January 17, 2009


UPDATE TSB Winnipeg reported that they will conduct a Class 3 investigation into this accident. A Minister's Observer from System Safety will be appointed.
The crew of a Skynorth Air Ltd Beech 100, C-GNAA, was on a re-positioning flight from Thompson, MB, to Island Lake. On arrival in the Island Lake area, the crew commenced an instrument approach to Runway 12. During the approach, the aircraft descended and the crew carried out a missed approach. During the missed approach, the aircraft struck a tree. The crew continued the missed approach and returned for a landing at Island Lake without further incident. No injuries were reported. The aircraft sustained damage to the wing leading edge and underside, and to its landing gear doors. The aircraft was ferried to Winnipeg for repairs. TSB is currently assessing the level of investigation they will carry out for this accident.

January 3, 2009

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

UPDATE TSB reported that shortly after departing from Runway 13 at Winnipeg, the crew of Skynorth 684, C-GNAA, a Beech King Air 100, observed a landing gear unsafe indication. The crew re-set the landing gear relay circuit breaker and cycled the gear selector lever; however, an up and locked indication was not achieved. They requested a clearance to return to Winnipeg, but did not declare an emergency or request assistance. ATC provided vectors for a landing on Runway 13. Shortly after touchdown the aircraft's right wing settled as the main landing gear began to collapse, and the aircraft began to veer off to the right, coming to rest at the intersection of Runways 13 and 18. The crew then requested assistance and the Tower advised the airport duty officer (ADM) that C-GNAA was disabled at the intersection. Shortly afterward the ADM closed Runways 13 and 18. C-GNAA was removed at 13:30 and the runways were reopened at 13:45. The operational impact of the runway closures was that 7 airborne aircraft were diverted, 12 departures were delayed and 7 other flights were cancelled. Previously, this aircraft had experienced similar gear indication problems and the operator's maintenance personnel replaced the landing gear motor. Subsequent to the accident flight, an inspection of the landing gear revealed anomalies in the right landing gear actuator. The actuator and other parts were removed by TSB for analysis.
SN 684, a Beech King Air 100 operated by Skynorth Air, departed from Runway 13 at Winnipeg and the crew subsequently informed the Winnipeg Terminal Controller that they had an unsafe gear indication and needed to return. No assistance was requested. SN 684 landed on Runway 13 at 1652z and the right main gear collapsed, with the aircraft becoming disabled in the intersection of Runways 13/31 and 18/36. The crew requested assistance and arrangements were initiated to remove the aircraft. Winnipeg International Airport was effectively closed for approximately 3 hours with the exception of departures on Runway 36 from Taxiway Kilo. The aircraft was removed at 1930z and the runways were opened at 1945z. There were no injuries to the three occupants, however the aircraft received substantial damage. This aircraft experienced gear problems at YWG on December 30, 2008 after which the gear motor was replaced; CADORS 2008C4476 refers.

June 14, 2006


The pilot if C-GNAA a Beech 100 owned by La Loche Airways failed to report arrival at Tofino to FSS. APM staff located the aircraft.

June 10, 2006


UPDATE: Add correct aircraft registration/events: C-GNAZ, a Nav Air Charter Piper PA31, did not report down and off the runway at Tofino. A field search located the aircraft.
C-GNAA did not report down and off the runway. Field search located aircraft. Note: Registration is incorrect
C-GNAA did not report down and off the runway. Field search located aircraft. Note: Registration is incorrect
C-GNAA did not report down and off the runway. Field search located aircraft. Note: Registration is incorrect
UPDATE The registration has been changed back to GNAA which is a King Air with La Loche Airways not a PA31 as originally reported. No Further Action Required.

August 2, 2005

Incident at TOFINO / LONG BEACH BC (CYAZ) (Alleged Canadian Aviation Regulations (CARs) infraction)

C-GZND a privately registered Zenair Ch300 landed runway 15 over C-GNAA a Beech 100 owned by La Loche Airways Ltd. at the button runway 15 waiting for a departure clearance. Weather was below VFR ceiling of 500 feet and C-GZND did not call on MF 122.3 prior.
OPI changed to Enforcement.

July 26, 2005

Incident at TOFINO / LONG BEACH BC (CYAZ) (Communication error, Alleged Canadian Aviation Regulations (CARs) infraction)

Update from General Aviation: PIC was counselled about appropriate procedures at airports with MF and the use of a current CFS. No further action required.
GNAA, a Beech Kingair 100 was on short final RWY15 at Tofino and reported a light A/C landing RWY10. CD FSS had no contact for provision of RAAS with A/C. A/C turned out to be a Cessna 172, C-GKWG, on flight from Langley to Tofino.

June 30, 2005

Incident at VICTORIA INTL BC (CYYJ) (Aerodrome, runway or taxiway shutdown)

C-GNAA a Beech 100 owned by La Loche Airways landed on runway 27 at Victoria at 2334Z and advised at 2348Z that the aircraft had some tire damage. AFF inspected the landing area of runway 27 and found no debris. C-GJPG was orbited for 2 minutes to accommodate the Runway inspection and then landed without incident. Vancouver Tower advised, runway inspection done, nothing found.

June 15, 2005

Incident at TOFINO / LONG BEACH BC (CYAZ) (ATM - other)

C-GNAA a Beech 100 owned by La Loche Airways requested an IFR clearance to Victoria through the Nanaimo FSS. FSS did not state the requested destination, the Flight plan on file at the ACC was Tofino V304 Vancouver and Controller issued clearance to Vancouver Airport. FSS read back incorrect destination of Victoria and ACC controller did not catch the mistake. FSS cleared the aircraft to Victoria via V304 and Pilot apparently did not question that V304 does not go to Victoria. No other aircraft involved and shortly after takeoff the aircraft was re-cleared to Victoria. TSB will follow-up this occurrence.
Added TSB information.

Incident at TOFINO / LONG BEACH BC (CYAZ) (Conflict - potential, Alleged Canadian Aviation Regulations (CARs) infraction)

Update from General Aviation: No further action required.
C-GWIS a Cessna 182N owned by Vanderhoof Flying Service departed Tofino without first making contact with the Nanaimo FSS on MF 122.3. C-GNAA a Beech 100 owned by La Loche Airways reported down on runway 25 and advised that C-GWIS had departed R10 and over flown them. C-GNAA then advised 2 other inbound aircraft of the location of GWIS.

December 11, 2005


CJ 100, a Beech King Air 100, was en route IFR from Fort McMurray to Fort Chipewyan when the flight crew descended out of 12,000 feet without a clearance. The aircraft had been transferred to Edmonton FSS, and the crew had been previously instructed to request descent through Edmonton FSS. The controller observed the descent when the aircraft's Mode C changed. Separation was not lost as there was nil traffic in the vicinity.

December 17, 2004


UPDATE Maintenance and Manufacturing reported that a local AMO changed the high pressure fuel pump and returned the aircraft to service. An SDR will be submitted.
C-GNAA, a Beech King Air, was en route from Grande Prairie to High Level when the crew diverted to Peace River due to a problem with the left engine. The flight landed safely at 0154Z. The cause of the problem is not known.

November 30, 2004

Incident at EDMONTON CITY CENTRE / BLATCHFORD AB (CYXD) (Other operational incident, Engine shut down, Conflict - loss of separation)

UPDATE TSB reported that the La Loche Airways Ltd. Beech 100 aircraft, registration C-GNAA, had departed Runway 30 at the Edmonton City Centre Blatchford Field airport on a local IFR flight. Shortly after departure, one engine was shut down for training purposes; however, ATC was not advised. Transport Canada DeHavilland DHC-6 Twin Otter aircraft, registration C-FCSX, operating as TGO 985 (CAR 703), departed Runway 30 approximately three minutes later, also on a local IFR flight. The Controller observed that the speed of the Beech 100 had reduced to approximately 100 knots and immediately turned the aircraft to a heading of 200 degrees. The Controller also confirmed that one engine had been shut down and advised the pilot to re-start the engine and expedite the climb. TGO 985 was instructed to reduce speed and stop the climb. Separation between the aircraft was reduced to 2.2 NM and 700 feet vertical in an area where 3 NM and 1000 feet is required, due to the unexpected speed reduction of the Beech 100.
C-GNAA, a Beech King Air, departed from Runway 30 at City Centre airport at 2102Z. Shortly after departure, the crew shut down one engine for training purposes and did not advise ATC of the shutdown. TGO 985, a DHC-6, departed from Runway 30 at 2105Z. The Controller observed the speed reduction in C-GNAA (100 knots) and immediately turned C-GNAA to a heading of 200 degrees. The Controller confirmed that the crew had shut down one engine and advised them to re-start and expedite the climb. The Controller instructed the crew of TGO 985 to reduce speed and stopped their climb to a safe altitude below C-GNAA. Separation was reduced to 2.2 NM lateral and 700 feet vertical in an area where 3 NM and 1,000 feet are required.

October 28, 2003


At 1926Z, the ILS (LOC)Runway 29 at Grande Prairie failed while C-GNAA, a Beech King Air 100, was on approach during IFR WX conditons. (WX SPECL @ 1925Z -X A7OVC 1V SW- 0610G15 S1SC9 VRBL 1/2 - 1 1/2). The crew of C-GNAA missed on their first attempt and then flew a VOR APP to Runway 07 and landed successfully at 2001Z. The ILS began functioning again 35 minutes later at 2001Z and the Nav Canada technician advised wet snow on antenna was likely the cause of the interruption.

March 21, 2003


C-GNAA, a Beech King Air, arrived at City Centre airport after a flight from Lethbridge and while taxing to the ramp, the nose gear tire went flat. The crew stopped the aircraft at the intersection of Taxiways Alpha at Tango. There was no impact on operations and the aircraft was removed 40 minutes later at 1550Z.

March 11, 2003

Incident at EDMONTON INTL AB (CYEG) (Conflict - loss of separation, ATS operating irregularity)

UPDATE ANS and Airspace reported that Nav Canada completed a Level 2 Operational Safety Investigation.
JZA 8328, a DHC-8, had departed Runway 30 at Edmonton (YEG) for Saskatoon and the crew was initially issued a vector of 010 degrees prior to being cleared direct to RYLEY intersection. The aircraft crossed the path of C-GNAA, a Beech King Air, which was inbound to City Centre Airport (YXD) from the south and established on the localizer for Runway 34 at YXD. Separation diminished to 2 miles lateral and 800 feet vertical. Separation required was 1,000 feet vertical or 3 miles lateral. TSB reported that the Controller was removed from duty and will undergo a recurrency check.

October 1, 2002

Incident at RED EARTH CREEK AB (CEH5) (Aerodrome, runway or taxiway shutdown, ATS operating irregularity)

Both C-GNAA, a Beech 100, and CB 217, a Beech 200, had filed IFR flight plans to Loon Lake, AB. Shortly before departure, both crews re-filed to Red Earth Creek, AB. The aircraft arrived and landed without further incident. However after arrival, the Airport Manager advised the crews of both aircraft that a NOTAM had been issued for the runway to be closed for maintenance. But, due to equipment breakdown, no work had started on the runway. The airport manager then called ATC and advised them that the NOTAM was cancelled. Nav Canada is in the process of determining how and why the NOTAM information was not passed to the pilots. Had the pilots contacted the FSS Station at Peace River they would have been told that a NOTAM had been issued for Red Earth Creek. Nav Canada to update.
UPDATE ANS and Airspace reported that the NOTAM information was received by Nav Canada and due to an oversight by a staff person, the information was not circulated within the Edmonton Flight Information Region.

December 10, 2000


The crew of C-GNAA, a Beech King Air, was maneuvering on the ramp at Cross Lake Airport when they taxied into an airport sign. One of the propellers struck the sign and the prop has since been removed from the engine. It is likely that the engine will also have to be removed and examined for damage.
UPDATE Maintenance and Manufacturing reported that the engine power section was removed for inspection as per the P&W Maintenance Manual.

July 2, 1998

Accident at Patuanak, SK (Aerodrome - runway or taxiway surface condition)

The crew of C-GNAA, a Beech King Air, were taxiing for takeoff on the gravel strip at Patuanak, SK. The flight was a medevac flight with 5 people on board. During the taxi, the nosewheel of the a/c went into a sinkhole, breaking the nosegear fork assemby and collapsing the nosegear. Both propellers struck the ground, disabling the a/c on the runway. There were no reported injuries. The company will be arranging for an AME to replace the propellers and inspect for internal damage on the engines. OPI - Aerodrome Safety UPDATE Aerodrome Safety reported that the Patuanak Airport is a registered aerodrome operated by the Province of Saskatchewan and it has been known for years that the strip is sandy and has loose gravel areas. When the weather is hot and dry, soft spots will appear, especially near the sides of the runway. The strip is not designed for a/c with narrow tires such as a King Air, rather it was designed for a/c with wider tires that will handle the softer gravel. A NOTAM was issued regarding the airstrip condition and the Saskatchewan government will submit an amendment to the Canada Flight Supplememt with a caution about the soft areas. UPDATE TSB also reported that the failure of the fork was at the weld assembly as identified in Airworthiness Directive 87-22-01 R1. There is a 150 hour repetitive requirement to check the weld for cracks by means of a liquid penetrant inspection, and this was done by a NDT firm in Fort McMurray 120 hours prior to the accident. When the nose gear of C-GNAA entered the soft area, it jammed hard over against the steering stop and imparted a twisting moment to the weld. Preliminary indication is that the weld failed in overload. UPDATE M. & M. reported that the a/c is owned by Contact Air and is currently on a lease-to-purchase agreement with LaLoche Airways, with Contact Air as the AMO. This incident was investigated by LaLoche Airways' insurance adjuster, who arranged for the a/c to be repaired by Rocky Mountain Aircraft in Springbank. A ferry permit was issued in order that the a/c could be flown there after the power sections and propellers were changed and the gear temporarily repaired in the locked down position. The original power sections have been sent to Standard Aero in Winnipeg and the propellers to Western Propeller in Edmonton. Rocky Mountain now has access to the rudder pedals and control system, the main spar, the landing gear actuator and the nose section to inspect and estimate costs for repairs. They will also do a heavy landing inspection. The inspections and quotations should be done the week of July 27th. When the nose gear went into the sink hole and turned sideways, the drag brace bent and failed, and the nose gear actuator went through the air conditioning section of the nose. The nose gear trunions appear to be undamaged.

June 10, 1998

Incident at Saskatoon, SK (Navigation assistance, Conflict - loss of separation)

CDR 1304, a DHC-8, was inbound to Saskatoon (YXE) from Calgary, cleared to 6,000 feet with an ETA at YXE of 2330Z. The active runway was Runway 27 but the crew of CDR 1304 had been given approval to do an approach to Runway 15. C-GNAA, a Beechcraft King Air, had departed YXE from Runway 27 at 2323Z and was instructed to maintain 5,000 feet. C-GNAA was radar identified by Saskatoon TCU and instructed to turn to a heading of 340 degrees, which the pilot acknowledged. The controller, who was a trainee under supervision, passed the traffic to the crews of the two a/c. The crew of CDR 1304 reported that they had visual contact with C-GNAA, but the crew of C-GNAA was looking. The controller then issued a vector of 300 degrees to the crew of C-GNAA and realized the C-GNAA was using an incorrect transponder code. When the crew selected the correct code, C-GNAA was observed to be climbing above 5,000 feet. The crew were then instructed to immediately return to 5,000 feet and the crew reported that they were at 5,000 feet. The crew of CDR 1304 then reported that they were by the traffic, which they observed at 5,600 feet. Analysis of the radar data indicated that the closest point between the two a/c was 600 feet vertically and .65 of a mile laterally. The crew of C-GNAA confirmed that they did not see CDR 1304. The trainee controller and supervisor were removed from duty pending the outcome of a preliminary investigation. OPI - ANS and Airspace; Enforcement UPDATE ANS and Airspace reported that NavCanada has concluded that there is no ATC involvement in this occurrence, that procedures were followed as per Manops and no further NavCanada action is required. UPDATE TSB reported that the crew of C-GNAA acknowledged that they had selected an incorrect transponder code at takeoff and that the co-pilot had inadvertently flown through their 5,000 foot altitude restriction. The Captain initiated a descent back to 5,000 feet when the controller observed the loss of separation.

February 17, 1998

Incident at Edmonton, AB

C-GNAA was inbound to Edmonton City Centre Airport from Fort McMurray when the crew advised that the left engine had failed due to a lack of fuel pressure. The crew secured the engine and diverted to Edmonton International Airport where ERS was available. The a/c landed without further incident, and maintenance later reported that the driveshaft on the high pressure pump had failed. The pump was replaced and the a/c put back in service. OPI - System Safety

December 16, 1997

Incident at Fort McMurray, AB

C-GNAA was inbound to Fort McMurray with 2 crew, and on approach the crew advised FSS that they had an unsafe left gear indication. They requested CFR to be on standby and the municipal fire department responded as the a/c landed without incident. Maintenance later reported that the problem was a broken wire on the downswitch light. The wire was repaired, the gear swung and the a/c put back in service. OPI - System Safety