January 22, 2002

Incident at CROSS LAKE (CHARLIE SINCLAIR MEM) MB (CYCR)

C-GPIM/M, a Piper Cheyenne, departed VFR from Cross Lake for St. Andrews at 1730Z. The aircraft was climbing through 13,500 feet when contact was made with Winnipeg ACC requesting an IFR clearance at 17,000 feet. The Controller advised the pilot that at its location, controlled airspace started at 12,500 feet and clearance should have been requested prior to entering. There was no traffic involved and the Controller was able to issue clearance to 17,000 feet.

July 9, 2001

Incident at LYNN LAKE MB (CYYL)

CAV 3751, a HS 748, was on a VFR flight from Brochet to Thompson. A radar target appeared in Winnipeg ACC squawking 1200 with a Mode C printout of 14,000 feet and climbing. The a/c then levelled off at 15,000 feet. Traffic in the area was PAG 774, a Metro II which was enroute IFR from Lac Brochet to Thompson, also at 15,000 feet. The two a/c were observed to be about 20 miles apart. Winnipeg FSS was not in communication with the crew of CAV 3751, although the Perimeter crew advised the Controller that they were talking to the Calm Air crew. The airspace is Class B and the Calm Air flight was not flying at a VFR altitude. Another a/c, C-GPIM, a Piper Cheyenne enroute from Thompson to Lynn Lake, was instructed to climb to 16,000 feet to ensure safety if CAV 3751 began a descent.

June 10, 2001

Incident at THOMPSON MB (CYTH)

C-GPIM, a Piper Cheyenne, landed on Runway 23 at Thompson at 0054Z then the pilot reported experiencing a flat nose wheel when clearing onto Taxiway Charlie. The aircraft was towed off at 0108Z. No other flights were inconvenienced.

March 31, 2001

Incident at THOMPSON MB (CYTH)

C-GPIM, a Piper Cheyenne, was on final at Thompson (YTH) when the crew initiated a go-around. When queried, the pilot indicated they needed to re-cycle the gear and no asistance was required. During a circuit, the crew attempted to re-cycle the gear, and after 2 attempts they advised they were still getting an unsafe left main gear indication. Emergency standby was initiated and the crew advised they would do a fly-by of the FSS cab. The gear appeared to be down during the fly-by. The city fire department and the airport duty person had been called out and were enroute. The crew elected to land and did so safely at 2140Z. Response personnel arrived shortly thereafter while the pilot disembarked on the runway to confirm that the gear was safe for taxiing. The pilot re-boarded the a/c and taxied off the runway without incident at 2144Z. TSB later reported that maintenance discovered a broken wire in a landing gear microswitch.

March 1, 2001

Incident at THOMPSON MB (CYTH)

UPDATE M. & M. reported that upon arrival in Thompson, maintenance found a loose hose clamp on the aircraft combustion heater. The clamp was replaced, and the aircraft returned to service.
C-GPIM a Piper Cheyenne, departed Thompson at 0906Z enroute to Cross Lake. When approximately 20 NM from Thompson, the crew advised they were returning due to a pressurization problem. C-GPIM landed at Thompson at 0927Z without incident.

January 24, 2001

Incident at THOMPSON MB (CYTH)

C-GPIM, a Piper Cheyenne with 4 people on board, was estimating Thompson airport at 0546Z on a flight from Oxford House. At 0546Z, the pilot advised he was overshooting Runway 23 due to unsafe left gear indication. The pilot cancelled IFR at this time and executed a low pass over Runway 23 to have his gear visually checked. The FSS operator and a company staff person on the apron both observed the gear to be down. ERS responded and the aircraft landed safely at 0613Z. Weather was not a factor. Runway 05/23 was voice-Notamed closed by Thompson FSS from 0614Z to 0625Z.

June 13, 2000

Incident at 40 NM S of Thompson, MB (Conflict - loss of separation, ATS operating irregularity)

A loss of separation occurred about 40 NM south of Thompson, MB, involving Canadian Regional 1525, a Fokker F28 enroute to Winnipeg, and C-GPIM, a Piper PA-31T Cheyenne inbound to Thompson from Winnipeg at FL 220. CDR 1525 was initially cleared to FL 210, and was cleared to FL 290 after radar identification. CDR 1525 received a TCAS advisory passing through FL 220. Radar data analysis indicated that the two aircraft passed with 4.65 NM horizontal spacing when CDR 1525 was levelling at FL 230; 5 NM is required. OPI - ANS and Airspace UPDATE ANS reported that a Fact Finding Board will be convened as soon as possible.

June 10, 2000

Incident at Thompson, MB

AT 2350Z, THE CREW OF C-GPIM, A PIPER CHEYENNE WITH 5 PEOPLE ON BOARD, REPORTED AN UNSAFE GEAR INDICATION WHEN ON APPROACH AT THOMPSON. THE THOMPSON FIRE DEPARTMENT WAS REQUESTED TO RESPOND. THE A/C LANDED SAFELY AT 2356Z. NO OTHER A/C WERE REPORTED DELAYED. THE NATURE OF THE GEAR PROBLEM IS NOT KNOWN. OPI - Maintenenace and Manufacturing UPDATE M. & M. reported that the crew did not have a left main gear "safe" (green) indication upon landing in Thompson. The crew cycled the gear several times and heard all three gear lock down. Upon confirmation with Thompson FSS with a flyby. An inspection was performed on the gear indicaiton system and found a broken wire on the left-hand main gear downlock microswitch. The wire was repaired and the aircraft returned to service.

April 21, 2000

Incident at Thompson, MB (Conflict - IFR & VFR, ATS operating irregularity)

The crew of C-GPIM, a Piper Cheyenne, was doing a simulated full procedure ILS approach to Runway 05 at Thompson. CAV 1559, a Saab 340, was inbound to Thompson from Winnipeg on an IFR flight plan. The two a/c conflicted with each other about 1.5 miles from the threshold of Runway 05. The crew of CAV 1559 broke off their approach and circled to the south to avoid C-GPIM. It appears that the two crews did not know the position and intentions of each other. Weather was VMC and was not a factor in the occurrence. OPI - ANS and Airspace UPDATE TSB reported that THE PA-31T, C-GPIM, WAS CONDUCTING A FULL PROCEDURE ILS APPROACH TO RUNWAY 05 UNDER VFR AS PART OF A TRAINING FLIGHT. THE SAAB 340B, C-FTJV OPERATING AS FLIGHT CAV 1559, WAS OPERATING UNDER IFR INBOUND TO THOMPSON FROM WINNIPEG. WEATHER CONDITIONS WERE GOOD VMC. ABOUT 20 MILES SW OF THOMPSON CAV 1559 REPORTED THEIR POSITION TO FSS AND WAS ADVISED THAT C-GPIM WAS FLYING THE ILS TO RUNWAY 05. THE CREW OF CAV 1559 HAD INTENDED TO FLY A VISUAL APPROACH TO RUNWAY 23, BUT DECIDED TO JOIN FINAL FOR RUNWAY 05 AT SIX MILES TO FIT IN WITH THE OTHER TRAFFIC. C-GPIM MADE THE REQUIRED MANDATORY FREQUENCY TRANSMISSIONS TO ADVISE OF THEIR POSITION. THE CREW OF CAV 1559 HAD NOT ACQUIRED VISUAL CONTACT WITH C-GPIM AND DECIDED TO FLY THEIR APPROACH HIGHER THAN NORMAL. C-GPIM WAS FOUR MILES FINAL ON THE ILS WHEN CAV 1559 ACQUIRED VISUAL CONTACT. C-GPIM WAS AT THEIR 11-O'CLOCK POSITION AND SEVERAL HUNDRED FEET BELOW. CAV 1559 DID A RIGHT 360 DEGREE TURN TO REJOIN BASE LEG FOR RUNWAY 05 AND LANDED AFTER C-GPIM HAD CLEARED THE RUNWAY. AIRCRAFT SEPARATION AT THE TIME OF THE OCCURRENCE WAS ESTIMATED AT TWO TO THREE HUNDRED FEET VERTICALLY AND ZERO LATERALLY. WHILE OPERATING IN VMC THE PILOTS OF BOTH AIRCRAFT ARE REQUIRED TO MAINTAIN APPROPRIATE SPACING FROM OTHER TRAFFIC. UPDATE ANS reported that NAVCANADA will convene a Fact Finding Board concerning this occurrence.