Air Canada Joins WestJet, Air Transat, Sunwing, and More Face Shocking Emergency Landings Across Canada in Heart-Stopping Crises: New Reports Unveil

Published on December 24, 2025

Between January 2022 and November 2025, a number of aircraft across Canada faced emergency or forced landings. These incidents involved both commercial and private operations and ranged from engine failures and fuel exhaustion to mechanical faults and weather‑related hazards. Many occurred near small communities, while a few involved larger airports like Toronto Pearson or Kitchener. The Transportation Safety Board of Canada (TSB) investigated each occurrence and published official reports summarizing causes, responses and safety actions. Below is a chronological overview of the noteworthy emergency landings during the period.

2022: fuel problems, mechanical issues and mis‑handled landings

• Port McNeill, British Columbia (6 Apr 2022) – A Hughes 369D helicopter operated by Kestrel Helicopters was conducting slinging operations east‑southeast of Port McNeill when its engine failed shortly after releasing a load of cedar blocks. The pilot transmitted a distress call but had insufficient height for an autorotation; the helicopter collided with terrain, fatally injuring the pilot[1]. The emergency locator transmitter activated and a search‑and‑rescue helicopter and the Royal Canadian Mounted Police responded[2].
• London International Airport, Ontario (25 May 2022) – During a maintenance test flight, a Diamond DA‑42 NG yawed sharply left on take‑off. Maintenance personnel had inadvertently connected the right rudder cables in reverse. The pilot attempted an emergency landing on the runway but settled on the grass area between the runway and taxiway. The landing gear collapsed and the aircraft was substantially damaged, but the pilot was not injured[3]. Investigators emphasized the importance of post‑maintenance control checks.
• Naka Creek region near Port McNeill, British Columbia (24 Jul 2022) – A privately operated Cessna 172P en route from Victoria to Qualicum Beach experienced engine roughness on approach. The pilot attempted to land on Runway 11 but touched down beyond the midpoint where little runway remained, then attempted a go‑around. During the steep right turn, the aircraft descended rapidly and struck trees, resulting in serious injuries to the pilot[4]. Investigators noted that carburetor heat was not used and weather conditions favoured icing; the pilot’s steep manoeuvre near stall speed contributed to the accident.
• Puvirnituq Airport, Quebec (1 Sep 2022) – A Canadian Coast Guard Bell 429 helicopter was hovering to pick up a sling load when flight controls became unresponsive. The pilot executed an emergency landing on the airport property and the helicopter rolled over. Both crew members escaped without injuries[5]. The investigation pointed to a hydraulic servo valve issue and led to maintenance inspections across the fleet.
• Route 117 near Rouyn‑Noranda, Quebec (22 Oct 2022) – A small airplane performed an emergency landing on a highway. The TSB sent investigators, highlighting that it investigates for safety rather than assigning liability[6]. Though details are limited, the landing underscored the importance of pilots selecting suitable sites when forced to land away from an aerodrome.
• Pluto Lake, Quebec (12 Oct 2022) – A de Havilland DHC‑3 Otter floatplane operated by True North Airways was descending through fog to land on Pluto Lake when the aircraft slowed and began to stall. Despite adding power, the pilot could not arrest the sink; the floatplane struck the water about 2 000 feet from shore[7]. The pilot, the sole occupant, swam to shore with serious injuries and was later rescued by search‑and‑rescue technicians[8]. The report called for careful speed monitoring when operating in reduced‑visibility environments.
• Kitsault, British Columbia (9 Nov 2022) – A Geotech Aviation Airbus AS350 B3 conducting a geophysical survey reported the pilot feeling unwell. The helicopter never returned, and searchers later found it on a forested mountainside. The pilot was fatally injured[9]. While not a mechanical emergency, the event highlighted that even medical issues can lead to emergency landings in remote terrain.

2023: fuel exhaustion and component failures

• Toronto Pearson to Buffalo (27 Jan 2023) – A Cessna 560 charter flight left Toronto with left‑engine cowl doors unsecured after maintenance. Shortly after take‑off, the cowl doors detached, leading to severe yaw and roll oscillations. The crew regained control, declared an emergency and diverted to Buffalo Niagara International Airport. The aircraft landed safely and there were no injuries. Chartright Air grounded its Cessna 560 fleet and revised maintenance procedures[10].
• Alexandria Aerodrome, Ontario (26 Jul 2023) – A Cessna 150B on an instructional flight completed several circuits, consuming nearly all its fuel. During a subsequent take‑off, the engine partially lost power because of fuel starvation. The instructor attempted a steep turn back to the runway; the aircraft stalled, struck the ground and was destroyed. The instructor was fatally injured and the trainee suffered critical injuries[11]. The investigation warned of the dangers of continued training flights with low fuel reserves.
• Lethbridge County, Alberta (27 Jul 2023) – A Cessna 152 flew from Lethbridge to conduct circuits near a private aerodrome. When returning, the engine ran out of fuel; the pilot selected a road and performed a forced landing. The aircraft’s right wing hit a sign, but there were no injuries[12]. This event and the Alexandria crash spurred renewed emphasis on fuel management in training flights.
• Edson Airport, Alberta (Apr 2023) – A helicopter returning from firefighting operations approached the aerodrome at high speed. The pilot attempted to slow and land quickly but the helicopter impacted the runway and rolled over. The pilot sustained minor injuries; the emergency locator transmitter activated[13]. Investigators urged operators to adhere to stabilized approach profiles even under operational pressure.
• St. Andrews, Manitoba (2023) – A twin‑engine aircraft diverted toward Winnipeg/St. Andrews because of engine issues. One engine ran out of fuel and the other began to sputter as the aircraft approached. The pilot executed an emergency landing on a gravel road with no injuries or damage[14]. The report reinforced the need for proper fuel planning and monitoring.
• Campbell River, British Columbia (20 Sep 2023) – During a training flight practising stalls, a de Havilland DHC‑2 Beaver could not recover after slowing. The crew selected a forest clearing for a forced landing; the aircraft struck trees, seriously damaging the airframe. The two crew members suffered minor injuries and were rescued by a Royal Canadian Air Force helicopter[15]. The accident underscored the hazards of stall training at low altitude.

2024: downdrafts, fuel starvation and engine failures

• Kangiqsujuaq, Quebec (30 Mar 2024) – An Air Inuit DHC‑8 cargo flight encountered a downdraft while landing at Kangiqsujuaq. The aircraft touched down 220 ft short of the runway and the left landing gear collapsed. None of the four occupants were injured[16]. Air Inuit tightened training and modified crosswind‑landing criteria.
• Rankin Inlet, Nunavut (7 May 2024) – A Pilatus PC‑12/47 carrying freight for Kudlik Aviation was near Rankin Inlet when the crew heard loud bangs and saw flames from the exhaust. Both pilots declared MAYDAY, shut down the engine and glided toward shore. They landed on sea ice about 5 nautical miles east of the airport. The emergency locator transmitter failed to activate automatically, so one pilot turned it on manually. Royal Canadian Mounted Police officers reached the site and no injuries were reported[17]. Kudlik Aviation improved engine inspection and emergency‑equipment procedures.
• Sherbrooke, Quebec (10 May 2024) – A Piper PA‑32‑260 Cherokee Six returning to Sherbrooke lost power when oil temperature and pressure increased. The engine seized moments later. Despite declaring an emergency and aiming for the runway, the aircraft landed short in a grassy area and collided with trees. Both occupants were injured; the emergency locator transmitter activated and first responders arrived quickly[18]. Maintenance records revealed a loose oil pump key.
• Haines Junction, Yukon (10 Jun 2024) – A sightseeing Cessna U206G approached Haines Junction when its engine quit due to mis‑managed fuel and vapour formation. The pilot attempted to reach the runway but made a steep turn that caused an aerodynamic stall. The aircraft inverted and crashed, killing one passenger and seriously injuring four others[19]. The operator rewrote fuel‑management procedures and installed cross‑feed indicators.
• Fort Simpson, Northwest Territories (29 Aug 2024) – A Simpson Air DHC‑2 Beaver floatplane returning from Little Doctor Lake miscalculated fuel requirements. Headwinds and an unmetered refuelling resulted in fuel exhaustion. About 8 nautical miles west of Fort Simpson, the engine quit and the pilot conducted a forced landing on the Mackenzie Highway. The aircraft sustained minor damage to the floats and wing; the pilot was uninjured and rescue crews arrived shortly[20]. Simpson Air implemented strict fuel‑recording practices and training[21].
• Goose Bay, Newfoundland and Labrador (13 Apr 2024) – A Beechcraft B200 King Air operated by Keewatin Air departed Goose Bay but experienced an engine‑fire warning. The crew shut down the engine, declared an emergency and returned for a single‑engine landing. The aircraft overran the runway by about 30 ft but none of the nine occupants were injured[22]. The operator revised training to focus on engine‑fire drills and single‑engine landing techniques.
• Wawa, Ontario (2024) – A helicopter transporting slung timber near Wawa experienced violent jolts from its load. The pilot released the load but lost control and landed in a forest clearing. The main rotor struck trees and the helicopter was destroyed. The pilot used a satellite phone to call the company and was rescued with minor injuries[23]. The event led to revised load‑slinging procedures.
• Cranbrook, British Columbia (2 Aug 2022 report released May 2024) – A Conair Air Tractor AT‑802A working the Connell Ridge wildfire lost engine power about 40 seconds after a routine pass. The pilot dumped retardant and selected a reforested area for a forced landing. The aircraft collided with terrain and was substantially damaged; the pilot suffered minor injuries[24]. Conair incorporated low‑altitude engine‑failure training for firefighting pilots.

2025: recent emergency landings and ongoing investigations

• Toronto Pearson International Airport (17 Feb 2025) – Delta Connection Flight 4399, a CRJ‑900, veered off course during landing at Toronto Pearson after a hard touchdown. The right wing detached and a fire broke out. The aircraft came to rest inverted; 21 occupants sustained injuries and were evacuated[25][26]. Investigations are ongoing; the event emphasises the complexity of emergency responses at major airports.
• Calgary/Springbank Airport, Alberta (May 2025) – An amateur‑built RV‑14A attempted a take‑off but aborted due to inadequate airspeed. On the second attempt, the nose gear collapsed and the aircraft crashed in a ditch; the pilot was seriously injured[27]. This event underscores the risks of experimental aircraft operations and the importance of thorough pre‑flight planning.
• Toronto City Centre Airport, Ontario (15 Sep 2025) – A Piper PA‑28‑140 approaching Billy Bishop Toronto City Airport lost engine power during descent. The pilot chose an illuminated soccer field on the Toronto Islands for a forced landing. The aircraft’s right wing struck a chain‑link fence and the fuselage sustained damage, but the pilot and passenger were uninjured[28]. The report highlighted the value of prompt mayday calls and selection of open areas in densely populated environments.
• Bella Bella, British Columbia (18 Dec 2023, report released Dec 2025) – A Grumman Goose amphibious aircraft operated by Wilderness Seaplanes refuelled from a drum and departed Bella Bella. Shortly after take‑off, both engines failed because water had contaminated the fuel. The pilot landed on a beach; all occupants received minor injuries[29]. Investigators found that fuel drums had been stored upright, allowing water to accumulate. The operator now stores drums horizontally, uses fuel‑filtering devices and trains crews to test fuel for contamination.
• Cargo flight near Rankin Inlet (May 2024) – The same 2023/25 news release also summarized the Kudlik Aviation PC‑12 sea‑ice landing and emphasised the need for proper engine inspection and emergency equipment.[29].

Conclusion

From 2022 through November 2025, Canada witnessed a variety of emergency landings across its vast geography. Fuel mismanagement and engine failures were recurring themes, prompting operators to enhance fuelling procedures, training and maintenance checks. Weather‑related events such as downdrafts, fog and turbulence led to mis‑handled approaches or forced landings, highlighting the need for careful speed control and decision‑making. Emergency responses, from the activation of locator transmitters to swift search‑and‑rescue deployments, played a critical role in mitigating injuries. While some incidents resulted in fatalities or serious injuries, many ended with occupants unhurt thanks to prompt pilot action and robust safety equipment. The TSB’s investigations and the corrective actions taken by operators demonstrate an ongoing commitment to improving aviation safety in Canada.