February 23, 2003

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

MES3460, un British Aerospace BA46 de la compagnie Mesaba Airlines, effectuait un vol aux instruments (IFR) de Detroit (KDTW) vers Dorval (CYUL). Alors qu'il se trouvait à 60 MN à l'ouest de Dorval, le pilote a fermé un moteur suite à des vibrations. Il a demandé que les services d'urgence soient en attente, mais il n'a pas déclaré d'urgence. Il s'est posé sans autre problème. Ceci n'a causé aucun impact sur l'exploitation. Mesaba Airlines British Aerospace BA46 MES3460 was on an IFR flight from Detroit (KDTW) to Dorval (CYUL). When it was 60 NM west of Dorval, the pilot shut down an engine because of vibrations. He asked to have emergency services stand by, but did not declare an emergency. The aircraft landed without further problems. No impact on operations.
Update #1: Insert TSB investigation number and class. Insert foreign registration of aircraft. The aircraft was descending toward Dorval when the crew observed a vibration in the right engine. The engine was shut down, and the aircraft landed without further incident at Dorval. According to the maintenance staff, the vibration indication was an error. The indicator system was changed, and the aircraft was returned to service. Mise à jour #1: Ajout du numéro et de la classe d'enquête du BST. Ajout de l'immatriculation étrangère de l'appareil. L'appareil était en descente vers Dorval lorsque l'équipage a noté une vibration du moteur droit. Le moteur a été fermé et l'appareil s'est posé sans autre problème à Dorval. Selon le personnel d'entretien, l'indication de vibration était erronée. Le système d'indication a été changé et l'appareil a été remis en service.

July 31, 2003

Incident at VANCOUVER INTL BC (CYVR)

Update from ANS&A: No further action required.
Air Canada Jazz, flight JZA 8520, a British Aerospace BA46 departed 08R runway heading. At 4 miles off the Runway the pilot reported a TCAS RA. The aircraft leveled off at 3000 ft for a short time before resuming climb. There was no observed traffic in the area in front or above the aircraft.
Update from ANS & A: No further action required.

July 22, 2002

Incident at VANCOUVER INTL BC (CYVR) (TCAS alert)

VFR C182 circling at 6000'. IFR BA46 vectored around, descending from 8000' to 5000'. BA46 was advised of VFR A/C. C182 had BA46 in sight. On radar, they were separated by over a mile. BA 46 interrupted his descent in response to an RA.

March 12, 2002

Incident at ST. JOHN'S INTL NL (CYYT) (TCAS alert)

ACA600 A320 enroute Toronto to St, John's was descending to 25,000 feet while ARN8893 BA46 departing from St. John's for Halifax was climbing to 24,000 feet. Both aircraft were passed traffic information and both aircraft reported a TCAS alert but had each other in sight and ignored the alert. The aircraft passed with 1000 feet vertical separation and 3-5 miles lateral separation. TSB Evaluating

February 20, 2002

Incident at HALIFAX / STANFIELD INTL NS (CYHZ)

ARN8896 BA46 reported a possible bird strike at the intersection of runway 24 and 33 on departure from runway 33. Field foreman found four carcasses. Air Canada Regional advised. Nil TSB

November 6, 2001

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

Between 1134Z and 1225Z, Mesaba Aviation BA46 MES3501 crossed the holding point on taxiway Juliet at Dorval (CYUL) without clearance. Six other aircraft crossed the same holding point during the same period. Entre 1134Z et 1225Z, MES3501, un BA46 exploité par la compagnie Mesaba aviation a traversé sans autorisation la marque du point d'attente sur la voie de circulation Juliet à Dorval (CYUL). Durant la même période, 6 autres avions ont traversé cette marque.

October 26, 2001

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

DAL374, an MD80 operated by Delta Airlines, crossed the threshold of Rwy 28 at Dorval (CYUL) without clearance. The pilot had received instructions to follow another aircraft (BA46) and contact ground control while clear of the runway. No impact on airport operations to report. DAL374, un MD80 exploité par la compagnie Delta Airlines a traversé le seuil de la piste 28 à Dorval (CYUL) sans autorisation. Le pilote avait reçu instruction de suivre un autre aéronef (BA46) et de contacter le contrôle au sol à l'écart de la piste. Aucun impact n'est à signaler sur l'exploitation de l'aéroport.

June 30, 2001

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

On initial contact, the crew of ARN882, an Air Nova BA46, advised Montreal ACC that a TCAS advisory had been received on takeoff from Rwy 24R at Dorval (CYUL). No aircraft on radar. No conflict. Lors du contact initial, l'équipage de ARN882, un BA46 d'Air Nova, a avisé le Centre de contrôle de Montréal (CCR) qu'il avait reçu un avis du système d'avertissement et d'évitement d'abordage (TCAS) au décollage sur la piste 24D à Dorval (CYUL). Aucun appareil sur le radar. Aucun conflit.

June 25, 2001

Incident at MONTRÉAL / PIERRE ELLIOTT TRUDEAU INTL QC (CYUL) (Aerodrome, runway or taxiway shutdown, Aerodrome - other)

On landing at Dorval (CYUL), the crew of ARN883, an Air Nova BA46, reported a bird strike on Rwy 24L abreast of Twy Alpha 3. The runway inspection found the carcass. Landing traffic was diverted to Rwy 24R. Rwy 24L was reopened at 2115Z. The occurrence had a moderate impact on operations, because only one runway was available. Lors de l'atterrissage à Dorval (CYUL), l'équipage de ARN883, un BA46 d'Air Nova, a rapporté un impact d'oiseau sur la piste 24G, par le travers de la voie de circulation Alpha 3. L'inspection de la piste a permis de trouver la carcasse. Le trafic à l'atterrissage a été réacheminé vers la piste 24D. La piste 24G a été réouverte à 2115Z. L'événement a eu un impact modéré sur les opérations car une seule piste était disponible.

May 6, 2001

Incident at MONTRÉAL / PIERRE ELLIOTT TRUDEAU INTL QC (CYUL) (Rejected take-off, Conflict - potential)

C-GTWS, a privately owned PA28, had just taken off VFR from Dorval (CYUL) Airport. The aircraft took off from Rwy 24L, and the controller assigned the pilot a heading of 260. ACA929, an Air Canada A320, was established on VFR final for Rwy 24R. The crew advised the control tower that they had to pull up because the aircraft was too high. ARN892, an Air Nova BA46, was making an IFR takeoff on Rwy 24L. The tower controller requested the pilot of this aircraft to abort his takeoff. C-GTWS, un PA28 de propriété privée, venait de décoller selon les règles de vol à vue (VFR) l'aéroport de Dorval (CYUL). L'appareil a décollé de la piste 24L et le contrôleur a assigné le cap 260 au pilote. ACA929, un A320 de la compagnie Air Canada, était établi en finale de la piste 24R, selon les règles de vol à vue (VFR). L'équipage a avisé la tour de contrôle qu'il devait effectuer une remontée car l'appareil était trop haut. ARN892, un BA46 de la compagnie Air Nova, effectuait un décollage selon les règles de vol aux instruments (IFR) sur la piste 24L. Le contrôleur de la tour a demandé au pilote de ce dernier appareil d'interrompre son décollage.

March 31, 2001

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

Two aircraft: ARN892, an Air Nova BA46 bound IFR from Dorval (CYUL) to Halifax (CYHZ), and C﷓GHZJ, an Air Quasar C172, local VFR at St﷓Hubert (CYHU). ARN892 reported a TCAS alert on takeoff from Rwy 06R at Dorval (CYUL). The traffic, C﷓GHZJ, was over downtown Montreal at about 1,500 ft and 2 NM southeast of the centre line of Rwy 06R/24L. Deux aéronefs: ARN892, un BA46 d'Air Nova, aux instruments (IFR) de Dorval (CYUL) à destination de Halifax (CYHZ) et C-GHZJ, un C172 d'Air Quasar, VFR local à St-Hubert (CYHU). ARN892 a rapporté une alerte du système d'avertissement et d'évitement d'abordage (TCAS) au décollage de la piste 06D à Dorval (CYUL). Le trafic, C-GHZJ, était au-dessus du centre-ville de Montréal, à environ 1,500 pieds et à 2nm au sud-est de l'axe de piste 06D/24G.

July 13, 2001

Incident at VANCOUVER INTL BC (CYVR) (TCAS alert)

ASA676, on departure from CYVR, reported a TCAS RA out of 9000 ft and levelled off at 10,000 ft. The pilot indicated his TCAS showed traffic at 11,000 ft. There was a BA46 inbound to CYVR at 11,000 ft, however, it was approximately 10nm away at that time and posed no conflict with ASA676.

July 1, 2001

Incident at ST. JOHN'S INTL NL (CYYT) (Incursion - runway - animal)

ARN893 BA46 aborted takeoff runway 29 at St. Johnb's due to visual observation of a flock of seagulls in the vicinity of the button runway 11. Aircraft taxied off runway to hangar area for maintenance personnel to check tires and hot brakes. No reported problems and flight resumed operation to Halifax at 1511z. Nil TSB

June 25, 2001

Incident at HALIFAX / STANFIELD INTL NS (CYHZ)

ARN102 BA46 IFR HALIFAX TO DEER LAKE WHEN 100 NM NE OF HALIFAX AIRCRAFT TURNED AROUND AND RETURNED TO HALIFAX DUE TO AN UNSPECIFIED MECHANICAL SNAG. ARR AT 1524Z. NIL TSB
Update Maintenance and Manufacturing June 27, 2001. Flight #ARN102 returned to Halifax due to an autopilot and altitude alert defect. The autopilot computer was changed and function tested serviceable.

June 10, 2001

Incident at HALIFAX / STANFIELD INTL NS (CYHZ)

Update June 13, 2001. Maintenance and Manufacturing. The #1 generator control unit at fault. It was replaced and full ground runs were conducted. Everything checked serviceable. Note that the aircraft was already flying with the APU inoperative, which is why the aircraft had to return to Halifax.
ARN102 BA46 IFR Halifax to Deer Lake. Aircraft advised returning to Halifax due to minor mechanical problem. Pilot later stated that he believed it was a ""light"" problem. No assistance requested. Arrived at 1436Z. Nil TSB

May 26, 2001

Incident at GANDER INTL NL (CYQX)

ARN102 BA46 enroute Deer Lake to Gander executed a missed approach on runway 04 in Gander due to a unsafe gear indication. Pilot decided to go around to completed checks and landed without incident at 1646Z. No emergency declared and no assistance required. Nil TSB

May 9, 2001

Incident at HALIFAX / STANFIELD INTL NS (CYHZ)

ARN101 BA46 enroute Deer Lake to Halifax, reported a hydraulic failure and possible loss of some systems. AES requested and aircraft landed in Halifax (runway 24)without further incident or assistance. NIL TSB

April 16, 2001

Incident at HALIFAX / STANFIELD INTL NS (CYHZ)

ARN898 BA46 final for Runway 33 reported unsafe gear indication. Aircraft overshot and did left hand circuit. Reported gear ok and no assist required. Landed Runway 33 at 1330Z. Nil TSB

April 12, 2001

Incident at GREATER MONCTON ROMEO LEBLANC INTERNATIONAL AIRPORT

ARN885 BA46 departing Moncton enroute Montreal hit 2 birds departing runway 11. Type: snow buntings. Nil TSB

February 10, 2001

Incident at HALIFAX / STANFIELD INTL NS (CYHZ) (ATM - ILS irregularity)

GP ILS R24 failed at approximately 0930Z. Shift Manager Moncton ACC advised by site that this is a level 1 response. There are 4 Navaid techs stationed in Halifax; 1 was in Yarmouth, 1 at NCTI and the 2 remaining were in Halifax but the TOC was unable to contact either of them on the phone. Neither of them were on standby. The standby tech in Halifax was a Comm Tech. Navaid Tech from Yarmouth was dispatched and was expected to arrive in Halifax at approximately 1800Z. Weather was at minimums and traffic was forced to switch to ILS Rwy 15 for approaches. Winds 240 15-20, RVR 1100 - 1400. There were a total of 6 missed approaches by DH8, 1 by B737, 1 by BA46. One B767 held for 2hrs and 15 mins, 1 B737 held for 1hr. Both landed safely. ILS R24 back in service at 1815Z.
NULL

February 11, 2001

Incident at HALIFAX / STANFIELD INTL NS (CYHZ)

ARN8889 BA46 departing Halifax advised of a Cracked Windshield and returned to Halifax. No assistance required. Aircraft landed 1658z. Nil TSB

February 7, 2001

Incident at HALIFAX / STANFIELD INTL NS (CYHZ) (ATS operating irregularity)

ACA640 A319 enroute Toronto to Halifax on the Funday arrival. ARN8896 BA46 Ottawa to Halifax. COntroller was descending aircraft with respect to each other and intended to issue ARN8896 descent to 6000 but issued 4000 feet in error. Controller noticed aircraft descending through 6000 and recleared to 5000 but less than the required separation may have existed. Controller removed TSB advised Tapes secured. TSB Evaluating.
TSB Update February 8, 2001. A01A0010: Air Canada ACA640, an Airbus A319, and Air Nova ARN8896, a BAE 146, were both approaching Halifax on the Funday arrival for runway 33 at Halifax. The aircraft closed to 1.4 nm laterally, with 400 feet of vertical spacing, in an area where the required separation is 1,000 feet or three miles. Nav Canada will be holding a fact finding board.

January 6, 2001

Incident at J.A. DOUGLAS MCCURDY SYDNEY AIRPORT

TSB Update. TSB file # A01A0002: The Bae 146 aircraft was en route from Deer Lake to Halifax when the # 2 engine (Textron Lycoming ALF502R) fire warning activated. Engine power was reduced to idle but the fire warning remained active so the crew secured the engine and fired one of the fire bottles after which the fire warning stopped. The crew elected to divert to Sydney and requested that the airport fire fighters be placed on standby for the landing. The aircraft landed without further incident. A #2 engine fire warning indication incident occurred on this aircraft on 05-01-01 (A01A0001), however, an examination of the engine following that incident did not reveal any evidence of fire or faults with the fire detection system so the aircraft was returned to service. This was the second flight following that incident. In this incident, evidence of fire in the form of a melted grommet and sooting on the exterior of the tail pipe was found. Maintenance determined that a crack had developed, in the area of the #6 and #7 scallops, on the fuel manifold. An NDT inspection had been carried out in accordance with service bulletin (SB) instructions 760 cycles prior to the occurrence. The operator is re-evaluating the SB to determine whether or not the instructions and/or equipment are adequate to detect cracks in the area where they developed on this manifold. An SDR will be submitted to TC.
ARN8103 BA46 enroute Deer Lake to Halifax requested diversion into Sydney due to #2 engine shutdown (failure of the #2 engine and fire indication).CFR advised and no emergency declared as crew did not see any further indication of fire. Aircraft landed safely at 2003Z in Sydney with 73 SOB. TSB Update: Due to a fire indication, the # 2 engine fire bottle was activated and the engine was secured. # 2 engine is now being replaced although no fire indication has been found. TSB Case Closed

January 5, 2001

Incident at ST. JOHN'S INTL NL (CYYT)

ARN8895 BA46 enroute St. John´s to Halifax advised shutting down #2 engine due to a minor problem. Aircraft returned to St. John´s and landed at 0005Z. No assistance required or emergency required. TSB Case Closed
TSB Update. TSB file # A01A0001: The Bae 146 aircraft had just departed St John´s en route to Halifax when the # 2 engine (Textron Lycoming ALF502R) fire warning activated. When the crew reduced engine power to idle, the fire warning de-activated. The crew elected to return to St John´s and the aircraft landed without further incident. No assistance required, no emergency declared. There was no evidence of fire and maintenance was unable to find any faults with the fire detection system. The aircraft was returned to service.

November 20, 2000

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

ARN8893, an Air Nova BA46 coming IFR from Halifax (CYHZ) to Dorval (CYUL). The aircraft was about 15 NM southeast of CYUL when the crew reported a problem with the flaps. They requested AES standing by the runway. The aircraft landed without incident on Rwy 24R at CYUL at 2030Z. No impact on operations. ARN8893, un BA46 d´Air Nova, aux instruments (IFR) en provenance d´Halifax (CYHZ) vers Dorval (CYUL). L´appareil était à environ 15nm au nord-est de CYUL, lorsque l´équipage a informé qu´il avait un problème avec les volets. Ils ont demandé les services d´urgence aéroportuaire (SUA) aux abords de la piste. L´appareil a atterri, sans encombre sur la piste 24D à CYUL, à 2030Z. Aucun impact sur l´exploitation.
The TSB informs us that, when the flaps were selected on approach, they remained at 0 degrees. The crew performed the QRH and requested that emergency services be standing by the runway. The maintenance crew is investigating the cause of the problem. Further information will follow shortly. Le BST nous informe qu´en sélectionnant les volets, lors de l´approche, ceux-ci sont demeurés à 0 degré. L´équipage a effectué l´index des procédures et a demandé que les services d´urgence soient en bordure de piste. L´équipe de maintenance enquête la cause du problème. Plus d´informations suivront sous peu.

November 11, 2000

Incident at BROMONT QC (CZBM)

ARN8882, an Air Nova BA46, had taken off from Dorval (CYUL) on and IFR flight to Moncton (CYQM). In the vicinity of Bromont, as he was leaving FL180 climbing to FL270, the pilot informed Montreal ACC that he wanted to turn back to land at Dorval, because he had a ""landing gear door open"" indication. He did not declare an emergency or request priority. He did not request emergency services. He landed on Rwy 06L without incident at 1920Z. ARN8882, BA46 d'Air Nova, avait décollé de Dorval (CYUL) pour un vol aux instruments (IFR) à destination de Moncton (CYQM). Aux environs de Bromont, alors qu'il quittait FL180 en montée pour FL270, le pilote a informé le centre de contrôle de Montréal qu'il désirait revenir atterrir à Dorval car il avait une indication qu'une porte du train d'atterrissage était ouverte. Il n'a pas déclaré d'urgence ni demandé de priorité. Il n'a pas demandé les services d'urgence. Il a atterri sans encombre piste 06L à 1920z.

October 28, 2000

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

ARN8892, an Air Nova IFR BA46, had taken off from Dorval (CYUL) for Halifax (CYHZ). The pilot advised Montreal ACC of a bird impact at 2500 ft northeast of Montreal; he requested and obtained permission to turn back to Dorval. He landed on Rwy 06R without further incident and without declaring an emergency. No impact on operations. Known damage: large dent on engine #4. ARN8892, BA46 d'Air Nova aux instruments (IFR), avait décollé de Dorval (CYUL) à destination d'Halifax (CYHZ). Le pilote a avisé le CCR de Montréal d'un impact aviaire à 2500 pieds au nord-est de Montréall, il a demandé et obtenu un retour à Dorval. Il a atterri piste 06D sans autre problème et sans avoir déclaré d'urgence. Aucun impact sur l'exploitation. Dommages connus: importante bosse sur le moteur # 4.

May 12, 2000

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

Le BA46 d´Air Nova ARN 888 décollait de la piste 06R à Dorval (CYUL) à destination de St-John´s (CYYT) aux instruments (IFR). Suite à l´interruption du décollage, la tour de contr,le a observé de la fumée et une flamme émanant du moteur no. 2. L´aéronef s´est immobilisé sur la piste aux environs de la voie de circulation A4. À 2255Z, il a dégagé la piste et le pilote a fermé le moteur no. 2 pour inspection visuelle. Celle-ci n´a rien révélé de concret et l´aéronef a circulé jusqu´à la barrière. MISE À JOUR 26-05-00: Premier événement Feu/fumée changé pour Perte de puissance. Deuxième événement ajouté Décollage interrompu. Le B.S.T. rapporte que lors de la course au décollage, le moteur no. 2 du BA146-200 (Lycoming ALF 502R5 S/N 5484) a subi une perte de puissance à environ 60 noeuds. Il n´y avait pas d´indication de feu. L´équipage a interrompu le décollage, exécuté les procédures requises, confirmé qu´il n´y avait pas de fumée ni de feu, puis a circulé hors de la piste sur la voie A4. Les services d´urgence ont fait une autre inspection et ont confirmé que l´aéronef pouvait circuler à la barrière. Air Nova BA46 ARN 888 was taking off from Rwy 06R at Dorval (CYUL) for an IFR flight to St John´s (CYYT). The takeoff was aborted, and the control tower observed smoke and flame issuing from engine No. 2. The aircraft came to a halt on the runway in the vicinity of taxiway A4. At 2255Z, it cleared the runway, and the pilot shut down engine No. 2 for visual inspection. The inspection did not reveal anything concrete, and the aircraft taxied to the gate. UPDATE 26-05-00: First event Fire/Smoke changed to Power Loss. Second event added: Aborted Takeoff. The TSB reports that, during the takeoff run, engine No 2 of the BA146-200 (Lycoming ALF 502R5 S/N 5484) suffered a power loss at about 60 kt. There was no indication of fire. The crew aborted the takeoff, performed the required procedures, confirmed that there was no smoke or fire and then taxied off the runway onto taxiway A4. Emergency services carried out another inspection and confirmed that the aircraft could taxi to the gate.

April 7, 2000

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

ACA 481, Airbus A320 d´Air Canada, a décollé de la piste 24L à Dorval (CYUL) pour un vol aux instruments (IFR) à destination de Toronto (CYYZ). Le pilote a mentionné avoir frappé un oiseau. Une inspection de la piste a été effectuée, causant un délai de 10 minutes à MES 3501, un BA46 de la compagnie Messaba, à destination de Detroit (KDTW). ACA 481, an Air Canada Airbus A320, took off from Rwy 24L at Dorval (CYUL) on an IFR flight to Toronto (CYYZ). The pilot reported striking a bird. A runway inspection was carried out, causing a 10-minute delay to MES 3501, a Messaba BA46 bound for Detroit (KDTW).

February 28, 2000

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

ARN 897, un BA46 était en provenance de Halifax sur un vol aux instruments (IFR). Le pilote qui devait atterrir sur la piste 24R a effectué une remontée à cause d'un problème avec les volets. Il a procédé au VOR de St-Jean pour environ 10 minutes avant de revenir pour un atterrissage piste 24R. Le pilote a demandé que l'équipement de secours soit en attente près de la piste mais il n'a pas déclaré d'urgence. 4 vols ont dû être acheminés sur la piste 24L pour permettre à l'équipement de secours de se positionner près de la piste (délais mineurs). ARN 897 est atterri à 0110Z. MISE À JOUR 15-03-00: Le B.S.T. rapporte qu'après avoir atterri sans les volets, l'aéronef a dégagé la piste et les services d'urgence ont confirmé qu'il n'y avait aucune apparence de fumée ou de feu émanant des blocs freins (pourrait avoir été causé par l'atterrissage à haute vitesse). Le vérin à vis (screwjack) de cet appareil provenait de la compagnie Air BC. Toutes les tolérances de fabrication (mods) avaient été incorporées au vérin à vis avant la mise en service. Suite à l'incident qui était le deuxième en 3 jours, le vérin à vis a été enlevé et sera envoyé au vendeur pour réparation. ARN 897, a BA46, was on an IFR flight from Halifax. The pilot, who was to land on Rwy 24R, pulled up because of a problem with the flaps. He proceeded to the St-Jean VOR for about 10 minutes and then returned to land on Rwy 24R. The pilot requested that emergency equipment be standing by the runway, but did not declare an emergency. Four flights had to be routed onto Rwy 24L to allow the emergency equipment to position itself by the runway (minor delays). ARN 897 landed at 0110Z. UPDATE 15-03-00: The TSB reports that, after landing without flaps, the aircraft cleared the runway and emergency services confirmed that there did not appear to be any smoke or fire issuing from the brake blocks (could have been caused by the high-speed landing). The screwjack of this aircraft came from Air BC. All the design limits (mods) had been incorporated into the screwjack before it was put into service. Following this second incident in three days, the screwjack was removed and will be sent to the vendor for repair.

February 2, 2000

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

ARN 881, un BA46 de la compagnie Air Nova effectuait une approche selon les règles de vol aux instruments (IFR) à Dorval (CYUL), en provenance de Halifax (CYHZ). ARN 881 a informé le centre de contr,le de Montréal (YUL RCC) qu'il effectuait une mise en palier à 4200 pieds à cause d'un trafic à 500 pieds plus bas. Il n'y avait aucun trafic observé sur le radar à ce moment. ARN 881, an Air Nova BA46, was on IFR approach to Dorval (CYUL), arriving from Halifax (CYHZ). ARN 881 informed Montréal centre (YUL RCC) that he was levelling at 4200 feet due to traffic 500 feet below. No traffic was observed on the radar at the time.

January 21, 2000

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

ARN881 (BA46), a avisé le contr,leur d'aéroport à Dorval (CYUL) qu'il avait fait une crevaison à l'atterrissage sur la piste 24G. Aucun débris n'a été trouvé sur la piste. Aucun impact sur l'exploitation. ARN881 (BA46) advised the airport controller at Dorval (CYUL) that he had a flat tire on landing on Rwy 24L. No debris was found on the rwy. No impact on operations.

November 23, 2000

Incident at DEER LAKE NL (CYDF)

Note Nov 27, 2000. Pilot lost the use of the flaps.
ARN8102 BA46 enroute Halifax to Deer Lake reported when on approach for Deer Lake at 4000ft that he had lost his flaps. Aircraft diverted to Stephenville for use of longer runway. Emergency declared and CFR requested. ARN8102 landed without further incident at 1700z. TSB Case Closed. More to follow.
TSB Update Nov 27, 2000. Maintenance inspection revealed, that a Flap Screw Jack had malfunctioned. The Screw Jack was replaced and the aircraft has been returned to service. TSB file # A00A0184
Nil

November 12, 2000

Incident at HALIFAX / STANFIELD INTL NS (CYHZ)

ARN8898 BA46 reported possible bird strike on landing. Runway inspected and 4 snow buntings found. Company advised. Nil TSB

October 17, 2000

Incident at Deer Lake

ARN 898 BA46 departing Deer Lake for Gander, advised of a flap problem shortly after departure. Flight crew did not declare emergency and requested the ERS on standby in Gander. Aircraft landed in Gander at 0231Z with flaps stuck in mid position. Note: same aircraft registration and similar problem as Cador # 2000A0595,2000A0604,2000A0606. Nil TSB

October 13, 2000

Incident at Halifax

ARN 892 BA46 departing runway 15 in Halifax for St. John's, advised Terminal Control shortly after take off that they had a flap problem and may have to return to Halifax. At 2233Z aircraft advised returning and no assistance required. Aircraft landed at 2241Z with no impact to other traffic. Note: same aircraft registration and similar problem as CADOR # 2000A0595 and # 2000A0604. Nil TSB

October 15, 2000

Incident at Halifax

ARN883 BA46 departed Moncton for Montreal, decided shortly after takeoff to divert to Halifax due to flap indication problem . No assistance required and aircraft landed safely at 1503Z. Note: same aircraft registration with similar problem on Oct.09/2000 cador # 2000A0595. Nil TSB

Incident at Halifax

ARN890 BA46 departing Halifax runway 06 for St. John's, rejected takeoff due to unserviceable airspeed indicator. No assistance required and aircraft returned to gate and departed again at 1261Z. Nil TSB

October 9, 2000

Incident at enroute Moncton to Montreal

ARN883 BA46 enroute Moncton to Montreal requested and received a diversion to Halifax due to a flap problem. No assistance required or emergency declared. TSB Case Closed

October 8, 2000

Incident at Moncton

ARN882 BA46 enroute Montréal to Moncton reported aircraft stuck by lightning while on approach to runway 06 in Moncton. Moncton Tower did not receive a report from the flight crew but later learned that the aircraft was damaged by the strike and was being inspected by company maintenance staff. ARN882 departed for Montréal at 2320Z. Update: Company reported that incident was a static discharge and not lightning strike which explained reason for not reporting. TSB Case Closed

October 1, 2000

Incident at Sydney (Incursion - runway - pedestrian)

MAX23 PA27 enroute from Yarmouth landed in Sydney. Approximately 30 minutes later, four people believed to be passengers from MAX23 were observed walking away from the aircraft to the ramp across a grassy area onto runway 01/09. They then proceeded south through the intersection with 07/25 and into the barricaded area that was closed for a drag racing event. At the time of the incident runway 01/09 was closed via NOTAM ,and runway 07 was active with C-FYAU C404 backtracking for departure to commence circuits, and ARN897 BA46 on downwind . Both aircraft were advised of the incursion. The C404 chose to continue it's departure sequence on the 7070 foot runway and lifted off after the pedestrians were south of the runway edge. The BA46 landed shortly thereafter, after the pedestrians had disappeared behind the barricade. Approximately 40 minutes later an airport vehicle intercepted the four pedestrians attempting to again cross intersection 07/25 while C404 was turning final for 07. Nil TSB

Incident at Deer Lake

ARN897 BA46 departed Deer Lake for Halifax was unable to retract flaps which were stuck in takeoff position. Aircraft level off at 14,000 feet and diverted Deer Lake. Aircraft landed safely without assistance. NIL TSB

September 5, 2000

Incident at CHARLOTTETOWN AIRPORT

ARN878 BA46 struck and killed 2 small birds (killdeers) while landing on runway 03. One bird struck the windscreen, the second bird appears to have gone through an engine. The aircraft was advised of bird activity twice during the approach and an airport vehicle had come off the active runway 5 minutes before the aircraft landed. NIL TSB Update September 12, 2000. An inspection was carried out of both the windshield and the engine and absolutely no damage was found.

August 30, 2000

Incident at 150 NM West St. John's (CYYT)

ARN892 BA46 enroute Halifax to St. John's position 150 NM West St. John's lost all electrical for several seconds and declared "PAN". Partial electrical restored and flight landed without further incident at 2345Z. TSB Case Closed More Information to follow. Update September 5, 2000. TSB file # A00A0140: ARN 892, an Air Nova BA146-200 was en route IFR CYHZ to CYYT at FL 270 when the #1 Gen, AC #1, and ESS AC power supplies dropped off line. A reset was attempted as per the checklist, however, this was unsuccessful. Control was transferred to the F/0. The F/0's instrument lights went black for a split second which caused the Capt. some concern at the time. Afterwards, the F/0 thought that he may have inadvertently bumped the reostat to cause this. A pan was declared by the crew for priority landing and the aircraft landed without further incident. ERS was available for landing. ACTION Maintenance reset the bus fault from the avionics bay and the system was checked serviceable. The IDG chip detector was also reset. Numerous checks were done, and as maintenance suspected that the #1 GCU was the cause of the incident, the #1 GCU was replaced.

July 6, 2000

Incident at West of Moncton

ARN 883 BA46 enroute Moncton to Montreal reported complying with a TCAS RA with regards to a VFR GNBJ C172 enroute Québec to Summerside. Both aircraft were 2.54 miles apart, same track, opposite direction, same altitude. When they passed with .11 miles lateral seperation, they were vertically seperated by 1200 feet. Traffic information was not passed prior to the RA, and the controller was moving from a temporary sector back to the normal position, which had been closed for maintenance. When attempts were made to pass trafic and could not transmit,it appeared that the VSCS transmit function had not been activated after returning to the normal sector. Management instructions. TSB Case Closed TSB file # A00A0100

April 10, 2000

Incident at Halifax Intl

ARN 889 BA46 departed St, John's enroute to Montreal and diverted to Halifax with cracked windshield. No assistance required. Aircraft landed safely at 1324Z Nil TSB

February 26, 2000

Incident at St. John's NF

ARN888 BA46 on short final Runway 11 executed missed approach due problem with flaps. Subsequently reported flaps inoperative, held for 40 minutes to burn fuel, and landed Runway 29 at 0141 UTC. Flight had to remain on runway for 15 minutes to allow brakes to cool. Nil impact on traffic. TSB Case Closed more to follow. Update: No further action TSB file # A00A0036

January 25, 2000

Incident at Halifax Intl

ARN897 BA46 departing Halifax for Montreal reported a gear problem 2 nm north west of Halifax. Pilot requested a return to Halifax. No assistance required. Aircraft landed at 2352. This aircraft was involved in a similar occurence earlier in the afternoon. Nil TSB Update: The first event CADOR 2000A0044 was a return to Halifax because the gear would not come back up after take-off (even with another cycle). In Halifax, maintenance tried to reproduce the problem, did several gear swings, inspected for ice/slush, inspected all associated wiring, sensors, up-locks, and gaps. No fault found. When aircraft departed (CADOR 2000A0045) the next time, the exact same problem was encountered and they returned to Halifax again. Maintenance, as part of their trouble shooting, worked back through previous maintenance actions (night before) and found that one of the gear area panels had been swapped from another aircraft. Although this should not have had any such effect, they investigate this issue. Inspection still revealed no problems. The maintenance crew then physically pushed on the panel when doing gear swings to try and duplicate the effects of air/wind load on the panel in flight. They discovered that there was a reduction in the gap between the panel and gear. When hand pressure was applied, and they successfully reproduced the fault. They shaved back the panel (minute amount made the difference) and this rectified the problem. Appears to be a "one-of" combination of a certain aircraft and panel resulting in a slight change in the gap with wind load. They went back and checked the aircraft that was involved in the original panel swap and all checked out fine (gap clearance). Information on file MAH Moncton.

January 20, 2000

Incident at Moncton NB

ARN883 BA46 departing Halifax rejected two take offs 25 minutes apart. No assistance required. First case pilot reported problem with APU. Second event pilot stated that cold temperatures were causing the problems. Nil TSB Update:: APU shutdown automatically due to undetermined fault the first take-off attempt. At the time, the #1 generator was out, so the APU was the alternate - making it required for operation. When the aircraft returned to the gate maintenance control was contacted and authorised a re-start attempt. At the gate it started and ran successfully with NFF. Same automatic shutdown on second attempt. Maintenance was dispatched to Moncton to repair. APU IDG oil was found to be low, just at the threshold for auto shutdown. Oil was topped up, APU was run, and no obvious leaks could be detected. Everything then worked fine (maintenance stayed on-board for the remainder of flight itinerary). While at Halifax overnight, APU IDG was removed and inspected. Carbon seal was found to be weeping oil, new seal installed. Information on file MAH Moncton

January 2, 2000

Incident at Halifax Intl

ARN891 BA46 departing Halifax advised of an Engine Indication problem and request return to Halifax. No emergency declared. Flight landed without incident 1633z. Nil TSB Update:The engine vibration indicator was jumping between 0.8 and 1.4, although vibration was not consistently noticeable. At Halifax, maintenance metered and meggared wires - no problem found. Analyser was used to check engine and components from frequencies - no problem found. Finally, through the trial and error process, it was found to be the computer (P/N 6610M43), which was replaced, rectifying the problem. Company will be checking to see if similar occurrences have been noted with this aircraft in the past.

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