May 13, 2020


A Summit Air Aerospatiale ATR 72-202 (C-GJPY/SU7121) from Gahcho Kue, NT (CGK2) to Yellowknife, NT (CYZF) taxied onto Taxiway Bravo from the G&G Hangar without authorization. No impact to operations.

February 7, 2020

Incident at ROTRI intersection

A Summit Air Ltd. Aerospatiale ATR 72-202 (C-GJPY/BF7112) from Rankin Inlet, NU (CYRT) to Thompson, MB (CYTH) reported final for Runway 24 at ROTRI and reported a traffic alert and collision avoidance system (TCAS) target. No other traffic was in the zone at the time and no transponder returns were observed on the radar. BF7112 continued on the approach and landed without further incident.

January 16, 2020

Incident at 3.9NM MARY RIVER NU (CMR2)

During the approach of a Summit Air Ltd. Aerospatiale ATR 72-202 (C-GJPY) from Yellowknife, NT (CYZF) to Mary River, NU (CMR2) into CMR2, the #1 flight management system (FMS) flagged both vertical and lateral guidance at 0445Z. It occurred 3.9NM before the runway threshold. This is due to the vertical protection limit (VPL) exceeding the vertical alert limit (VAL). The VPL value is determined by the available satellite information at the time.

December 17, 2019

Incident at MARY RIVER NU (CMR2)

The crew of a Summit Air Aerospatiale ATR 72-202 (C-GJPY) from Yellowknife, NT (CYZF) to Innerkip, ON (CNR2) was flying the area navigation (RNAV) global navigation satellite system (GNSS) X Runway 12 (TRUE) into CNR2 and, at roughly 1000 feet (430 feet above ground level (AGL)), the localizer performance with vertical guidance (LPV) approach was lost.

December 2, 2019


Emergency locator transmitter (ELT) signal went off at 0904Z and extended further past the 5 minute after the hour testing parameter. Trenton Joint Rescue Coordination Centre (JRCC) advised. A Summit Air Aerospatiale ATR 72-202 (C-GJPY) was the source. Crew chief was notified and ELT was turned off at 0932Z.

November 28, 2019


A Summit Air Aerospatiale ATR 72-202 (C-GJPY/SU7151) from Yellowknife, NT (CYZF) to Ekati, NT (CYOA) reported instrument failure, requested to return to CYZF. No assistance required. Aircraft arrived without incident at 1538Z. No impact to operations.
UPDATE from Aircraft Maintenance & Manufacturing: A Civil Aviation Safety Inspector (CASI) looked into this occurrence. During climb after departure from Yellowknife, NT (CYZF) the aircraft experienced a #2 Altimeter failure. The crew decided to return to CYZF and the aircraft landed without further incident. Company maintenance replaced the #2 Altimeter and returned the aircraft to service, there have been no further reported incidents.

April 26, 2019


A Summit Air Ltd. Aerospatiale ATR 72-202 (C-GJPY/SU7124) from Gahcho Kue, NT (CGK2) to Yellowknife, NT (CYZF) reported striking a bunch of little birds upon touchdown on Runway 28. No impact to operations.

February 5, 2019

Incident at THOMPSON MB (CYTH)

A Summit Air Ltd. Aerospatiale ATR 72-202 (C-GJPY/SU7112) from Thompson, MB (CYTH) to Arviat, NU (CYEK) was issued the Thompson Two departure and was observed on radar in a right turn through A025, where runway heading until A050 is required. No impact to operations.

September 20, 2018


TSB #A18W0147: C-GJPY, an Aerospatiale ATR 72-202 aircraft operated by Summit Air, was conducting flight SU7122 from Gahcho Kue, NT (CGK2) to Yellowknife, NT (CYZF) with 3 crew members on board. During the descent, the flight crew received a LO LVL hydraulic caution light, 20 nautical miles inbound to CYZF. After reviewing the Quick Reference Handbook (QRH), the flight crew contacted ATC and requested Airport Rescue and Fire Fighting (ARFF) to be standing by. An emergency gear extension was performed, and the aircraft landed uneventfully. The operator’s maintenance is investigating.

August 9, 2018


CORRECTION To Narrative: C-GJPY departed Yellowknife, NT (CYZF) for Hope Bay, NU (CHB3).
A Summit Air Ltd. Aerospatiale ATR 72-202 (SU7131) from Hope Bay, NU (CHB3) to Yellowknife, NT (CYZF) was approximately 64NM North of CYZF, inbound, when the pilot declared PAN PAN due to a hydraulic issue. They requested that the Aircraft Rescue and Fire Fighting (ARFF) unit be on standby at CYZF. The aircraft landed safely, with no impact to operations.
Update TSB Report # A18W0122: C-GJPY, an Aerospatiale ATR-72-202 aircraft operated by Summit Air, was conducting flight SU7131 from Yellowknife, NT (CYZF) to Hope Bay, NU (CHB3) with two crew members on board.During the initial portion of the approach into CHB3, the flight crew observed a LO LVL caution for the green hydraulic system. A decision was made to return to CYZF and the flight crew declared a PAN PAN to get ARFF on standby for the landing. An alternate landing gear extension procedure was used to lower the landing gear, and the aircraft landed without further incident. The operator?s maintenance found a cracked hydraulic fitting related to the green hydraulic system. A Service Difficulty Report (SDR) was submitted to Transport Canada.
UPDATE from Aircraft Maintenance & Manufacturing: A Civil Aviation Safety Inspector (CASI) looked into this occurrence. On approach to CHB3, the Crew received a LO LVL alert on the GREEN hydraulic system. A go-around was accomplished and a hold pattern was established as the crew went through the procedures checklist. The system was shut-off and a decision was made to return to CYZF. On approach to Yellowknife, the emergency gravity landing gear extension procedure was initiated and all three landing gear came down and locked. The aircraft landed without any further incident. Company Maintenance inspected the aircraft and found a possible crack in a pressure line fitting. The acoustic filter and fitting were replaced and leak checked with operation being normal. The aircraft was returned to service with no further reported incidents. A Service Difficulty Report (SDR) was submitted.

May 12, 2012


UPDATE TSB reported that the Summit Air Charters Dornier 228-202, C-GJPY, was en route from Kugluktuk to Yellowknife when the crew noticed the No. 2 engine (Honeywell TPE331-10) oil pressure surging and torque fluctuating in the yellow arc. A precautionary shutdown was carried out, and an uneventful landing completed at Yellowknife. ARFF was placed on standby, but not called out. Maintenance will advise the cause when examination is completed.
SU 201, a Dornier 228 operated by Summit Air Charters, was inbound to Yellowknife when the crew reported they had one engine shut down as a precautionary measure and requested ARFF vehicles on standby. The aircraft landed safely on Runway 34.
UPDATE Maintenance and Manufacturing reported that the right engine was inspected and an oil leak from a crack in the oil filter housing adapter was found to be the fault. The filter housing was replaced and leak checked serviceable. An SDR has been submitted.

September 18, 2009

Incident at KUGLUKTUK NU (CYCO) (ATM - inaccurate aeronautical information)

UPDATE Nav Canada reported that the Observer/Communicator fully understands the importance of providing an accurate altimeter setting reading. He did recognize his error but could not provide an excuse or an explanation for it. Although the O/C has 15 years experience, he was pulled from the work schedule and will be submitted to a full re-certification.
C-GJPY, a Dornier 228 operated by Summit Air Charters, was en route to Kugluktuk (YCO) on a VFR flight and at the top of descent into YCO, at 9,500 feet ASL and approximately 60 NM south of YCO an aerodrome advisory was requested from the YCO CARS station. It was given along with an altimeter setting of 30.28. The altimeter readback was given by the PNF and "altimeter readback correct" was the response from the CARS O/C. The crew conducted descent in visual meteorological conditions and when 30 NM south of YCO and at an indicated altitude of 3,300 feet ASL the crew noticed being lower than they were supposed to be. They cross-checked the 25 NM IFR sector altitude as a back up and noted 2,700 feet ASL was the minimum. It was then that the crew realized something was wrong and asked the PNF to call the CARS operator again to confirm the altimeter setting. The CARS attendant responded by saying "altimeter setting three zer...correction, 29.28." It was then that the crew realized the CARS mistake and corrected the altimeters for their one thousand foot error while again reading back and receiving back a correct altimeter readback statement.

November 21, 2007

Incident at STONY RAPIDS SK (CYSF) (Aerodrome - visual aids, ATM - other)

UPDATE ANS and Airspace reported that Nav Canada was unable to locate any maintenance records indicating that the jammed frequency 122.2 was initially reported to the Winnipeg TOC. The short duration of each occurrence would possibly explain this. There have been no similar problems reported since the original AOR.
Regina FSS reported what appears to be a jammed frequency 122.2 at Stony Rapids on Nov. 20 from 2210 - 2320z and Nov. 21 from 2300 - 2325z. The source of the interference is unknown. One known aircraft (C-GJPI a DHC-7) was affected by not being able to activate the ARCAL on Nov. 21st.

October 11, 2005


C-GJPI, a DHC-7, left Stony Rapids at 1917Z and shortly after, the crew reported that the gear would not retract. The gear indication was down and locked so the crew returned to the airport and landed without incident at 1924Z.

January 7, 2004

Incident at NORTH BAY ON (CYYB) (Communication navigation surveillance/air traffic system)

The Voyageur Airways Limited de Havilland DHC-7 (C-GJPI) was departing on a VFR flight from North Bay Airport (CYYB) to Marathon Airport (CYSP). The aircraft was on the taxiway when it taxiied to position on runway 26 and departed without lights and without radio contact with the F.S.S. staff. F.S.S. staff tried several times to contact the flight crew of the aircraft on the mandatory frequency (MF). At 1145Z, the flight crew advised that they had made the broadcasts. London F.I.C. staff advised that they had heard the flight crew broadcast on frequency 126.7 MHz and that the flight crew did not mention any communication problems on the MF. Ops. impact -- unknown.
Supplemental information from Voyageur Airways Limted [2004/01/08]: The Safety Officer spoke with the flight crew involved and was informed that this occurrence took place during the transition time as the tower was opening. The flight crew fired the aircraft up and keyed the microphone to turn the ARCAL lights on (which did come on at that time -- which perhaps were coincidentally powered on manually at the same time as the flight crew attempted to activate them through the ARCAL system). The flight crew confirmed that they made their appropriate calls and did not receive any response on the North Bay mandatory frequency (MF). They also noted that they were able to open their flight plan with London F.S.S. (so the aircraft's radio was working at least intermittently) and that they used the same radio to make all calls as well as activate the runway lights. As the crew were unaware of the concerns, they did not pull the aircraft's CVR circuit breaker and the information has been overwritten.

November 23, 2004

Incident at YELLOWKNIFE NT (CYZF) (TCAS alert, Conflict - potential, ATS operating irregularity)

MPE 9409, a B737, was IFR inbound to Yellowknife (YZF) and approximately 25 NM north of the airport in descent to 6,000 feet. The crew reported turning 20 degrees to the left in respond to TCAS RA. Subsequently, the Controller levelled the aircraft at 8,000 feet based on a VFR target opposite direction at 7,500 feet unverified. The two aircraft passed each other with approximately 1 NM lateral separation in Class E Airspace. The VFR aircraft, believed to be a Dornier 228, appeared to level off at 7,500 feet temporarily and continued to climb after the aircraft passed. The IFR aircraft was than re-cleared to 6,000 feet. TSB is looking into the incident.
UPDATE ANS and Airspace reported that this incident occurred in Class E controlled airspace in VMC conditions. Both aircraft should have been visible on radar systems in Edmonton ACC or Yellowknife Tower. The inbound IFR traffic would have been in radio communication with ATC. While it is not mandatory for ATC to pass traffic information in Class E airspace, it will be passed 'workload permitting'.
UPDATE TSB reported that the Air North Boeing 737 aircraft, registration C-GDPA, was inbound to Yellowknife and cleared to descend to 6,000 feet as number 2 for the approach. About 25 NM north of Yellowknife as C-GDPA was descending through 8,500 feet, an opposite direction target at 7,500 feet and 12 o'clock was detected by the TCAS. The crew levelled off at 8,000 feet, and when a TCAS RA was received, made an immediate left turn for evasive action and advised ATC. The traffic was a VFR Summit Air Charters Dornier 228 aircraft, registration C-GJPY, which had levelled off at 7,500 feet until the aircraft had passed each other, then continued its climb. Separation was about 1 NM laterally and 500 feet vertically in Class E airspace.

February 4, 2002

Incident at VAL-D'OR QC (CYVO)

TSB number and class added.
At 26 NM and 10,000 feet inbound to Val-d'Or, Voyageur Airways Dash-7 C-GJPI requested advisory service and advised the FSS that one engine was out. The aircraft did not request priority or declare an emergency, and 10 minutes later it landed without incident.

February 15, 2001

Incident at 15 NM southeast of Dryden Regional Airport (CYHD)

Supplemental information from T.S.B. Initial Notification (#A01C0026): The De Havilland DHC-7-102, C-GJPI, had just completed a survey flight and the crew was retrieving the survey sensors at 4,500 feet ASL. When one of the sensors reached its cradle, the associated winch was not disengaged and the sensor separated from the cable and fell to the ground in an unpopulated area. The sensor operator was debriefed and given additional training regarding the operation of the winches.
While retrieving the ¿bird¿ (a white 5 foot long sensor weighing approx. 45 lbs, shaped like a bomb) into its cradle, the sensor entered the cradle too hard due to the operator failing to release the winch control button once the bird was in the cradle. This caused the cable to shear and the bird to departed from the aircraft. The bird was destroyed upon impact in a remotely settled wooded area. The ¿bird¿ is not hazardous and retrieval is not anticipated. The Altitude at the time was 4500 feet.

June 4, 1993