July 18, 2001

Incident at HALIFAX / STANFIELD INTL NS (CYHZ) (ATS operating irregularity, ATM - NAVAIDS/radar)

Operating irregularity approximately 40 miles east of Halifax between ARN815 and ARN893 with a loss of Secondary Surveillance Radar (SSR) on ARN815. Nav Canada Investigating. TSB evaluating.
TSB update: A01A0080: C-GRNT, a Bae 146 aircraft, operating as ARN893 was on a flight from St John's to Halifax at FL280 and just prior to the hand-off from the Moncton low level controller to the Halifax terminal controller the aircraft was cleared descend to 15,000 feet. C-FTON, a DHC-8 aircraft, operating as ARN815 was on a flight from Sydney to Halifax at 14,000 feet and just prior to the hand-off from the Moncton low level controller to the Halifax terminal controller the aircraft was cleared down to 10,000 feet. Prior to the hand-off being effected, ARN893 was following, but overtaking, ARN815 and coincidental with the hand-off on ARN815, ARN893 was at a position directly overhead ARN815 and secondary surveillance radar (SSR) on ARN815 was lost. This resulted in the data tag on ARN815 going into, and being displayed in yellow highlight on the coast list on the Moncton low level controller's radar monitor. When a data tag goes into the coast list it will either be displayed in yellow highlight or white highlight. If the data tag had been displayed in white highlight, it would have had a symbol attached indicating that control jurisdiction was now with the Halifax terminal controller, meaning that the hand off had been successful. In this case, with the data tag being displayed in yellow, a symbol indicating ""hand off"" would have been attached. When the data tag is being displayed in yellow, the controller doing the hand-off is supposed to do a verbal follow up with the controller receiving the hand-off. This was not done. After the Halifax terminal controller received the hand-off on ARN893, he cleared the flight to descend to 6,000 feet. Shortly after issuing descent clearance to ARN893, SSR contact with ARN815 was re-acquired and the radar target for this aircraft was now being displayed on the Halifax terminal controller's monitor. At that time, ARN893 was 2.9 miles in front of, and 3,000 feet above ARN815. Nav Canada will be conducting an operational safety investigation.

March 17, 2000

Incident at SAINT JOHN NB (CYSJ) (Other operational incident, Aerodrome - runway or taxiway surface condition)

During snow storn, sweeper became disconnected from truck near threshold Rwy 5. ACC was advised that vehicles would not be able to exit before the arrival of ARN815 on Rwy 5. Vehicles were dispatched to assist disabled vehicle. Vehicle was repaired quickly. Vehicles were removed from the active runway. ARN815 landed at 1927Z. NIL TSB

June 19, 1999

Incident at MONTRÉAL / PIERRE ELLIOTT TRUDEAU INTL QC (CYUL) (TCAS alert)

Air Nova flight 815 was in IFR flight bound for Dorval (CYUL). The pilot of flight ARN815 complained that he had had to change his descent profile on a visual approach to Dorval because of a TCAS alert. RAM204, which was following vectors to intercept 24 left, had passed over the localizer at the same time. Le vol d'Air Nova 815 était en vol IFR à destination de Dorval (CYUL). Le pilote du vol ARN815 se plaint qu'il a du modifier son profil de descente lors d'une approche visuelle à Dorval à cause d'une alerte TCAS. RAM204, qui suivait des vecteurs pour intercepter la 24 gauche, passait au-dessus du radiophare d'alignement de piste au même moment.

January 11, 1999

Incident at MONTRÉAL / PIERRE ELLIOTT TRUDEAU INTL QC (CYUL) (Aerodrome - operations, ATM - other)

At 2030Z, the tower supervisor informed the Terminal Control Unit (TCU) supervisor that the fire alarm had been triggered at the Dorval tower. At 2035Z, the tower supervisor advised that he was evacuating the tower immediately. All operations at the airport and all departures for Dorval were cancelled. At 2115Z, the staff returned to the tower, and the aircraft began landing again. ACA749 and ACA385, which had been informed of the situation, landed before the tower staff returned to their stations. Once the staff had returned, C-GRFO, a Medevac, and COM995 landed, but before a runway inspection was made. At 2145Z, operations returned to normal, and all restrictions were lifted. Delays of 40 minutes were caused to AAQ175, ARN815, ICN2290, ACA865, AMO105 (33 min.), GGN600 (27 min.), CDR1958 (29 min.), ACA416 (29 min.), CDN900 (20 min.), NWA1276 (19 min.) and ACA150 (22 min.). À 2030Z, le surveillant de la tour a avisé le surveillant de l'Unité de contr,le terminal (TCU) que l'alarme de feu à la tour de Dorval était déclenchée. À 2035Z, le surveillant de la tour a avisé qu'il évacuait la tour immédiatement. Toutes les opérations à l'aéroport et tous les départs pour Dorval ont été interrompus. À 2115Z, le personnel est retourné dans la tour et les aéronefs ont commencé à se poser. ACA749 et ACA385, qui avaient été avisés de la situation, se sont posés avant que le personnel de la tour ne soit de retour à leur poste. Lorsque le personnel fût de retour, C-GRFO, un Medevac et COM995 ont atterri, mais avant qu'une inspection de piste ne soit effectuée. À 2145Z, les opérations sont revenues à la normales et toutes les restrictions furent levées. Des délais de 40 minutes ont été occasionnés à AAQ175, ARN815, ICN2290, ACA865, AMO105 (33 min.), GGN600 (27 min.), CDR1958 (29 min.), ACA416 (29 min.), CDN900 (20 min.), NWA1276 (19 min.) et ACA150 (22 min.).

October 30, 1999

Incident at Saint John NB

ARN815 DH8 departing Runway 32 Saint John reported Bird Strike (7-8 Snow Buntings). Notam was issued concerning numerous Birds in the vicinity of the Saint John Airport. Nil TSB Corrected copy to read DHC-8 type aircraft.

September 15, 1999

Incident at Saint John

ARN815 DHC8 enroute Halifax to Saint John conducted an overshoot on runway 32 in Saint John after completing a visual approach. N727TS had not cleared the runway while backtracking after he had landed. ARN 815 landed without further incident. Nil TSB

August 28, 1999

Incident at Fredericton NB

ARN815 DH8 landing Runway 27 at Fredericton reported Bird remains at the intersection of Runway 09. An Inter-Canadian flight which had operated in and out of Fredericton earlier that day was advised of the strike. Neither flight had any indication of a bird strike. Nil TSB

August 29, 1999

Incident at Sydney NS

ARN815 DH8 departing Runway 25 at Sydney received a TCAS alert. An F18 was doing a VFR airshow practice approach with a rapid rate of closure on the DH8. The TCAS advised the DH8 to climb at 1800 feet per minute. The pilot reacted accordingly for approximately 5 seconds. The situation was quickly resolved when the F18 outclimbed the DH8. Both pilots advised that an unsafe condition did not exist but since the TCAS alert was received and acted on the DH8 pilot had to report it. NIL TSB

August 21, 1999

Incident at Saint John NB (ATS operating irregularity)

Prior to Departure both Air Nova flights requested and received pre-departure clearance from the FSS. The Flight Service Specialist received clearance validation for ARN815 but became confused and allowed ARN865 to depart without appropriate clearance validation. Note occurrence date Aug 21/99. Nil TSB

January 23, 1999

Incident at Fredericton NB

ARN815 DH8 cleared for a staight-in ILS approach runway 23 had a ground proximity warning while level at 2400 feet (Minimum quadrantal altitude). Aircraft climbed and was vectored for the approach to runway 23 without further incident. No other traffic involved. Nil TSB

January 20, 1999

Incident at Halifax Intl

ARN815 DH8 was 6 NM Northwest of Halifax when they received a TCAS alert and began a descent. No traffic was observed.

November 27, 1998

Incident at Dorval

ARN815 was on visual approach to Runway 24L and holding 3,000 feet until final. While the crew was in final, it received a TCAS resolution at 3,000 feet and 9 NM. The aircraft therefore climbed to 3,300 feet. The traffic was a VFR aircraft (C210 C-GTCT) at 2,500 feet and 2 NM south of the 24L approach. Traffic information had been given. No impact on operations. ARN815 était en approche visuelle piste 24L et maintenait 3 000 pieds jusqu'en final. Alors que l'équipage était en final, il a reçu une résolution TCAS à 3 000 pieds et 9 nm. L'aéronef est alors monté à 3 300 pieds. Le trafic était un aéronef VFR (C210 C-GTCT) à 2 500 pi. et 2 nm au sud de l'approche 24L. L'information trafic avait été donnée. Pas d'impact sur l'exploitation.

December 6, 1997

Incident at Saint John

The aircraft was 2 miles inside BOOTI intersection at 2800 feet descending at 500 feet per minute when a ground proximity warning occurred. The pilot advised that he considered the report to be false and that they get them all the time.

February 3, 1994

Incident at MONCTON

DH8 ARN815 C-GANS ON APPROACH TO MONCTON DESCENDING OUT OF 5000 FT OBSERVED PA38 TOMAHAWK C-FHAS OPERATING VFR BETWEEN CLOUD LAYERS. EVASIVE ACTION WAS INITITATED. PILOT ESTIMATED A/C CAME WITHIN 100FT OF EACH OTHER. TSB EVALUATING. TIME = 1850Z. ACTION = MAP.Air1: Air2: Air3: Occurrence: Class: VVCategory: 310 311 312

September 26, 1993

Incident at MONTREAL

CL60 CHALLENGER N700CL & DH8 ARN815 - CL60, IFR FROM KANSAS CIT, CARRIED OUT LEFT TURN TO LOOSE ALTITUDE. WHEN REALLIGNING FOR FINAL RWY 06R, A/C APPROACHED ARN815, THAT WAS ON ROUTE TO ARRIVE MARIE 5. BOTH A/C WERE 5 MILES SW OF DORVAL WITH 3 MILES HORIZONTAL, 200 FT VERTICAL SEPARATION. TIME = 2056Z. ACTION = NAE.