January 31, 2018

Incident at 25NM KENORA ON (CYQK)

After departing Kenora and receiving a clearance to 5000 feet, a Mag Aerospace Canada Corp. Beech C90 (C-GTWW) on a flight from Kenora, ON (CYQK) to Dryden Regional, ON (CYHD) reported level at 5000 feet. The controller had the flight on radar at 4000 feet. The controller confirmed the altimeter setting and the pilot had set the altimeter 1 full inch off the actual altimeter resulting in an altitude error of 1000 feet. No impact to operations. No other traffic in the vicinity.

September 3, 2014


A Discovery Air Fire Services Beech C90 (C-GTWW/ BD151) from Dryden, ON (CYHD) to Red Lake, ON (CYRL) departed Runway 30 VFR at 1333Z. Aircraft was advised of below SVFR conditions. Automated weather observation system (AWOS) aerodrome special meteorological report (SPECI) at 1322Z reported visibility 3/4SM in mist and an overcast ceiling of 200FT. BD151 issued a pilot weather report (PIREP) for clear skies North, East, and South, with a small patch of low lying fog off to the West. The 2 weather CAMs on the Nav Canada site coincided with the PIREP.

January 9, 2014

Incident at KENORA ON (CYQK)

FSS noticed target appear inside Kenora, ON (CYQK) control zone on NARDS while a Discovery Air Fire Services Beech C90 (C-GTWW) from Dryden, ON (CYHD) to Kenora, ON (CYQK) was 20NM from the airport. The no radio (NORDO) aircraft, a privately registered Mooney M20R was able to transmit but no modulation. An advisory was given and the Mooney M20R was able to communicate using clicks of the mic. The aircraft left the zone for the arrival of C-GTWW and arrived a few minutes later without incident. Minor impact on operations.

January 13, 2012

Incident at KENORA ON (CYQK) (Incursion - runway - vehicle)

The Hicks & Lawrence Beech C90 (C-GTWW) was on an IFR flight from Pikangikum (CYPM) to Kenora (CYQK). While on approach, an airport staff tractor was late to clear the runway due to engine difficulties. Ops. impact -- C-GTWW was delayed 13 minutes in landing.

August 30, 2011

Incident at SUDBURY ON (CYSB)

The Hicks & Lawrence Limited Beech C-90 aircraft (C-GTWW, operating as BD157) was concluding a local IFR flight from the Greater Sudbury Municipal Airport (CYSB). NAV CANADA staff at Sudbury F.S.S. advised that the flight crew reported that a birdstrike had occurred during the landing on runway 04 [no information provided as to whether or not a runway inspection was conducted and the results of it -- if it was conducted]. There was no reported damage to the aircraft. Ops. impact -- unknown.

August 20, 2010


A strong ELT signal was detected at Sault Ste. Marie Airport (CYAM) starting at 1542Z. The origin of the ELT was located in a Hicks & Lawrence Limited Beech C90 aircraft (C-GTWW) at the MNR ramp at Sault Ste. Marie Airport. The ELT was turned off at 1650Z.

May 27, 2009


The Hicks and Lawrence Limited Beech C90 aircraft registration C-GTWW was on an IFR flight from Thunder Bay (CYQT) to Dryden (CYHD). After departure from CYQT, C-GTWW was cleared to maintain 16000' but was subsequently observed on radar still climbing at 16800'. The pilot was questioned and acknowledged error then descended back to 16,000'. No other aircraft in vicinity.

January 7, 2004

Incident at DRYDEN REGIONAL ON (CYHD) (ATS operating irregularity)

The Walsten Air Service (1986) Ltd. Beech C90 aircraft (C-GTWW) was departing on an IFR flight from Dryden Regional Airport (CYHD) to Big Trout Lake Airport (CYTL). The aircraft took off with a climb restriction to 5,000'. The pilot contacted ATC, climbing through 5,600' and acknowledged having climbed through the cleared to altitude. Ops. impact -- no other aircraft involved.

November 6, 2003

Incident at 30 NM East of the Big Trout Lake Airport at FL 230

The Walsten Air service Ltd. aircraft (BE9L)(operating as registered C-GTWW) was an IFR flight that departed the Pickle Lake Airport (CYPL) for the Fort Severn Airport CYER). C-GTWW requested descent and a diversion to the Kenora Airport (CYQK) due to a window problem. No emergency was declared and no assistance was requested. C-GTWW received a clearance to CYQK, landing at 1909Z without further incident. No other flights were affected.

May 23, 2002

Incident at KENORA ON (CYQK) (Conflict - potential)

Kenora (CYQK) - C-GTWW ws given Airport Advisory Service (AAS) departing runway 25. Bird dog 2 (C-GETK) reported on taxi B and was also given AAS for departure runway 25 to the North West. Bird dog 2 backtracted to the threshold of 25 after seeing C-GTWW begin take-off roll. C-GTWW aborted his take-off roll. Shortly afterward Bird dog 2 reported starting his/her take-off roll. The FSS advised Bird dog 2 that the other aircraft was possibly still on the runway and Bird dog 2 aborted the take-off roll. C-GTWW taxied off the runway and bird dog 2 departed with out further incident. Note: there is a bow in the middle of the runway that prevents aircraft from seeing other aircraft at the far end of the runway.

March 5, 2002

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

Kenora (CYQK) - C-GXGR reported a flat tire after landing Rwy 34 at 1834z. Runway was unavailable from 1834z to 1855z when the aircraft was towed from the runway. C-GTWW delayed departure for a local training flight and Bearskin fight 342 (BLS342)was delayed a few minutes departing for Dryden.

November 26, 2001

Incident at GERALDTON (GREENSTONE REGIONAL) ON (CYGQ) (Aerodrome - other)

The aircraft, C-GTWW, was on a medevac priority into Geraldton Airport (CYGQ). After being cleared for an Instrument Flight Rules (IFR) approach, broadcast and ARCAL (Aircraft Radio Control of Aerodrome Lighting) activation was carried out on Aerodrome Traffic Frequency (ATF) 122.8 at approximately 0410z. This time is outside the published hours of Approach Unicome (AU). A VOR/DME RWY08 approach was carried out. Aircraft descended below cloud at 2100 feet above sea level (ASL). The runway lighting was visible from 7-8 miles on final. The ARCAL was recycled again. At about 4 miles final the runway lights went out, came back on for 1 second and then went out again. The First Officer (FO) attempted to re-activate ARCAL three times without success. Sault Flight Service Station (FSS) was contacted on Remote Communications Outlet (RCO) and asked if they monitored the runway lights at Geraldton. The First Officer was advised that FSS did not monitor the lights. The FO then called Geraldton Unicom to ask if lights had been shut off. Unicom advised that the lights had been shut off because the Pilot had not called. The First Officer requested that the lights be turned back on and advised Unicom that they should broadcast their intentions to shut off lights which could affect concerned aircraft. C-GTWW landed safely.

January 18, 2001

Incident at near Dryden (Conflict - potential, Alleged Canadian Aviation Regulations (CARs) infraction)

C-GDPP CASA C-212-CC50 CARGAARD AVIATION LIMITED VFR to Dryden Regional Airport (CYHD) C-GTWW BEECH C90 WALSTEN AIR SERVICE (1986) LTD. IFR from Dryden Regional Airport (CYHD) to Kenora Airport (CYQK) C-GTWW departed runway 11 IFR at 1940Z, climning runway heading to 4,000 feet before proceeding on course to Kenora Airport (CYQK). Traffic (C-GDPP) was inbound VFR from the southeast. Thunder Bay F.S.S. received a telephone call from the pilot of C-GTWW concerning C-GDPP. C-GDPP reported at 6,000 feet. C-GDPP filed a VFR flightplan. According to the pilot of C-GTWW, ¿C-GDPP was skimming above the cloud tops.¿ Weather in Dryden at 1900Z was: visibility six (6) statute miles in light snow; overcast clouds at 1,600 feet. C-GTWW also indicated that C-GDPP did not have the aircraft´s transponder on. C-GDPP landed in Dryden at 1953Z. Ops. impact -- unknown.

June 27, 2000

Incident at approximately 37 miles northwest of Red Lake (Other operational incident, Controlled airspace - unauthorized entry, Conflict - potential, Alleged Canadian Aviation Regulations (CARs) infraction)

The aircraft (C-FAJV, operating as BLS369) was on a IFR flight from Pikangikum Airport (CYPM) to Winnipeg International Airport (CYWG). BLS369 departed Pikangikum Airport at 0011Z with a flight planned altitude request of 16,000 feet. The flight crew contacted the Kenora Sector Controller, advising that they were climbing through 16,000 feet, squawking code 1200, requesting FL180. The Controller had the aircraft squawk code 4706 and, after establishing radar identification, cleared the flight to FL180. The aircraft was observed to be approximately 37 miles northwest of Red Lake at the time. Traffic was C-GTWW, flying IFR from Kenora Airport (CYQK)direct to Pikangikum Airport (CYPM) at 13,000 feet. Radar data analysis revealed that the two aircraft were 40.19 miles apart when BLS369 first climbed above 12,500 feet and 36.31 miles apart when BLS369 climbed through 14,000 feet. Ops. impact -- unknown. Note: In a subsequent phone conversation with the WG ACC Shift Manager, the flight crew acknowledged they had climbed into controlled airspace without a clearance. Their original route had been changed and they said they did not have time to check the chart. (The departure airport (CYPM) underlies the Red Lake control area extension). O.P.I.: PAP

December 13, 1996

Incident at Red Lake, Ontario (ATS operating irregularity)

C-GTWW was unable to adhere to a crossing restriction and separation may have been lost with C-FVJC (BE95) and Perimeter Airways 620 (BE80). Ops. Impact -- unknown.

February 23, 1996

Incident at DRYDEN REGIONAL ON (CYHD) (ATS operating irregularity)

C-GTWW, a Beech BE90 was enroute Kenora from Sioux Lookout IFR at 10000'. C-GUPP, a Beech BE10 was enroute Sioux Lookout from Kenora VFR at 9500'. The crew of TWW advised Winnipeg ACC that they had to take evasive action 15 miles north of Dryden in order to avoid UPP. The crew advised ACC that the aircraft passed with approximately 200 vertical feet separation and less than 1/4 mile lateral separation. The crew of TWW advised ATC that they were in IMC conditions. The crew of UPP advised ATC that they were in VFR conditions. The TSB are investigating this occurrence and follow-up information will be reported.

February 17, 1993

Incident at RED LAKE