Accident Details
On a night visual flight rules (VFR) flight, a Wabusk Air Piper PA-31 Navajo (registration C-GKMW, serial number 725) departed Runway 25 at Kashechewan Airport, Ontario, at approximately 2130 eastern daylight time, bound for Moosonee, Ontario, 72 nautical miles southeast. The captain served as pilot flying from the left seat. The aircraft became airborne roughly halfway down the 3,500-foot runway. Shortly after takeoff, the flight crew lost sight of runway lights and any ground visual references.
The captain selected landing gear up; at 200 feet above ground level (agl), the first officer retracted flaps; then the captain set climb power. A slight drop in manifold pressure occurred on the left engine. While the captain was readjusting power, the aircraft struck the ground. It bounced and came to rest approximately 300 metres past the departure end of the runway. The aircraft sustained substantial damage. The six passengers and two pilots were not injured.
Flight Crew and Operational Context
The captain had been employed with Wabusk Air for about six weeks, with most flying in single-pilot VFR operations. He held a valid airline transport pilot licence and was approved for single-pilot IFR on the PA-31. He had approximately 1,600 total flight hours (200 at night) and 245 hours on type. He started work at 1030 that day, was well rested, and had been on duty 11 hours at occurrence time (7.4 flight hours). The previous day also involved 11 hours on duty; he had a day off five days prior and a week off eight days before.
The first officer had worked for Wabusk Air about four months as a loader/dispatcher and held a commercial pilot licence. His instrument rating had expired; he was approved only for VFR flight crew duties. He started work at 0830 and flew only the occurrence flight that day.
Aircraft and Weight Information
The aircraft was certified, equipped, and maintained per regulations with no reported mechanical issues. It featured a Boundary Layer Research, Inc. modification (STC SA00047SE) increasing maximum take-off weight (MTOW) to 6,730 pounds with wing lockers (C-GKMW had wing lockers). However, Wabusk Air incorrectly used an MTOW of 6,840 pounds. Previous Transport Canada inspection reports listed MTOW inconsistently: 6,500 pounds (June 2003), 6,840 pounds (July 2004), and an April 2005 report noted no carry-on baggage restraints.
Before departing Moosonee, the flight crew calculated weight and balance using standard passenger weights and an estimated 30 pounds baggage per person for the return. Calculated departure weight from Kashechewan was 6,530 pounds. Upon arrival, baggage not fitting in the nose compartment was loaded behind the rearmost seat without tie-down rings or cargo nets; a scale was aboard but not used. Passenger-reported weights later indicated actual total weight exceeded standard by roughly 135 pounds, but the aircraft was likely within weight and center of gravity limits.
Night Conditions and Procedures
Weather from Moosonee (nearest reporting station) at 2100: wind 200° true at 7 knots, visibility 9 statute miles, ceiling 6,800 feet agl, temperature 12°C. Visibility was unrestricted; sky was dark with no moon or stars. Kashechewan Airport has ARCAL type K lighting; all lights were on for takeoff. Departing Runway 25 at night, community lights were not visible, providing little ground reference—a 'black hole' condition increasing risk of sensory illusion.
Wabusk Air standard operating procedures (SOPs) for two-crew operations specify: rotate to 10° nose-up on takeoff, set climb speed 112–122 knots; pilot not flying (PNF) selects gear up and retracts flaps at 400 feet agl, sets climb power. The captain, more accustomed to single-pilot operations, retracted landing gear and set climb power himself. Flaps were retracted below the 400-foot SOP altitude. While managing secondary controls and instruments, the flight crew's attention diverted from aircraft attitude, leading to an undetected sink rate and ground impact. Under dark conditions with few visual references, a somatogravic illusion likely caused the pilot to perceive a false climb sensation, contributing to the descent.
Evacuation and Other Findings
After the aircraft stopped, a passenger kicked the door open; all evacuated, with the flight crew exiting last. Unsecured baggage was strewn about but did not delay evacuation. A pre-flight passenger safety briefing was not given. Tie-down rings and cargo restraints were absent. The maximum take-off weight was incorrectly documented during two Transport Canada audits.
Probable Cause
The flight crew did not follow the Wabusk Air standard operating procedures and ensure that a positive rate of climb was maintained after take-off. The aircraft developed an undetected sink rate and struck the ground.