August 17, 2019

Incident at Katowice (EPKT)

TSB #A19F0222: C-FTOH, a Boeing 737-800 aircraft operated by Sunwing Airlines on behalf of Travel Service Poland was conducting flight TVP747P from Katowice Intl (EPKT), Poland to Warsaw/Frédéric Chopin Intl (EPWA), Poland. During the takeoff roll, an IAS disagree message appeared on both PFDs. The flight crew continued the takeoff. While climbing through 400 feet, the flight crew completed the Airspeed Unreliable memory items and declared a PAN PAN. The QRH checklist was completed and the aircraft returned to EPKT uneventfully. Troubleshooting was carried out in accordance with FIM procedure. LH static ADM, LH AOA sensor, RH EFIS control panel, and both ADIRUS were replaced. The pitot static test was carried out and found satisfactory.

May 18, 2018

Incident at VANCOUVER INTL BC (CYVR)

UPDATE: TSB Report#A18P0066: C-FCJZ, a Bombardier CL-600-2D24 CRJ900 aircraft operated by Jazz Aviation LP, was conducting flight JZA8041 from Chicago/O'Hare Intl, IL (KORD) to Vancouver Intl, BC (CYVR) with 4 crew members and 75 passengers on board. While in cruise flight approximately 100 nm East of CYVR, the flight crew received the following messages: Rudder Limit Fault, Stall Fail, Mach Trim Caution and EFIS Comp Mon. The flight crew declared an emergency and landed without further incident at CYVR. The operator?s maintenance subsequently replaced the FWD Cabin Pressure Controller (which failed while troubleshooting) and the RH Air Data Computer. The P3 drain tube was discovered to be 2/3 full with water. The water was drained and a leak test was carried out. The MDC showed failure of the number 2 ADC. The component was replaced and tested. The rudder travel limit was also checked and found serviceable. All other messages were cleared in MDC and EICAS. No further faults were found and the aircraft was returned to service.
At 0150Z, the terminal advised that a Jazz Bombardier CL-600-2D24 (C-FCJZ/JZA8041) from Chicago/O'Hare Int'l, IL (KORD) to Vancouver Int'l, BC (CYVR) was 100 miles east and declared an emergency due to airspeed and altimeter issues. Runway 08L was active. JZA8041 was given priority straight in Runway 26R. The aircraft landed safely at 0209Z. Minor delays to arriving and departing traffic.

April 14, 2018

Incident at TORONTO / LESTER B. PEARSON INTL ON (CYYZ)

A Volare Aviation Canadair CL600 1A11 (VLZ556) from San Jose, CA (KSJC) to Toronto/Lester B. Pearson Int'l, ON (CYYZ) declared PAN on approach due to smoke in the cockpit. VLZ556 landed without incident at 0553Z. No operational impact.
UPDATE TSB Report #A18O0060: 2-ODAY, a Bombardier CL-600-2B16 Challenger 601-3A aircraft operated by Volare Aviation, was conducting flight VLZ556 from San José/Norman Y. Mineta San José Intl, CA (KSJC) to Toronto/Lester B. Pearson Intl, ON (CYYZ). During the approach at CYYZ, the left side Primary Flight Display (PFD) image became distorted and flickered. Moments later, the flight crew noted the smell of burning electrical wiring. EFIS 1 was then deselected and the burning electrical smell dissipated. The flight crew declared a PAN PAN and the aircraft landed without further incident.

May 27, 2017

Incident at MONTRÉAL / ST-HUBERT QC (CYHU) (Aerodrome, runway or taxiway shutdown)

After landing on Runway 06L, an Air Tunilik Inc. Pilatus PC-12 (C-GRDC/PSC838), from Val-d?Or (CYVO), QC, to Montréal/St-Hubert (CYHU), QC, declared that there was smoke in the cabin. The six persons on board evacuated the aircraft safely. 911 was notified and firefighters were on the scene until 0100Z. The Sûreté de Québec and the airport manager were notified. The aircraft was towed and the runway was inspected at 0152Z. A few VFR departures were delayed about 30 minutes.
UPDATE: TSB#A17Q0071: A Pascan Aviation Pilatus PC-12/45 (C-GRDC/PSC838) was conducting an IFR flight from Val D?Or, QC (CYVO) to Montréal/St-Hubert, QC (CYHU). After landing, the flight crew noticed smoke in the cockpit, brought the aircraft to a rest, and requested emergency services. An inspection revealed that the smoke was from an avionics component in the electronic flight instrument system (EFIS).

December 23, 2016

Incident at 100NM NNW EDMONTON INTL AB (CYEG)

UPDATE from Airworthiness: A Civil Aviation Safety Inspector (CASI) looked into this occurrence. The left generator (GEN) light illuminated along with the left and right generator ties open. The Electronic Flight Instrument System (EFIS) screens went blank. The Quick Reference Handbook (QRH) was actioned. The Crew decided not to attempt to reset the left generator. Air Traffic Control (ATC) was notified, and was informed that it was a non-emergency. A normal landing was conducted. Once on the ground, the left generator was reset with no rectification of the defect. Maintenance attempted to start the aircraft after the passengers were de-planed and weren't able to do so. The #1 Starter generator was found unserviceable and replaced. A Service Difficulty Report (SDR) was submitted for premature failure of the starter generator.
A North Cariboo Flying Service Beech 1900D (NCB601) from Rainbow Lake, AB (CYOP) to Edmonton, AB (CYEG) reported an electrical failure along with a generator failure. No impact on operations.

August 22, 2015

Incident at VICTORIA INTL BC (CYYJ)

UPDATE: TSB#A15P0180: The amateur-built Van's RV-7 was 20 nm east of Hope, BC when a flag on the pilot's EFIS indicated that battery voltage was below normal and dropping. The pilot advised ATC and returned to Victoria where an uneventful landing was made. There were no injuries and no damage to the aircraft. The pilot found that the ring terminal on the main power lead at the alternator had fatigue fractured and disconnected.
A privately registered Van's RV 7 on a local flight from Victoria, BC (CYYJ) reported a rough running engine 9500 feet over Whatcom, WA (HUH) very high frequency omnidirectional range / tactical air navigation system (VORTAC) inbound to Victoria. Aircraft Rescue and Fire Fighting (ARFF) was called out on standby. The aircraft landed safely. No operational impact.

October 16, 2015

Incident at CALGARY INTL AB (CYYC)

A SkyWest Airlines Bombardier CL-600 2B19 (SKW5514) from Calgary, AB (CYYC) to Denver, CO (KDEN), departing Runway 17L, was not observed in the standard instrument departure (SID) turn heading 155. The Tower asked SKW5514 if they were in the turn to heading 155; SKW5514 acknowledged. Approximately 30 seconds later, SKW5514 was observed on radar tracking slightly towards the departure path Runway 17R at the same altitude as a WestJet Boeing 737 800 (WJA179) from Calgary, AB (CYYC) to Comox, BC (CYQQ) departing Runway 17R. Spacing decreased to 1.1 miles before departure made contact with SKW5514 and turned them southeast.
UPDATE: TSB#A15W0159: The SkyWest Airlines Inc. Bombardier CL-600-2B19 (CRJ200), N479CA, was operating as flight SKW5514 from Calgary, AB (CYYC) to Denver, CO (KDEN). During the departure from Runway 17L, safety was not assured as SKW5514's flight path converged towards WestJet flight WJA179, departing on Runway 17R. A faulty heading indicator led the pilot flying to turn right after takeoff, as he was following the SID procedure. The crew then received an ?EFIS Comp Mon? message and the pilot not flying asked to stop the turn. The comparator monitor (EFIS Comp Mon) is associated with the Attitude Heading and Reference System (AHRS) which continuously looks at each heading indicator for calibration and comparison between indicators. The heading indicator of the pilot not flying had the correct information, so the indicator of the pilot flying was slaved to his. SKW5514 had visual contact with the WestJet aircraft throughout the departure.

November 18, 2014

Incident at TORONTO / LESTER B. PEARSON INTL ON (CYYZ)

A Morningstar Air Express Cessna 208 (MAL7084) from Sault Ste Marie, ON (CYAM) to Toronto, ON (CYYZ) advised the area control centre (ACC) he had lost his primary airspeed indicator and declared an emergency. All agencies notified. Aircraft landed Runway 23 at 2353Z and exited the runway without incident.
UPDATE: TSB Report#A14O0223: The Morningstar Air Express Inc. Cessna 208B (Flt 7084, C-FEXH) was on approach when it declared an emergency with ATC after the primary airspeed indicator failed. Aircraft landed uneventfully with ARFF standing by. Maintenance replaced the Air Data Computer which provides information to both Attitude Heading Reference Systems (AHRS) and airspeed information to the primary airspeed display. The aircraft was returned to service.
Update Maintenance & Manufacturing: C-FEXH is a Morningstar Caravan operating out of our Toronto base. On a return flight from Sault Ste Marie, ON to Toronto, ON, the Captain lost the primary airspeed indications. The standby system was working normally. The airspeed failed and indicated dash lines only. The captain selected #2 Attitude and heading reference system (AHRS), but the system remained off line. A few minutes later the system returned to normal. Maintenance troubleshoot the system. Pilot heat tests showed no fault. AHRS tests showed no faults. ECO Frequency Information System (EFIS) screen tests showed no faults. Air Data Computer (ADC) tests showed no faults. Pitot/Static tests showed no faults. The system could not be faulted on the ground. Avionics specialists were bought to the aircraft and after further troubleshooting and agreed that the ADC was the only item that could cause both primary systems to fail. The unit was replaced. The aircraft has done three flight legs about 6 hours flying with no further issues.

October 21, 2014

Incident at 20 N PRINCE ALBERT (GLASS FIELD) SK (CYPA)

A Transwest Air SAAB SF340A (TW502) from Prince Albert, SK (CYPA) to La Ronge, SK (CYVC) declared an emergency due to smoke in the cockpit and also indicated they had lost their global positioning system (GPS) equipment. Elected to return to CYPA. Aircraft landed safely at 2007Z with emergency services standing by. No operational impact.
UPDATE: TSB Report#A14C0159: The Transwest Air Saab 340B (C-GTJX), operating as flight TW502 with 3 crew and 21 passengers on board, was in the climb through 11 000 feet above sea leave (asl) en route from Prince Albert, SK (CYPA) to La Ronge, SK (CYVC) when the crew noticed their Bendix King KLN 900 GPS turned off on its own. The applicable instruments flagged and an acrid smell filled the flight deck. There was a small amount of smoke in the aircraft but visibility was not obscured. The crew completed the required emergency procedures in the Quick Reference Checklist (QRC), declared an emergency with Air Traffic Services (ATS) and returned to CYPA for a safe landing. There were no injuries. Transwest maintenance staff reported that they found an internal short circuit in the GPS unit.
Update Maintenance & Manufacturing: 30 NM N of CYPA, climbing through 10,000 feet, the global positioning system (GPS) rebooted and flagged on the electronic flight instrument system (EFIS), shortly afterwards and electrical burning smell could be sensed. The aircraft returned to CYPA. The avionics department removed the KLN-900 GPS from the aircraft and could smell an electrical burnt smell. No physical damage to any circuits or wiring was found inside the unit but when the unit was hooked up to the test box, it again emitted an electrical smell. A replacement GPS was installed in the aircraft with no further faults. The unit is being sent to Honeywell for testing and fault isolation.

July 11, 2014

Incident at In the vicinity of: IQALUIT NU (CYFB)

A First Air Boeing 737-406 (C-FFNC) from Yorkton, SK (CYQV) to Inuvik, NT (CYEV) when the #1 Symbol Generator failed. Both electronic horizontal situation indicators (EHSIs) were switched to the #2 Symbol Generator and the aircraft diverted to Iqaluit, NU (CYFB) where maintenance was available. Upon arrival in CYFB, Maintenance staff replaced the #1 electronic flight information system (EFIS) symbol generator and returned the aircraft to service.

May 29, 2014

Incident at 70 NM N IQALUIT NU (CYFB)

Without reason given, a First Air Aerospatiale ATR 42-300 (FAB826) from Iqaluit, NU (CYFB) to Hall Beach, NU (CYUX) requested to return to CYFB; aircraft landed at 1220Z. No emergency declared and no impact on operations.
Update: Follow-up information received from Airworthiness ? East [2014-05-30]: A Civil Aviation Safety Inspector (CASI) looked into this occurrence. The CASI contacted the operator and was informed that the Captain?s attitude director indicator (ADI) went blank. The Captain used electronic flight information system (EFIS) symbol generator switching and the system started to operate normally. As there was no minimum equipment list (MEL) relief available, the aircraft returned to CYFB. The #1 symbol generator was replaced and the electronic attitude directional indicator (EADI) cooling ducts were confirmed as operational. The system was ground-checked serviceable and the aircraft was returned to service. The CASI was satisfied with the operator?s information and advised that no further Transport Canada follow-up was required at this time.

November 19, 2013

Incident at 35 W QUÉBEC / JEAN LESAGE INTL QC (CYQB)

Due to a technical problem, an Air Creebec de Havilland DHC 8 102 (CRQ502), from Montréal (CYUL) to Québec (CYQB), asked to be redirected to CYUL. No emergency declared and no impact on operations.
Update: Follow-up information received from Airworthiness ? East [2013/11/21]: A Civil Aviation Safety Inspector (CASI) looked into this occurrence. The CASI advised that the co-pilot?s EFIS was showing two warning messages: ATT FAIL and HDG FAIL. The flight crew elected to turn back to CYUL where the attitude and heading reference system (AHRS) unit was replaced. The system was checked serviceable and the aircraft was returned to service. The CASI advised that no further action was required at this time.

June 27, 2012

Incident at THOMPSON MB (CYTH)

CAV 510, a Calm Air ATR 42, taxied for departure off Runway 24 at Thompson and once in position the crew reported they were unable to depart and returned to Apron 1. No reason was provided to FSS. The clearance was cancelled.
UPDATE Maintenance and Manufacturing reported that the crew reported to Calm Air maintenance that the captain's EFIS screens were blank. Investigation revealed that the number 1 symbol generator was inoperative. The #1 symbol generator was replaced and the aircraft was returned to service?

March 13, 2010

Incident at GASPÉ / MICHEL-POULIOT QC (CYGP)

Selon le rapport du BST #A10Q0033: Le Dash 8 immatriculé C-GJSV, exploité par Air Canada Jazz était en descente pour Gaspé en provenance de Québec lorsque le premier officier a perçu une senteur de brulée. La senteur n'était pas perceptible de la position du capitaine. Cependant en se rapprochant du côté droit la senteur pouvait être perçue. La senteur semblait venir sous l'écran anti-éblouissement à la jonction de la vitre de côté et le pare-brise. Le chauffage du pare-brise n'était pas sélectionné. Le vol n'était qu'à 5 minutes de l'atterrissage à Gaspé. L'odeur n'était pas présente dans la cabine des passagers. Aucune urgence n'a été déclarée et l'appareil s'est posé sans problème. Les deux écrans 'EFIS' et leur entourage ont été vérifiés pour signe de surchauffe. Rien d'anormal n'a été noté. Cependant le ventilateur d'un des écrans EFIS a été trouvé grippé par de la poussière et des fibres et il était très chaud. Le ventilateur a été nettoyé et remis en service sans autre difficulté.*** ** *** According to TSB report #A10Q0033: Air Canada Jazz Dash 8 C-GJSV was descending toward Gaspé from Québec City when the first officer noticed a burning smell. It was not noticeable from the captain?s seat, but could be detected on the right side of the cockpit. The smell seemed to be coming from under the glare shield where the side window met the windshield. The windshield heater was not turned on. The flight was only five minutes away from landing in Gaspé. There was no smell in the passenger cabin. No emergency was declared and the aircraft landed without incident. The two 'EFIS' screens and surrounding equipment were checked for signs of overheating. Nothing out of the ordinary was found. However, the fan for one of the EFIS screens was filled with dust and fibres and was very hot. The fan was cleaned and put back in service with no further incident.

January 2, 2008

Incident at Environ 20 NM à l'est de Québec/Jean-Lesage (CYQB)

Update #1: Event category "Flight instrument failure" was added and event category "Other operational incident" was removed. The flight crew reported a problem with the electronic flight instrument system (EFIS) on the pilot's side; it was only partially working. Québec (CYQB) maintenance personnel determined that the problem was caused by a poorly installed connector behind the control panel. Maintenance personnel secured the connector and tested the system. The aircraft was returned to service. **** *** **** Mise à jour #1: Ajout de la catégorie "Instruments de vol - panne" et enlèvement de la catégorie "Autres incidents d'exploitation". L'équipage a rapporté avoir un problème avec le système d'instruments de vol électroniques (EFIS) du côté pilote, qui fonctionnait partiellement. Le personnel de maintenance de Québec (CYQB) a constaté que le problème était causé par un connecteur mal fixé derrière le panneau de contrôle. Le connecteur a été sécurisé et le système a été vérifié. L'aéronef a été remis en service.
JZA8964, a de Havilland Dash 8 operated by Air Canada Jazz, was conducting an instrument flight rules (IFR) flight from Montréal/Trudeau (CYUL) to Mont-Joli (CYYY). Approximately 20 NM east of Québec, the pilot told the Montréal (CYUL) area control centre (ACC) that there was a problem with the aircraft and asked to be diverted to Québec/Jean-Lesage (CYQB). No emergency was declared. The aircraft landed at 2332Z without further incident. **** *** **** JZA8964, un De Havilland Dash 8 exploité par Air Canada Jazz, effectuait un vol selon les règles de vol aux instruments (IFR) depuis Montréal/Trudeau (CYUL) à destination de Mont-Joli (CYYY). À environ 20 milles nautiques à l'est de Québec, le pilote a avisé le centre de contrôle régional (CCR) de Montréal (CYUL) d'un problème avec l'appareil et a demandé à être acheminé à Québec/Jean-Lesage (CYQB). Aucune urgence n'a été déclarée. L'aéronef a atterri à 2332Z sans encombre.

October 27, 2008

Incident at VANCOUVER INTL BC (CYVR) (Conflict - loss of separation, Alleged Canadian Aviation Regulations (CARs) infraction)

UPDATE / Add Info from TSB: A08P0350: The Air Canada regional (Jazz) DHC-8-300 aircraft, operating as JZA197 and arriving at Vancouver from Kamloops, was cleared for a visual approach to Runway 26R to maintain 3,000 feet until final. The London Air Services CL600 aircraft, arriving from Las Vegas, was cleared for a visual approach to Runway 26L. The CL600 turned to join the approach and was cleared to descend to 2,000 feet. Before reaching 2,000 feet, the CL600 continued Northbound through the approach of both Runway 26L and 26R before joining the 26L approach. A loss of separation and an operating irregularity occurred when separation was reduced to 400 feet and 0.9 NM, where 1,000 feet or 3 NM was required, and safety was not assured.
UPDATE from Commercial & Business Aviation: The cockpit checks were being done by the PNF (Pilot-Non-Flying) who had called up the "before landing" checklist onto his display screen (MFD) of the EFIS panel. The PF (Pilot Flying) was concentrating in trying to abide with ATC instructions in descending to 2000 feet as well as slowing down sufficiently in preparation for the landing, at the same time, turning to intercept the extended inbound track of the runway. Throughout London Air Services (LAS) normal flight operations, the PNF monitors the progress of the flight to ensure that it is in compliance with the given flight and operational requirements at that time...except for this latter stage on finals, where the electronic checklist is called up. After this incident, LAS had a meeting to discuss the issue. In the interests of improving safety and improving the total situational awareness for the flight crew, it has been decided that on the final approach, the PNF would continue monitoring the progress of the flight through his PFD and MFD EFIS displays and use a 'hard-copy' checklist that is now attached to the control column, to call the checks. In this way, the PNF electronic display MFD is unhindered with the clutter of checklist items and the PNF may continue monitoring the progress of the flight throughout its entirety. LAS have also filed a report with recommendations through their SMS system.
Air Canada Jazz Flight JZA197, a DeHavilland DHC8 IFR Kamloops to Vancouver, after reporting airport in sight was cleared for a visual approach RWY 26R, 3000 feet until final at Vancouver. A London Air Services Ltd. Canadair CL600, IFR Las Vegas to Vancouver, was subsequently cleared for the visual approach to 26L. Controller queried the pilot of the Canadair about turning to join the approach and pilot indicated he was in the turn. Controller then instructed the Canadair to descend to 2000 feet. However before reaching 2000 feet the Canadair continued northbound through the approach to both RWY 26L and the 26R before joining the approach to 26L. The Air Canada Jazz JZA197 had been passed the traffic and had established visual contact with Canadair. Separation was reduced to 400 feet and .9 mile.

January 12, 2008

Incident at VANCOUVER INTL BC (CYVR)

Shortly after take-off the pilot of the private American-registered Haworth Transportation Services LLC Gulfstream Aerospace GLF4, IFR Vancouver to Grand Rapids MI, reported a gear problem and requested to return to Vancouver. Return was coordinated and the aircraft landed without incident at 1805Z
UPDATE/ add info from TSB: A08P0010: The Haworth Transportation, Gulfstream GLF4, took off from Vancouver for Grand Rapids. When the gear was selected up a supplemental gear indication in the EFIS system indicated the nose gear doors may not be closed. The aircraft returned to Vancouver and landed without further difficulty. Maintenance determined there was no fault present, it is suspected that moisture contamination was the problem.

April 1, 2008

Incident at about 20NM east of Toronto (City Centre) Airport

UPDATE From the operator: They advised that on climb out the FO pointed out his EADI looked funny. The image looked like it was sliding down out of sight and return over and over again. They went to compsite view which allowed him to fly off the bottom screen as the top one continued flicking and blinking. One or two mins later an electrical burning odor was smelled which was confirmed by both crew. The smell rapidly intensified and they asked ATC for an immediate return to CYTZ. After pulling the EADI 2 EFIS CB the screen went out and they landed with out further incident. Maintenance confirmed that # 2 EFIS unit was the source of the problem and the unit will be replaced and the aircraft returned to service.
The Airsprint Inc. Pilatus PC-12/45 aircraft (operating as flight ASP612) had departed on an IFR flight from Toronto (City Centre) Airport (CYTZ) to Portland International Jetport, ME (U.S.A.) (KPWM). The aircraft was approximately 20 miles east of Toronto (City Centre) Airport when the flight crew reported a smell of smoke in the cockpit and requested a return to Toronto (City Centre) Airport. The flight crew did not declare an emergency. The aircraft landed at Toronto (City Centre) Airport on runway 26 at 1300Z without further incident. Ops. impact -- unknown.

April 18, 2008

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

CAV523 aborted take off on runway 18 due to an EFIS (Electronic Flight Information System) indication. The aircraft exited the runway and taxied back to the apron. No other aircraft were inconvenienced.

December 30, 2006

Incident at IQALUIT NU (CYFB)

UPDATE Maintenance and Manufacturing reported that the #1 lower EFIS screen C/B tripped. Following one failed reset of the C/B, the flight returned to YFB where the signal generator was replaced.
FAB 5802, an ATR 42, departed Iqaluit for Igloolik and when the aircraft was 90 NM north of YFB, the crew advised that they were returning due to an electrical problem. They did not declare an emergency and the flight landed uneventfully at 1804z.

October 31, 2006

Incident at QUÉBEC / JEAN LESAGE INTL QC (CYQB)

The crew of JZA7090, a Regional Jet operated by Air Canada Jazz, who were preparing to conduct an instrument flight rules (IFR) flight from Québec to Toronto (CYYZ), interrupted its takeoff at 2107Z (a takeoff was interrupted earlier, at 2036Z, see CADOR 2006Q2157) for an unspecified reason.
Mise à jour #1: Ajout de l'immatriculation. L'équipage de C-FSJJ a rapporté avoir rejeté le décollage à 120 noeuds en raison de l'apparition du message indiquant une différence du système d'instruments de vol électroniques (EFIS COMP MON) et parce que le tangage de la corde aérodynamique moyenne (MAC TRIM) avait disjoncté. (Voir Cadors 2006Q2157) L'équipage a effectué une réinitialisation et a tenté un nouveau décollage. Le même message est apparu. L'équipage a effectué un vol de convoyage jusqu'à Dorval où le personnel du département de la maintenance a trouvé de l'eau dans le conduit P2. Ce dernier a été nettoyé et l'appareil a été remis en service.

Incident at QUÉBEC / JEAN LESAGE INTL QC (CYQB)

The crew of JZA7090, a Regional Jet operated by Air Canada Jazz, who were preparing to conduct an instrument flight rules (IFR) flight from Québec to Toronto (CYYZ), interrupted its takeoff at 2036Z for an unspecified reason. (A second takeoff was interrupted at 2107Z, see CADOR 2006Q2158).
Mise à jour #1: Ajout de l'immatriculation. L'équipage de C-FSJJ a rapporté avoir rejeté le décollage en raison de l'apparition du message indiquant une différence du système d'instruments de vol électroniques (EFIS COMP MON) et parce que le tangage de la corde aérodynamique moyenne (MAC TRIM) avait disjoncté. L'équipage a effectué une réinitialisation et a tenté un nouveau décollage (Voir Cadors 2006Q2158). Le même message est apparu. L'équipage a effectué un vol de convoyage jusqu'à Dorval où le personnel du département de la maintenance a trouvé de l'eau dans le conduit P2. Ce dernier a été nettoyé et l'appareil a été remis en service.

November 3, 2006

Incident at WILLIAMS LAKE BC (CYWL)

The pilot of Northern Thunderbird Air Flight NTA926 a Beech B190 rejected the take-off at Williams Lake due to a minor electrical malfunction. He then backtracked and departed at 0234Z.
UPDATE from Maintenance & Manufacturing: While the crew was beginning to set takeoff power, they observed a yellow master caution flasher. The L DC Gen and Battery Charge enunciators were illuminated. The crew elected to reset the left hand DC Generator that resulted in a flicker of the EFIS screens and subsequent red heading flag for the number one compass system. The crew rejected the takeoff and backtracked into position and reset the compass system. Normal system operation was restored and all annunciations were extinguished. This incident has not been repeated.

March 8, 2005

Incident at KINGSTON ON (CYGK)

Supplemental information obtained by System Safety [2005-03-08]: The aircraft owner was determined to be SEB Aviation Corp. of Victoria, B.C. The aircraft is based at Victoria International Airport (CYYJ) and is in the process of gaining Canadian certification (the registration marks of C-FPHS have already been reserved for it). The Captain reported that the instrument problem was a symbol generator failure on the EFIS. The flight crew elected to skip the landing at Kingston Airport due to the poor weather (500' ceiling and landing on a 5,000 foot runway with a tailwind) as well as the failed symbol generator problem. The flight continued on to Toronto (LBPIA) which was their next intended destination.
Follow-up information received from Maintenance & Manufacturing [2005/03/14]: A Pacific Region Civil Aviation Safety Inspector (CASI) contacted the operator for more information on this particular occurrence. As the CADOR reads, on approach to Kingston, the Captain's side symbol generator failed. The information was transferred to the Co-pilot's side symbol generator and the aircraft diverted to Toronto due to weather. On landing in Toronto, the system was re-set and the Captain's EFIS came back online. The failure could not be duplicated or repeated. The Captain's and Co-pilot's symbol generators were swapped side-to-side and the aircraft was flown back to Victoria International Airport. There have been no re-occurrences. The operator has ordered another symbol generator. The original Captain's side symbol generator will be removed and sent for test/repair.
The Aruban-registered Boeing 737-53A aircraft (P4-PHS) was on an IFR flight from Victoria International Airport (CYYJ) to Kingston Airport (CYGK). On approach to Kingston Airport, the flight crew reported an instrument problem. After making several checks, the flight crew requested to divert to Toronto (LBPIA) (CYYZ). No emergency was declared and priority was not requested. The aircraft landed at Toronto (LBPIA) (CYYZ) at 0242Z. Ops. impact -- none.

June 2, 2005

Incident at LA RONGE (BARBER FIELD) SK (CYVC)

UPDATE TSB reported that the Transwest Air Saab 340A, C-GKCY, was departing La Ronge, SK. The takeoff was rejected when both of the Captain's EFIS screens went black. The aircraft returned to the ramp for repairs.
TW 203, a Saab 340, was departing La Ronge for Prince Albert when the crew rejected the takeoff due to an abnormal cockpit indication.
UPDATE Maintenance and Manufacturing reported that the company conducted test procedures and cycled the interconnect switch. The system rebooted and all returned to normal. Maintenance attributes the problem to high humidity and moisture conditions of late.

June 9, 2004

Incident at MUSKOKA ON (CYQA) (Other operational incident, Communication navigation surveillance/air traffic system, Aerodrome - other, ATM - other)

The Muskoka Airport (CYQA) Manager reported that the 122.3 RCO frequency was unserviceable. RAAS service was not available until 1900Z. The 126.7 EFIS frequency is serviceable.

February 13, 2004

Incident at en-route Hamilton to Thunder Bay

Follow-up information received from Maintenance & Manufacturing [2004/02/16]: A Civil Aviation Safety Inspector (CASI) spoke with the operator's maintenance staff and was advised that the EFIS problem on the left hand side resulted from failure of the only symbol generator. A report will be requested from the repair agency and the SDR process will be initiated.
The Transport Canada Aircraft Services Cessna 550 turbofan aircraft (C-FKLB, operating as TGO857) was on an IFR flight from Hamilton (John C. Munro) International Airport (CYHM) to Thunder Bay Airport (CYQT). The aircraft was approximately 100NM east of Thunder Bay (at FL350) when the pilot's side EFIS failed. The aircraft returned to Hamilton and landed without further incident.

July 8, 2002

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

KW 626, a PC-12, was enroute from Winnipeg to Churchill when the pilot reported an instrument problem when abeam Island Lake. He elected to return to Winnipeg, where the flight landed without incident on Runway 18 at 0059Z. No other aircraft were inconvenienced. The nature of the problem is not known.
UPDATE Maintenance and Manufacturing reported that the a/c was en route to Churchill when the autopilot disconnected and the # 1 EFIS system went into self-test mode. The aircraft returned to Winnipeg, and it was found that the #1 EFIS signal generator had failed. The unit was replaced, and the aircraft was returned to service.

November 26, 2002

Incident at GANDER INTL NL (CYQX)

TSB Update - 2002/12/02 - A02A0136: N454RT, an IFR Cessna Citation V Ultra, was cleared for a LOC (BC) RWY 22 approach at Gander. The pilot had selected the required approach in the electronic flight instrumentation system (EFIS), and then selected the ""back course"" button. After selecting ""back course"" the crew experienced a total EFIS failure. Consequently, all primary flight information was lost, and the crew were left with the standby altimeter and gyro. The crew conducted a missed approach, reset the EFIS equipment, and attempted a second back course. The EFIS failed a second time when ""back course"" was engaged. The crew did another missed approach, reset the EFIS once more, and was then vectored for an ILS approach to runway 13. The aircraft landed with no further problem. The aircraft had was being ferried back to North America after receiving significant avionics work in Switzerland. The crew had checked all other approach modes on the EFIS prior to departing Geneva, but had not checked the back course functions as these are apparently particular to Canada.
A Cessna 560 was enroute from Keflavik to Gander. While on the Back Course approach to Runway 22 in Gander the aircraft had it's electronic flight instrumentation system fail. The aircraft did a missed approach, reset his equipment, and attempted to do a second back course when he lost all equipment again. The crew explained that setting the instruments to fly the Back Course caused the problem. The aircraft was vectored for an ILS for Runway 13 and landed without further incident.

February 3, 2001

Incident at CALGARY INTL AB (CYYC)

About 30 NM out of Calgary on a flight to Cranbrook, the crew of GLR 733, a Beech 1900, advised that they needed to go back to Calgary, but did not specify why. The Controller re-cleared the aircraft back to Calgary. No priority was asked for or given and the aircraft landed safely with no other ATC involvement required. No other aircraft were affected by this occurrence. TSB has been in touch with the operator and more information will be forthcoming.
UPDATE TSB reported that the crew was experiencing problems with the flight instruments/EFIS. Company maintenance determined that the Data Processing Unit was causing the EFIS to flicker. The unit was replaced, and the aircraft was returned to service.

June 29, 2000

Incident at overhead Deer Lake (CYVZ)

UPDATE Supplemental information received from T.S.B. Initial Notification (#A00C0149): The Thunder Airlines Ltd. Pilatus PC-12/45 aircraft (C-FKRB) was en-route to Sachigo Lake, Ontario, to pick-up a medevac patient. An emergency was declared and the aircraft diverted to Deer Lake, Ontario, when smoke entered the cockpit. Information provided indication that a malfunction occurred in the EFIS display causing smoke in the cockpit.
The aircraft was on an IFR flight from Winnipeg International Airport (CYWG) to Sachigo Lake Airport (CZPB). While enroute to Sachigo Lake, the pilot declared an emergency due to smoke in the cockpit. The aircraft diverted to Deer Lake. The pilot informed Kenora FSS that he had arrived safely in Deer Lake at 1806Z. There were no injuries and the source of the smoke was unknown. RCC was kept informed by WG ACC. Ops. Impact: unknown. SOB: four (4). OPI: PAH

November 23, 2000

Incident at CALGARY INTL AB (CYYC)

UPDATE TSB reported that as the Beech 1900D taxied from gate at Calgary, the Captain´s EFIS flickered on and off a few times, then remained off. The driver transfer was selected, and as the takeoff run commenced, the RH generator bus tie opened. Due to the position on the runway, and considering the traffic on a one mile final, the crew decided to not reject the takeoff, and continued through rotation and initial climb. As they climbed through 400 feet, the LH generator and battery bus ties opened. The LH generator reset and bus sense reset both failed and removed power to a number of avionics and lights. Manual gear extension was required on return to Calgary, and the aircraft landed without incident with ERS standing by. Maintenance determined that the LH d.c. power panel had failed, and that the RH d.c. power panel was intermittent. Both panels were replaced, and after ground and flight tests, the aircraft was returned to service.
Shortly after takeoff for Medicine Hat, the crew of GLR 741, a Beech 1900, reported electrical problems and decided to return to Calgary. The crew reported they had to lower the gear manually. GLR 741 landed on Runway 16 at 0102Z without further incident with CFR on standby. Two arriving aircraft were delayed two minutes each. TSB will be contacting the company.

December 21, 1998

Incident at SEPT-ÎLES QC (CYZV)

Shortly after take-off from Sept-Iles (CYZV) on an IFR flight to Wabush (CYWK), the pilot of GIO1728 (B190) reported to the Sept-Iles control tower that he had a failure of all EFIS. The aircraft turned back to land VFR at CYZV. Peu après le décollage de Sept-Iles (CYZV) sur un vol IFR vers Wabush (CYWK), le pilote de GIO1728 (B190) a rapporté à la tour de contr,le de Sept-Iles qu'il avait une panne de l'ensemble d'instruments électroniques de vol (EFIS). L'appareil est revenu se poser VFR à CYZV.

October 16, 1998

Incident at MOOSONEE ON (CYMO)

The aircraft was on an IFR flight from Moosonee to Timmins. The flight crew reported 12 NM south of Moosonee returning due to smoke in the cockpit. The aircraft landed safely at 1337Z with ERS standing by. 14 S.O.B. -- no reported injuries. Supplemental information from T.S.B. Initial Notification (#A98O0284): The Beech 1900D aircraft was in cruise flight, in VFR conditions, 30 miles south of Moosonee, ON when the cockpit electronic attitude director indicator (EADI) on the co-pilot (right) side of the aircraft instrument panel failed. When the EADI failed, the flight crew detected a burning electrical odour. The crew shut down the electronic flight instrument system (EFIS), both AC electric buses, returned to Moosonee and landed without further incident with ERS standing by. Company maintenance reported that they replaced the right side EADI and returned the aircraft to service.

October 9, 1997

Incident at St. John's NFLD

ACA610 EA32 on short final for runway 34, executed a missed approach due to loss of flight instruments on one side of the cockpit. Aircraft landed safely 1926z. TSB awaiting more information. UPDATE: The missed approach was due to the failure of the First Officers map function on the EFIS display. This resulted in a brief loss of IAS indications and there was an engine power surge. Research indicated that there was a similar computer software problem with this aircraft on 19 September 1997. Air Canada and the vender of the software will be following up with a further investigation to determine the cause of the problem and correct it. TSB closed.

September 12, 1994

Incident at Gander Ocean

Aircraft enroute JFK to Amsterdam. At 0127 the crew reported an electrical fire in left electronic flight instrumentation system (EFIS) control panel. Fire is extinguished, proceeding to destination. No emergency declared. TSB case closed.