April 22, 2016

Incident at 2.1NM IQALUIT NU (CYFB)

Despite having received and read back authorization for SID2, a Government of Canada, Department of National Defence Lockheed C-130 (Hercules) (CFC2530) from Iqaluit, NU (CYFB) to Trenton, ON (CYTR) veered to the left on takeoff. No impact on operations.

August 13, 2010

Incident at SUDBURY ON (CYSB) (Other operational incident, Controlled airspace - unauthorized entry, Conflict - potential, Communication navigation surveillance/air traffic system, Alleged Canadian Aviation Regulations (CARs) infraction)

The privately-operated, Fisher Wavy Inc. Cessna 208 aircraft (C-GCAF) was concluding a VFR flight from Little Current to Sudbury Airport (CYSB). The Bearskin Lake Air Service Limited Fairchild SA227DC aircraft (operating as BLS377) was commencing a scheduled IFR flight from Sudbury Airport (CYSB) to Sault Ste. Marie Air port (CYAM). C-GCAF was inbound from the southwest, and the flight crew planned on joining the right downwind approach for runway 22. BLS377 was departing from runway 22 on SID2 departure. Both aircraft were advised of each other. As BLS377 was departing, C-GCAF flew across the departure path of runway 22 to join the left downwind approach. BLS377 did an immediate right turn out deviating from the SID departure.

June 11, 2010

Incident at OTTAWA / MACDONALD-CARTIER INTL ON (CYOW)

The Prince Edward Air Ltd. Beech 1900C aircraft (operating as CME335) was on a scheduled IFR flight from Ottawa(M-CIA) (CYOW) to Kingston (Norman Rogers) Airport (CYGK). After departing Ottawa, the aircraft was observed climbing above 3,000 feet ASL whereas the CYOW SID2, assigned to and read back by the flight crew, specifies that only non-jet aircraft should climb to 3,000 feet. There was no loss of separation with other air traffic. Ops. impact - none.

May 30, 2009

Incident at OTTAWA / MACDONALD-CARTIER INTL ON (CYOW) (Other operational incident, Conflict - potential, Communication navigation surveillance/air traffic system, Alleged Canadian Aviation Regulations (CARs) infraction)

The Bearskin Lake Air Service Ltd. Fairchild SA-227AC aircraft (operating as flight BLS377) was preparing to depart on a scheduled IFR flight from Ottawa (M-CIA) (CYOW) to Sudbury Municipal Airport (CYSB). The Ottawa Aviation Services Inc. Cessna 172M aircraft (C-FRFQ) was preparing to depart on a local VFR flight from Ottawa (M-CIA) (CYOW). BLS377 was instructed to line up on runway 25 and issued an amendment to the YOW SID2. The Cessna 172 pilot had been given a take-off clearance for runway 22. When the controller turned to issue a take-off clearance to BLS377, BLS377 was observed already having commenced their take-off roll. The controller issued a take-off clearance to the BLS377 flight crew as it would have been unsafe to issue an abort take-off instruction. Ops. impact -- none.

October 14, 2006

Incident at GREATER MONCTON ROMEO LEBLANC INTERNATIONAL AIRPORT

UPDATE TSB: A06A0103: The Moncton Flight College Piper PA-44, C-GMFC, was given a SID2 departure off Runway 24 which, in part, dictated to continue runway heading to 5000ft ASL. A short time after departure, before 5000 feet, the aircraft entered a right turn back through the arrival path of Runway 24. Meanwhile, Air Canada Jazz 8936 was IFR on final. The Moncton IFR controller noticed the PA-44 on radar and queried the tower controller. At about the same time, the tower controller observed that Jazz 8936 was out of cloud, and assumed control of the arrival. The tower controller passed traffic to the departing aircraft, then both aircraft acquired visual on the other. Separation eroded to approximately three miles when five miles is required; an IFR loss of separation, with no ATS involvement, occurred.
C-GMFC, PA44, was given a SID2 (Standard Instrument Departure) off Runway 24 that dictated runway heading to 5,000ft. After departure, the aircraft did a right turn back through the arrival path of Runway 24 with IFR traffic on final. Upon observation, the tower assumed control of the arrival and passed traffic to the departure. An IFR loss of separation, with no ATS involvement, occurred. TSB Case Closed.

September 23, 2005

Incident at SAINT JOHN NB (CYSJ)

Wolf39B, Bell 412, enroute from Saint John (CYSJ) to Fredericton (CYFC) was given a departure clearance off runway 32 with a SID2 altitude of 4,000 feet. The aircraft commenced a right turn without ATC authorization and at an altitude below 4,000 feet. A check of audio recordings confirmed the pilot was given and read back the restriction correctly. Nil TSB.

August 5, 2005

Incident at SAINT JOHN NB (CYSJ)

N822BE Beech B-55 enroute from Saint John (CYSJ) to Iles-de-la Madeline (CYGR) was issued a departure clearance with a SID2 and altitude restriction of 3,000 feet. The clearance was read back correctly by the pilot. The aircraft contacted Moncton ACC leaving 3,200 feet having already commenced a right turn. Nil TSB.

August 6, 2005

Incident at SAINT JOHN NB (CYSJ)

C-GQSA, Piper PA-34 enroute from Saint John (CYSJ) to Toronto (CYTZ) was given a departure CLX via SJ SID2 FPR. The aircraft departed and prior to contacting the ACC (out of 1400') turned left on course. No traffic in the vicinity. Nil TSB

August 5, 2004

Incident at SAINT JOHN NB (CYSJ)

JGO309 F100 departing Saint John (CYSJ) for Toronto (CYYZ) cleared to CYYZ via SID2 departure runway 23. Aircraft departed and turned on course. Pilot realized his mistake.No other traffic involved and no loss of separation Nil TSB

August 3, 1999

Incident at Saint John NB

Aircraft departed CYSJ (Saint John) runway 32 SID2 and was observed in a right turn to intercept J595. When queried if he was aware of the SID requirement to climb runway heading for radar vectors, pilot responded we're sorry.

Incident at Saint John NB

Aircraft departed CYSJ (Saint John) on Runway 32 SID2. Aircraft observed in a turn and pilot confirm a heading of 250 (versus 320). Pilot stated that he turned due to traffic. Traffic observed on radar 4NM North of airport at 3200'.

July 11, 1997

Incident at Dorval (ATS operating irregularity)

Other Aircraft: ACA776 DC-9 McDonnell Douglas IFR from Dorval to Newark There was a loss of separation between ACA776 on runway 24R and AMO105 on runway 24L. BPR: NAN Update: AMO105, destination Val D'Or, received authorization to take off from runway 24L with a turn to heading 320 but took time to comply to the instructions. Meanwhile, ACA776 was waiting on runway 24R for a SID2 take-off and another aircraft was on final for runway 24R. Due to this delay, the controller, thinking that AMO105 was VFR instead of IFR, asked AMO105 to continue his climb in the runway axis and authorized ACA776 to take-off. Separation between AMO105 and ACA776 was reduced to 1.5 miles where 3 miles is required.