September 15, 2011

Incident at WINNIPEG / JAMES ARMSTRONG RICHARDSON INTL MB (CYWG)

KUGR 19, a Canadian Forces CF-18, was en route from Goose Bay to Cold Lake when the pilot declared an emergency due to a hydraulic failure. KUGR 19 requested to divert to Winnipeg and no assistance required. The aircraft landed safely at 1951z with ARFF on standby. WJA 738 was pulled up by Tower due to ARFF equipment on the runway.

October 26, 2009

Incident at WINNIPEG / JAMES ARMSTRONG RICHARDSON INTL MB (CYWG)

KUGR 27, a Canadian Forces CF-18, was inbound to Winnipeg on an IFR flight from Timmins and the aircraft was on a left base for Runway 18 cleared to descend to 3,500 feet. The pilot encountered VMC but did not have the runway in sight and started descent without clearance down to 2,500 feet until queried by the Winnipeg Centre controller. The pilot then climbed back to 3,500 feet. No other aircraft were involved.

July 27, 2009

Incident at PRINCE ALBERT (GLASS FIELD) SK (CYPA)

KUGR 15, a Canadian Forces CF-18, was inbound to Prince Albert for an approach before returning to CFB Cold Lake. Apparently, the aircraft experienced a radio failure as the pilot squawked 7600. The aircraft overflew YPA and returned to CYOD. No impact on other traffic.

April 22, 2009

Incident at WINNIPEG / JAMES ARMSTRONG RICHARDSON INTL MB (CYWG)

KUGR 13, a Canadian Forces CF-18 was en route Thunder Bay to Cold Lake at FL 430 when 45 NM north of Winnipeg the aircraft experienced a transponder failure. The pilot continued en route. About 70 minutes later at 1840z, the pilot advised Winnipeg Centre of low fuel and was diverting to Saskatoon. The aircraft's transponder was unserviceable until within YXE terminal airspace when the transponder began functioning. The aircraft arrived at YXE without further incident at 1900z.

February 27, 2009

Incident at LUMSDEN (COLHOUN) SK (CKH8)

KUGR 13, a Canadian Forces CF-18, was en route from CFB Cold Lake to Sioux Falls, South Dakota when the pilot reported a fuel pressure problem and declared an emergency. The pilot advised Winnipeg Centre that he was returning to CFB Cold Lake and no assistance was required. No other aircraft were inconvenienced and the Hornet arrived at Cold Lake without further incident at 1830z.

October 19, 2005

Incident at FORT MCMURRAY AB (CYMM)

KUGR 33, a CF-18, was 30 NM southeast of Fort McMurray when the pilot declared an emergency with Edmonton ACC. The pilot reported multiple electrical failure, cancelled IFR and diverted back to CFB Cold Lake.

June 7, 2005

Incident at FORT MCMURRAY AB (CYMM)

KUGR 24, a Canadian Forces CF-18, was doing an approach at Fort McMurray and after conducting an overshoot, the pilot declared an emergency and returned and landed at CFB Cold Lake (CYOD).

November 25, 2004

Incident at FORT MCMURRAY AB (CYMM)

KUGR 02, a CF-18, was on the return leg of a flight from CFB Cold Lake UOD265/70 Fort McMurray (2 approaches) UOD265/70 back to Cold Lake at FL 270. Approximately 23 NM from YMM, the pilot received a clearance to climb from FL 270 to FL 310. KUGR climbed to FL 320 prior to descending and leveling at FL 310. Safety was not assured when KUGR 02 climbed above FL 310.

November 12, 2004

Incident at EDMONTON INTL AB (CYEG)

KUGR 12, a CF-18, was final for Runway 20 at Edmonton when the pilot indicated that he had gear difficulty and would be returning to CFB Cold Lake.

June 19, 2004

Incident at YELLOWKNIFE NT (CYZF) (Aerodrome, runway or taxiway shutdown)

KUGR 1, a formation of 3 CF-18's on a VFR approach to Runway 33 at Yellowknife, carried out an overhead break. All 3 aircraft then landed on Runway 33 at 1420Z. On the roll-out, the pilot of the 2nd aircraft lost control, and he ejected. The aircraft came to rest abeam the threshold of Runway 15 with the engine still running. The pilot received minor injuries in the incident. The a/c was later secured and removed to the military hangar at the airport. The airport was closed until Sunday evening, June 20. The Department of National Defence is investigating the incident.

February 19, 2004

Incident at FORT MCMURRAY AB (CYMM)

Cougar 10, a military CF-18, was on a training flight out of CFB Cold Lake that included IFR approaches at Fort McMurray. The pilot of Cougar 10 was issued a return routing that was clear of the the protected airspace for CYR 221. The aircraft failed to track appropriately on the route, putting its projected trajectory in conflict with the airspace to be protected. The Controller assigned a corrective vector that was not sufficient, given the high speed of the aircraft, in achieving the required radar separation. Cougar 10's closest proximity was 4.0 miles where 5 miles was required.
UPDATE ANS and Airspace reported that Nav Canada will not investigate further. The CF-18, Cougar 10, did not fly the cleared route and, at the speed of the fighter, the Controller's efforts to vector the aircraft clear of the restricted area resulted in 4 miles rather than 5.

July 4, 2003

Incident at FORT MCMURRAY AB (CYMM) (Conflict - potential, Aerodrome - other)

KUGR 31, a CF-18, was inbound for Runway 25 at Fort McMurray for a low and over, ETA 2038Z. Taxiway Alpha was closed from Taxiway Delta intersection to the threshold of Runway 25, with barricades located along the hold line at the threshold of Runway 25 and Taxiway Alpha. There was an approximate 200-foot long and 75-100 foot wide space on the north side of the runway near the threshold of Runway 25 between the barricade and the runway. The pilot of C-FMPO, a Pilatus PC-12, was preparing for departure and had accepted a VFR departure. He taxied via Taxiway Delta, backtracked the runway for a Runway 25 departure and when he saw inclement weather off the end of the runway, he decided to decline the VFR departure. The pilot decided to wait until after KUGR 31 overshot. At this time, the PC-12 was almost to the threshold of Runway 25 with KUGR 31 on final and the pilot decided that there was not time to backtrack off the runway so he entered the barricaded area described above and remained there until departing at 2042Z. Both aircraft had received traffic information from FSS.

July 3, 2003

Incident at SASKATOON / JOHN G. DIEFENBAKER INTL SK (CYXE)

KUGR 14, a CF-18 Hornet, was operating in the vicinity of Saskatoon when the a/c ascended past the cleared altitude of FL 280. The Controller observed the flight reach FL 288 and re-issued the clearance to the pilot. The pilot then descended to FL 280. No other a/c were involved.

November 3, 2002

Incident at WINNIPEG / JAMES ARMSTRONG RICHARDSON INTL MB (CYWG)

KUGR 03, a CF-18 Hornet, departed Winnipeg for CFB Cold Lake and when the flight was 80 NM northwest of Winnipeg, the pilot declared an emergency by changing to transponder code 7500. The right engine had failed and the pilot was returning to Winnipeg. The Winnipeg ACC Controller was able to communicate with the pilot only through another aircraft in the vicinity. This communication problem was not associated with the emergency, but is common with CF-18 aircraft at that location. The AFF were advised and were on stand by. The flight landed safely at 2207Z and no other aircraft were inconvenienced.

June 18, 2002

Incident at YORKTON MUNI SK (CYQV)

KUGR 22, a CF-18 Hornet, was en route from CFB Cold Lake to Winnipeg when the pilot reported a flap problem when the flight was approximately 40 miles north of Yorkton. The aircraft landed safely on Runway 18 at YWG at 1825Z. AFF responded and no other aircraft were delayed.

August 3, 2001

Incident at RED DEER REGIONAL AB (CYQF)

UPDATE TSB reported that while en route from Cold Lake to Red Deer and 50 miles northeast of destination, the pilot of the Canadian military CF-18 Hornet informed ATC that he was experiencing hydraulic difficulties. AFF responded, and the aircraft landed uneventfully at 1730 MDT with the assistance of a temporary arrester cable which had been installed at the airport in preparation for the Red Deer Air Show.
At 2250Z, 50 miles northeast of Red Deer, while enroute from CFB Cold Lake, the pilot of KUGR 27, a CF-18, declared an emergency due to a 'double bleed warning' and reported 'bleed shutoff'. ERS was not requested as the pilot stated that there was a crew waiting for him at Red Deer. KUGR 27 landed safely at 2304Z.

November 24, 2000

Incident at REGINA INTL SK (CYQR) (Landing gear, Declared emergency/priority)

The pilot of KUGR 38, a CF-18, declared an emergency while on approach at Regina due to an unsafe gear indication. The pilot did a fly-by of the Tower for gear observation. The pilot of Viking 04, a BAe CT-155 Hawk, broke off his approach to do a VFR formation on the CF-18 to observe his gear as well. ERS was on standby as the CF-18 landed uneventfully on Runway 31 and Viking 04 landed on Runway 26 with minimum fuel. Two other a/c were delayed about 5 minutes during the occurrence.

November 16, 2000

Incident at WINNIPEG / JAMES ARMSTRONG RICHARDSON INTL MB (CYWG) (TCAS alert)

ACA 184, AN A319, WAS EASTBOUND ENROUTE FROM CALGARY TO HALIFAX AT FL 330 WHEN THE CREW RECEIVED A TCAS RESOLUTION ADVISORY REFERENCE A WESTBOUND CF-18, KUGR 10, ENROUTE FROM CFB WINNIPEG TO CFB COLD LAKE, CLIMBING TO FL 310. THE ACA 184 CREW COMPLIED WITH THE ADVISORY AND STARTED A CLIMB TO FL 332, ALTHOUGH THE CF-18 DID NOT CLIMB ABOVE IT´S ASSIGNED ALTITUDE OF FL 310. THERE WAS NO OTHER TRAFFIC FOR ACA 184 AND THE FLIGHT RETURNED TO IT´S ASSIGNED ALTITUDE WITHIN A COUPLE OF MINUTES

May 28, 2000

Incident at 60 NM E of Winnipeg, MB

KUGR 27, a CF-18, enroute to Winnipeg (YWG) via Thunder Bay (YQT) direct YWG at FL 390 was initially cleared to descend to FL 310. BLS 399, a Pilatus PC-12, enroute to YWG via YQT direct YWG at FL 240 was cleared to maintain 7,000 feet. KUGR 27 was subsequently cleared to maintain FL 240 and given traffic below him leaving FL 230. The pilot of KUGR 27 read back "cleared to FL 240." At 2253Z, when 60 miles east of YWG, KUGR 27 was observed on radar descending below FL 240. When the Controller queried the pilot, he said that he was cleared to FL 210. At that time, KUGR 27 was 8 miles ahead of the traffic and was cleared to maintain 7,000 feet. OPI - Enforcement

June 11, 1999

Incident at Edmonton, AB

KUGR 12, a CF-18, departed Edmonton on a training flight to CFB Cold Lake and the pilot was cleared to FL 310. The a/c was observed climbing through FL 310 to FL 334. Controllers were initially unsuccessful in contacting the pilot, although the pilot later reported being able to hear the transmissions, but being unable to contact ACC. Contact with the pilot was re-established and the flight was re-cleared to FL 290 to accommodate an approach of another a/c into Fort McMurray. The instructor pilot in KUGR 12 later contacted the Shift Manager at Edmonton ACC and reviewed the occurrence. Apparently there is a known deficiency in the radios in the CF-18 and improved equipment has been promised. No other a/c were affected by the occurrence. OPI - System Safety

January 18, 1997

Incident at VANCOUVER INTL BC (CYVR) (Conflict - loss of separation)

KUGR 26 CF18 departed behind MEI631 (B727) on the same runway and overtook the leading aircraft to within less than the required minimum spacing.

June 23, 1997

Incident at Moose Jaw, SK

KUGR 34 was enroute from Washington to Cold Lake when the pilot declared an emergency because of a faulty fuel indicator. He diverted to Moose Jaw where he landed safely at 2010Z.

September 6, 1996

Incident at PRINCE ALBERT (GLASS FIELD) SK (CYPA) (ATS operating irregularity)

A Northern Dene PA-31 was enroute Prince Albert from Fond-du-Lac Saskatchewan at 7000 feet. DND KUGR16, a F18 was enroute Prince Albert from Cold Lake with an approach and subsequent return to Cold Lake at flight level 280. The pilot of KUGR16 had been given a restriction to cross 20 miles west of Prince Albert at 6000 feet or below after his missed approach. The pilot of C-GGIQ, requested descent and was cleared to 5000 feet. The aircraft was also given an enroute hold geographically clear of the F18. ATC then advised PA FSS to amend the F18's crossing restriction to 20 miles west of PA at 4000 or below. The Air Radio operator determined that KUGR 16's position to be 5 miles west of PA to be descending through 3400 feet. The Air Radio operator misunderstood the intent of the amended instructions, believed them to be applicable to KUGR16's inbound leg and therefore no longer required. This caused C-GGIQ and KUGR16 to have less than the planned separation.