to Angling Lake Airport. On arrival at Angling Lake, the aircraft had to fly a few approaches due to the presence of a snow plow on the runway. The flight crew called MEDCOM to pass a message to get the snow plow off the runway. Thunder Bay FSS staff were contacted for assistance through the Trout Lake dial-up remote communications outlet (DRCO). Sioux Lookout was contacted for appropriate telephone numbers and there was no answer at the Ontario Ministry of Transport. Thunder Bay FSS staff attempted several times to call the flight crew of C-GBTI back on the Trout Lake DRCO but the DRCO would not connect. The nursing station eventually received the message. No NOTAM was issued for the work in progress at Angling Lake. One 3,500 foot runway was available for use. NAV CANADA noted that it was unclear if the aircraft was finally able to land at Angling Lake but the flight proceeded to Winnipeg some time later which suggested that a patient may have been picked up. Ops. impact -- unknown. O.P.I.: PAD

January 28, 1999

Incident at WINNIPEG / JAMES ARMSTRONG RICHARDSON INTL MB (CYWG) (Incursion - runway - vehicle, Conflict - potential)

TR 86, a Winnipeg airport sanding truck, crossed the active runway without authorization. The vehicle operator had been instructed to hold short of Runway 18 due to the landing of C-GBTI, however, the vehicle crossed the active runway at the intersection of Runways 07/25 as C-GBTI was touching down south of the 07/25 intersection on Runway 18. A preliminary investigation is ongoing. OPI - Aerodrome Safety; Enforcement

November 10, 1998

Incident at 50 NM E of Winnipeg, MB

C-GBTI, a Beech King Air, departed Winnipeg for Fort Frances and was cleared to climb to 15,000 feet. At the same time, ACA 175, an A320, inbound to Winnipeg from Toronto, was cleared to descend to 16,000 feet. The crews of both a/c were informed about each other. At about 50 miles east of Winnipeg, when the two a/c were within 5 miles of one another, the crew of ACA 175 received a TCAS warning concerning C-GBTI. Apparently, the crew of C-GBTI had inadvertently put the incorrect altimeter setting in their altimeter and climbed 300 feet above their assigned altitude. No evasive action was required by either crew. OPI - System Safety

January 19, 1998

Incident at Prince Albert/Brandon (Conflict - loss of separation)

The Cessna 421 Golden Eagle, C-GBTI, was on an IFR flight plan from Regina direct to St. Brieux, SK (KK2) at 10,000 feet. KK2 is located approximately 45 miles southeast of Prince Albert (YPA) and underneath the protected airspace for the V353 airway which runs between YPA and Yorkton (YQV). At the same time, a Dehavilland DHC-6 Twin Otter, C-GDCZ, was waiting to depart on an IFR flight plan from YPA to Brandon (YBR) and was requesting 9,000 feet, GBTI was cleared to descend out of controlled airspace in the vicinity of KK2 for landing. GTBI was last observed on radar descending through 4.300 feet when radar coverage was lost. GDCZ was issued a clearance through YPA FSS to YBR via YPA direct YQV flight planned route to YBR to maintain 9,000 feet. GDCZ was radar identified within 10 miles of YPA climbing through 3,900 feet. There was no restriction placed on GDCZ to insure procedural separation from GBTI. While there was no risk of collision, separation was not assured. NAV Canada is investigating.

February 3, 1996

Incident at Pickle Lake, Ontario

The pilot of C-GBTI, 427112 Ontario Limited (Fort Francis Air) a Beech E90 was enroute IFR from Big Trout Lake to Thunder Bay. The pilot requested an emergency descent due to a cracked windscreen and landed safely at 1340Z at Pickle Lake.

July 4, 1995


C-GBTI, Beech E90 (427112 Ontario Ltd.) was inbound to Dryden with a clearance from 16000 ft to 8000 ft ETA 1640Z. C-FIGS, Cessna 337G (504934 Ontario Inc.) departed Dryden at 1639Z and was cleared at 7000 ft. As C-FIGS was being cleared out, the radar controller cleared C-GBTI into Dryden for an approach. The controller realized the problem and immediately recleared the inbound to 5000 ft and the departure to 4000 ft. This was a technical loss of vertical separation.