January 21, 2005

Incident at HALIFAX / STANFIELD INTL NS (CYHZ)

C-FBAV BAE146-200 up for a local test flight in Halifax, advised of landing gear problem. No nose wheel steering capability. Aircraft landed safely at 2010Z and towed off runway 33. No delays or impact on other traffic.

May 26, 2004

Incident at VANCOUVER INTL BC (CYVR) (Other operational incident, Conflict - potential, Alleged Canadian Aviation Regulations (CARs) infraction)

Air Canada Jazz flight JZA 8413, a British Aerospace BAE146 landed runway 08R at Vancouver and instructed to exit runway at taxiway D1 or E. Aircraft stopped on runway 08R to make reverse turn on Taxiway H. Regency Express flight RXX 470, a Piper PA31 was in position at the threshold of runway 08R and unable to depart as a result of JZA 8413. Central Mountain Air flight GLR 7210, a Beech 1900 was on approach to runway 08R and instructed to start a missed approach. RXX 470 was instructed to exit runway due to next arrival. JZA 8413 was also unable to follow taxi directions to apron- other aircraft delayed or rerouted as a result.

March 20, 2004

Incident at OTTAWA / MACDONALD-CARTIER INTL ON (CYOW) (Aerodrome, runway or taxiway shutdown, Aerodrome - operations)

The (Air Canada) Jazz Air Inc. British Aerospace BAe 146-200 turbofan aircraft (C-GRNX, operating as JZA8674) was on a scheduled IFR flight from Toronto (LBPIA) (CYYZ) to Ottawa (M-CIA) (CYOW). After landing on runway 07, the aircraft slid off of the paved surface of the runway/taxiway while it was turning off of runway 07 onto taxiway BRAVO. The aircraft's left main landing gear remained on the paved surface while both the nose wheel and the right main wheel were on the grass. The Ottawa Airport Authority advised ARFF, who responded to the scene. The passengers were off-loaded and transported to the terminal building via bus. The aircraft was moved to the gate at 0000Z. No reported damage. Jazz Air Inc.'s Ontario Safety Officer advised that the flight crew were advised that the runway centreline (180') was 100% bare and wet with the remaining edges covered with one (1) inch of slush (report taken at 2021Z). A CRFI taken right after the occurrence gave a reading of 0.39 while a special weather observation taken at 2148Z indicated winds 160º at four (4) knots; visibility one and one-half (1½) miles in blowing snow; ceiling 600' scattered, 1,500' overcast.
Supplemental information from T.S.B. Initial Notification (#A04O00730: The Air Canada Regional British Aerospace BAE146 (Jazz flight JZA8674) aircraft landed on runway 07 at Ottawa (M-CIA), Ontario. The aircraft slowed to taxi speed as it approached the end of the runway; however, the aircraft's nose landing gear and right main landing gear slid off the end of the runway when the flight crew attempted to turn off at Bravo taxiway. The aircraft was not damaged and there were no injuries to the crew or passengers. The passengers were bussed to the airport terminal and the aircraft was later towed to the terminal.

March 14, 2004

Incident at enroute from Halifax to Boston

While enroute from Boston to Halifax JZA7090 a BAE146 shutdown the number 1 engine. ATC was advised while enroute. No assistance was required. The aircraft landed on Runway 33 in Halifax without incident at 1833Z. TSB - Case Closed - A04A0024 - More to Follow.

January 23, 2004

Incident at ST. JOHN'S INTL NL (CYYT) (Weather - other, Overshoot/missed approach, Aerodrome - runway or taxiway surface condition, ATM - other)

JZA8918 a Bae146 from Halifax to St. John's was on the approach for Runway 16 in St. John's. LAL8315 a DHC8 was departing Runway 16 St. John's for Deer lake and was given IFR clearance for departure with a clearance cancelled when JZA8918 was 3 miles final. LAL8315 was unable to depart prior to JZA8918 being 3 miles final and unable to leave Runway 16 due to snow. JZA8918 was instructed to pull up at approximately 3 miles final.

December 22, 2003

Incident at PRINCE GEORGE BC (CYXS)

Update from M&M (Calgary): Tail 208 BAe146 C-FBAF , had ongoing #4 engine oil pressure indication problems. Flight number 8182 Dec21 YVR-YXJ - rejected takeoff 60kts due to loss of oil pressure indication [not accompanied by 'red' low oil press warning] - maintenance MEL'd and aircraft departed. Flight number 8210 Dec21 YXS-YVR - on climb from YXS #4 engine low oil pressure warning light illuminated. As gauge was already MEL'd , crew elected to shut down the #4 engine. Aircraft continued to YVR. - Maintenance replaced time delay PCB & oil pressure transmitter , oil pressure adjusted, ground run serviceable. Flight number 8242 Dec22 YXJ-YVR - during cruise #4 Eng. oil pressure gauge fell to 'O' [ no 'red' low oil press warning],, no other actions taken. Maintenance investigation found voltage leakage on female side of engine electrical connector in #4 pylon. Engine being removed for access to replace/repair connector. No SDR filed. [once aircraft has been repaired and exact problem has been identified , SDR may possibly be generated]
The Air Canada Regional (Jazz) BAE-146-200 aircraft, registration C-FBAF, operating as JBA8210, took off from Prince George for Vancouver. Ten minutes after take-off the number 4 engine low oil pressure light illuminated. The crew accomplished the QRH procedure and shut down the engine (Honeywell ALF-502R-5). The crew continued to climb to FL210 and decided to continue to Vancouver, where the aircraft landed without further difficulty. No emergency was declared. Maintenance has identified a wiring harness problem which is still under investigation.

September 16, 2003

Incident at VANCOUVER INTL BC (CYVR) (Weather - visibility, Conflict - potential, Conflict - loss of separation)

The Air Canada Regional (Jazz) Bae146 aircraft, C-FBAO, operating as flight JZA8228, arriving in Vancouver from Prince George, was cleared for a visual approach to runway 26L. At the same time Air Canada ACA007, an Airbus A340, C-GDVZ was on final for runway 26R. A loss of separation occurred when the weather went below visual limits.

July 1, 2003

Incident at HALIFAX / STANFIELD INTL NS (CYHZ)

JZA8910 a BaE146 landed in Halifax with a minor flap problem. No assistance was required. The aircraft had been operating IFR Ottawa to Halifax. TSB - NIL

June 18, 2003

Incident at HALIFAX / STANFIELD INTL NS (CYHZ) (Aerodrome - other)

A Jazz BAE146 Flight Number 8895 departed Halifax for Montreal at 1719Z. At 1728Z JAZZ dispatch reported to the tower that the aircraft may have struck 'something' departing Runway 24 in Halifax. The runway was inspected and nothing was found. ACA127 and JZA8854 were delayed approximately 4 minutes for the inspection. JAZZ dispatch was advised.

March 23, 2003

Incident at HALIFAX / STANFIELD INTL NS (CYHZ) (Aerodrome - other)

A BAe146 from Ottawa landed on Runway 15 in Halifax at 1732Z. The visibility was 1/8 mile in heavy snow. The aircraft exited on Taxiway Bravo and taxied clear of the runway. When the aircraft was turning right on Taxiway Delta the aircraft went off the taxiway on the right side and got stuck. The passengers were taken to the apron via a bus and the aircraft was towed to the apron. There was no impact on operations because the airport was in the process of changing the active runway to Runway 24. Nil TSB

February 28, 2003

Incident at HALIFAX / STANFIELD INTL NS (CYHZ) (Aerodrome, runway or taxiway shutdown)

A Bae146 en route from St. John's was on the approach to Runway 33 Halifax. When the aircraft was on an eight mile final it broke off the approach and requested an orbit. The aircraft then announced it would be forced to do a no flap landing and was requesting that the ERS be standing by. There were 63 Souls on board and 5 crew. At 2241Z the aircraft landed safely on Runway 06. Airport staff then inspected Runway 06. Several aircraft used runway 33 while Runway 06 was not available.
TSB - Update - 2003/03/25 - A03A0030: JZA8917, an Air Canada Jazz De Havilland BAE146, en route from St. John's, Newfoundland to Halifax, was on approach to runway 33 at Halifax. Approximately 8 miles final, when the crew selected flap, the 'Flap Inop' and 'Flap Fault' light illuminated. The crew discontinued the approach and orbited the airport. They then reported that they would have to complete a flapless landing, requested and received clearance to use runway 06 (longer runway) for landing and requested ERS to be standing by. The aircraft landed safely on runway 06 without further incident. Maintenance personnel carried out a complete inspection and service of the flap system, however, they were unable to repeat the malfunction. The aircraft has been returned to service.

October 18, 2002

Incident at TERRACE BC (CYXT)

JZA 8217 inbound from CYVR, missed approach RWY 33 at 1736z. When asked for his intentions, the pilot stated that he would like to return to CYVR. Meanwhile a helicopter had asked for SVFR. When JZA 8217 missed, Terrrace FSS advised ATC of the missed approach and asked for SVFR for the helicopter. ATC advised a small delay. AT 1738z, JZA 8217 called on final for RWY 15 and landed 30 seconds later without incident. ATC advised immediately.
TSB info. added: The BAe146 (JZA8217) was on approach to Terrace and executed a missed approach at 1036 PDT. The pilot informed the FSS that they intended to return to Vancouver and had clearance from ACC. At 1039 PDT the pilot informed the FSS that they were now visual and landing on runway 15. The aircraft landed without further incident. At the time of the missed approach, a helicopter was waiting for a special VFR clearance.

December 21, 2002

Incident at STEPHENVILLE NL (CYJT)

Update Maintenance and Manufacturing - Ref:CADOR 2002A0756 Enroute to Deer Lake (YDF) from Hailfax (YHZ) the crew reported that they were experiencing a Hydraulic fluid loss on the Yellow System (#2) they contacted Gander ATC and requested to return to YHZ. Maintenance control was informed of the incident and they had Maintenance meet the aircraft upon arrival. A Journey Log Entry was made on Journey Log Page, for the incident. Maintenance found the quick disconnect fitting on the #2 engine backed off slightly. It was inspected and reinstalled and the systems fluid replenished and ground runs performed and leak checks carried out with no faults noted the aircraft was then released back to service on the above mentioned log page.
A BAE146 was enroute from Halifax to Deer Lake at Flight Level 250 when it experienced a loss of Hydraulic Fluid. The aircraft contacted Gander ACC and requested a clearance to return to Halifax at Flight Level 260. No emergency was declared and no assistance was required. The aircraft landed in Halifax without further incident at 1730Z. TSB - NIL

December 19, 2002

Incident at HALIFAX / STANFIELD INTL NS (CYHZ)

A Bae146 Departed Halifax at 1230Z enroute to Ottawa. The aircraft returned to Halifax due to a mechanical problem. No assistance was required and the aircraft landed safely at 1412Z. There was no impact on operations.
Update Maintenance and Manufacturing - Ref:CADOR 2002A0751 Departing from Halifax(YHZ)enroute to Ottawa 200Nm out the First officers Windscreen was shorting with some delamination evident with the windshield heat selected on. Heat was selected off and the outer pain cracked the crew elected to return to YHZ. Maintenance Control was informed of the incident and the aircrafts Cat 2 status was downgraded right away it landed without incident. The Flight crew made a Journey log entry on Log Page for the incident and upon arrival Maintenance took the aircraft to the hangar where they replaced the windscreen affected, function checked it and returned the aircraft back to service on the above mentioned log page. The Cat 2 status of the aircraft was upgraded at the time of return to service.

November 28, 2002

Incident at HALIFAX / STANFIELD INTL NS (CYHZ)

A British Aerospace 146 departed Halifax at 1600Z enroute to St. John's. Shortly after take-off the aircraft reported it was returning to Halifax and had to fly around for a while to burn off fuel. When the aircraft was on a 5 mile final it indicated there was a possibility of a landing gear problem. The fire hall was advised. The tower called the crew and told them that the landing gear appeared to be down. The aircraft landed Runway 33 at 1623Z with no problem. There was no other impact on operations. TSB - NIL
Jazz Update - 2002/12/06 - The BAe146 noted above had just departed Halifax (YHZ) at 1600Z enroute to St Johns (YYT)when the Captain advised the Tower he was returning to YHZ due to a Landing gear problem. The Captain flew around for a few minutes burning off the required fuel so he could land safely.Five miles out on approach the Captain declared an emergency. The fire hall was alerted and the aircraft did a fly past so as the tower could check that the gear was down. The Tower confirmed that the gear was indeed down in position so the aircraft landed at 1623Z without further incident. The pilots informed Maintenance Control made a journey log entry for the incident on Journey Log Page and a incident report was filed, maintenance then took the aircraft to the hanger and carried out several gear swings and could not duplicate the problem. As a precautionary measure the landing gear selector valve and motor were replaced and further gear swings were carried out without further incidence of the problem the aircraft was then returned to service on the above mentioned log page.

October 20, 2002

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

A BAC146 enroute from Halifax to St. John's was on the approach to Runway 16 in St. John's when the pilot advised he was breaking off the approach due to flap problems. The aircraft declared an emergency. The aircraft held at the outer cove beacon for a few minutes then requested and received vectors for Runway 11. The aircraft landed at 1642Z without further incident. TSB - Case Closed - More to follow.
TSB - Update - 2002/10/23 - A02A0120: The BAE 146 aircraft, C-GRNV, was on approach to runway 16 in St John's when the pilot advised he was breaking off the approach due to a flap problem (flap lockout at 0 degrees). The flight held at the outer cove beacon for about twenty minutes while the crew discussed the situation with maintenance control and dispatch; a decision was made to carry out a zero flap landing in St John's. The crew then requested and received vectors for runway 11, they also requested that AFF be placed on standby for the landing. The aircraft landed without further incident and came to a stop with 3000 feet of runway remaining. The aircraft taxied to the end of the runway and stayed there for 15 minutes until the brakes cooled. Maintenance replaced the Flap Electronic Control Unit and the Flap Power Unit (FPU) . The FPU was found to be running abnormally during function testing and the lubrication gearbox of the FPU was found pressurized (this typically causes the flap system to lock-up, depending on the amount of Skydrol that enters the gearbox). All system checks including full wiring checks were then carried out as per the troubleshooting tables listed in the aircraft maintenance manual and the Flap Pilot Command Switch Unit (PCSU) was now found to be defective causing the flap system to run at half speed. A PSCU has been ordered and maintenance expects that this will return the flap system to a serviceable condition. Maintenance believes the initial flap problem (flaps lockout at 0 degrees) was caused by the FPU.
Jazz Update - CADOR 2002A0630 A BAe146 was on approach to Runway 16 in St. John's when the pilot advised the Tower he was breaking off the approach due to flap problems. The aircraft declared an emergency. The aircraft held at the outer cove beacon for a few minutes then requested and received vectors for Runway 11. The aircraft landed at 1642Z in a no flap configuration without further incident. The pilots informed Maintenance Control and a incident report was filed, maintenance then took the aircraft to the hanger and troubleshoot the problem to the pilots flap signal command unit it was replaced on journey log page #264528 and then an inspection for the no flap landing was carried out on the aircraft on journey log page #264529 where the #1 and #2 wheel and brake Assy's were replaced and the aircraft was returned to service. Once the aircraft was back in Halifax it was determined that the other set of wheels and brakes should be replaced so as to maintain the same effective braking capability of the aircraft, this was accomplished on Journey log page #264530 and the aircraft was returned to service without further incident.

July 30, 2002

Incident at J.A. DOUGLAS MCCURDY SYDNEY AIRPORT

Jazz Update - August 06, 2002 4:22 PM - 2002A0425 for aircraft C-FBAF dated 30 JUL 02. After T/O the crew experienced an intermittent TMS fault & MWS dim fail and master caution flasher. Override was selected resulting in only the TMS fault remaining. After discussion with MTC the crew pulled the TMS circuit breakers however the TMS would not power down. Shortly after the F/A reported a strong smell like burnt popcorn at row four. The crew declared an emergency and landed in Sydney. No smoke or fire was observed . Rectification information. TMS fault was observed as fault light on MWS and the control unit being locked out. The control unit was replaced , system checked serviceable. Removed top panels @ row 4 & 5. No visible signs of fire. Wires inspected N.F.F. Emergency light battery pack at position 3 checked, N.F.F. PSU panels @ row 4 & 5 removed and inspected. N.F.F. Released subject to satisfactory test flight. Test flight satisfactory. Aircraft release to service. Work recorded on C-FBAF defect # 240113 dated 29 JUL 02.
A BAE 146 enroute from Halifax to Deer Lake at 0113Z advised that there was smoke in the cockpit. An Emergency was declared, and the aircraft diverted to Sydney. The aircraft landed in Sydney at 0131Z. At 0144Z the Sydney FSS advised that the aircraft was able to taxi to the ramp and all passengers emplaned. EMR crews were checking the aircraft for fire.
TSB Update - After a maintenance inspection - No faults were found. There was no visible signs of a fire. A control unit was replaced. The aircraft was checked serviceable and returned to service. More to follow.
TSB - A02A0089: The Air Canada Regional (JAZZ) BAe146, C-FBAF, was in cruise flight when the crew noted a problem with the Thrust Modulation System (TMS). After consultation with company maintenance they pulled the system circuit breaker. Approximately 30 seconds to one minute after the breaker was pulled, a flight attendant notified the flight crew that they had detected a strong burning smell but no sign of smoke in the area of passenger rows four and five. The flight crew declared an emergency and diverted to Sydney Airport. The aircraft landed at 10:31 ADT and taxied to the ramp where the passengers were quickly deplaned. The aircraft was checked by the Airport Firefighting crew; no signs of fire were present. Maintenance crews inspected the aircraft and found that burning smell was caused by a faulty TMS Control Display Unit (CDU), P/N 2117576-3, S/N 107-271 which overheated before the circuit breaker had been pulled. The unit produced an odour which was carried through the cabin air circulation system and discharged near passenger rows four and five. Maintenance replaced the CDU with a serviceable unit and the TMS system checked serviceable. As a precaution the top panel at rows four and five were removed to inspect the wiring, the emergency light battery, and the Passenger Service Units; no faults were found. A successful test flight was completed and the aircraft was returned to service.

July 25, 2002

Incident at HALIFAX / STANFIELD INTL NS (CYHZ)

Update - On climb out of YHZ the Captain called a complete Green Hydraulic system failure. The aircraft returned and ERS was called out. He did report he would also like MTC to meet him due to no nose wheel steering and they needed to be towed. The PAX were briefed and other than aggravation due to the original hour delay everyone was fine. The cause of the hydraulic fluid loss was a leak in the #3 EDP (Engine Driven Hydraulic Pump). The leak was through a flange in the pump itself. The hydraulic pump was replaced. The hydraulic system was replenished & bled. System functions were carried out (including landing gear swings), & all tested Serviceable. The aircraft was returned to Service. The hydraulic pump is now being sent out to the repair facility for teardown/analysis & repair as required. Captains Report : Shortly after rotation the crew experienced an MWS single chime (no hydraulic hook up or overhead warning)F/O advised that hydraulic quantity on the green system was fluctuating. Over the next few minutes the system was watched the quantity bleed off to empty. All appropriate checklists were actioned, A+C company flight attendants and passengers were advised. No further problems were encountered and the landing and tow-in from Delta taxiway was uneventful.
A BAE146 enroute from Halifax to Boston returned to Halifax due to a hydraulic problem. There was a Hydraulic pump failure with subsequent loss of Hydraulic fluid. The aircraft landed on Runway 06 at 1538Z. No problems were encountered and there was no effect on other aircraft operations.

September 30, 2001

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

Update from ANS&A: A Nav Canada Fact Finding Board will be convened as soon as possible.
Update from the TSB: The BAe146, C-FBAF, ACR610 on a flight from Prince George to Vancouver was being vectored downwind, right-hand, for runway 26R at Vancouver. The Airbus A319, C-GAPY, ACA939 arriving from Miami was on final. ACR610 was instructed to turn right onto the 26R localizer and follow ACA939. A loss of separation occurred when ACR610 turned and passed close behind ACA939 which reduced the spacing to 1.4 nm laterally and 100 feet vertically where 3 miles or 1000 feet was required.
ARN610 (while on the downwind leg) was provided a visual approach to RWY 26R and advised to follow ACA939. Pilot advised A/C in sight but followed the aircraft ahead of ACA939 which resulted in a situation where less than minimum radar/vertical separation existed (1.4nm/100') between ARN610 and ACA939.

June 13, 2001

Incident at J.A. DOUGLAS MCCURDY SYDNEY AIRPORT

ARN895 BA146 enroute from St. John's to Halifax declared emergency overhead Sydney because of a smoke alarm. The aircraft diverted to Sydney and landed at 2337. After the emergency declaration, the aircraft turned off its transponder, and ATC was unable to provide radar vectors to Sydney. One aircraft departure, ARN820, delayed during the emergency. Municipal fire department was standing by on the airport at the time of arrival. No further details provided by the aircraft. TSB Case closed. More info to follow.
TSB Update June 14, 2001. A01A0060: The Air Nova BAE146 was en route from St. John's to Halifax and in the area of Sydney, a Master Warning System ""ELEC SMOKE"" warning light illuminated. This warning light is to advise the crew of smoke in the aircraft electronics bay. Because of their proximity to Sydney, the crew declared an emergency and elected to divert there. Once established in the descent, the emergency checklist was carried out; the warning light extinguished after about five minutes. There was no indication of smoke or fire in the cockpit at any time. The checklist left the Captain's instruments essentially unavailable and therefore, the First Officer had to fly the approach. The Sydney weather was ceiling 200 feet and visibility 1 ½ miles with the winds favoring the non-precision runway. A decision was made to fly the precision approach and accept a 10-15 knot tailwind for landing. The approach and landing were uneventful. Maintenance inspection of the aircraft found no electrical or detection system fault; the smoke sensor was cleaned and the aircraft is being returned to service.
Update Maintenance and Manufacturing June 18, 2001. Aircraft ground run. No fault found. Smoke detector replaced. A detector and warning PCB were being replaced on the line during a turnaround.

July 26, 2000

Incident at Vancouver Intl

The Air BC BAE146 C-FBAV, SN-e2121, was at a gate at Vancouver International airport, when an attempt was made to start the APU. A ramp attendent reported liquid coming from the APU area and the flight crew identified smoke in tha APU bay area. The APU fire extinguisher was discharged and ATC was advised to call out the emergency equipment. The passengers were deplaned and no further incident occurred. OPI M&M Update from TAHV - August 10, 2000 It turns out that the APU did not light off during the attempted start. The smoke was atomized fuel coming out of the exhaust at ambient temperatures. Troubleshooting was carried out which included replacing the FCU, ignitor, & leads. The speed pickup monopole was replaced and the failure has not recurred.

June 7, 2000

Incident at Vancouver, BC

Pilot of ABL889 advised the Arrival controller of hydraulic problem. The aircraft landed R26L with equipment on standby. No runway contamination. ACA549 & UAL1687 were taken to R12 in anticipation of R26L being closed for check. YVR LAA did not authorize use of R26R for these aircraft. No other customer impact. OPI: M & M Update from TAH - June 13, 2000 AIRBC maintenance reports: Hydraulic Fitting failed. The fitting was replaced and the system leak checked. Aircraft was then returned to service. Update from TSB summary - June 14, 2000 A00P0097: The BAE146 (C-FBAV) was on approach, and about 15 miles from Vancouver International, when the aircraft's "yellow hydraulic system" low pressure light illuminated. A short time later, the hydraulic system lost 75% of its pressure. The crew informed Air Traffic Control of the problem and requested that Vancouver's emergency response services be deployed as a precaution. The crew then requested a holding procedure and performed the check list items that are required for a loss of hydraulic pressure. After that check was complete, the crew landed the aircraft without further incident. Maintenance personnel found that a hydraulic system fitting (Part Number MS21902W6) had cracked in the threaded area, allowing the fluid to be lost. The company has submitted an SDR on the failure.

January 11, 2000

Incident at Abbotsford, BC

Aircraft experienced yaw damper problems enroute from Vancouver to Calgary and elected to land at Abbotsford. Landed safely at 18:19 pst. CFR advised. OPI: M & M Update from TSB - January 17, 2000 - A00P0003 THE BAE146 (C-FBAB) HAD DEPARTED VANCOUVER AND REACHED CRUISING ALTITUDE ENROUTE TO CALGARY WHEN THE "ELEVATOR TRIM" LIGHT ILLUMINATED AND PITCH CONTROL PROBLEMS WERE ENCOUNTERED. TO CONTROL THE ABNORMAL PITCH CHARACTERISTICS, THE PILOT REDUCED THE AIRSPEED AND DISENGAGED THE AUTO-PILOT. DUE TO POOR WEATHER AT VANCOUVER, THE PILOT ELECTED TO DIVERT TO ABBOTSFORD WHERE AN UNEVENTFUL LANDING WAS MADE WITH ERS STANDING BY. MAINTENANCE FOUND SNOW AND HAIL ACCUMULATIONS BETWEEN THE ELEVATORS AND THE HORIZONTAL STABILIZER AS WELL AS BETWEEN THE LEFT ELEVATOR AND ITS SERVO TAB. THE SNOW AND HAIL WERE REMOVED, THE FLIGHT CONTROLS WERE MOVED THROUGH THEIR FULL RANGE OF TRAVEL AND THE AIRCRAFT WAS RELEASED BACK TO SERVICE.

June 15, 1999

Incident at MONTRÉAL / PIERRE ELLIOTT TRUDEAU INTL QC (CYUL) (Conflict - loss of separation, ATS operating irregularity)

Other aircraft: SPM2543 (AT3), IFR from St-Pierre-et-Miquelon, France (LFVP) to Dorval (CYUL). ARN893 (BA46), IFR from Halifax (CYHZ) to Dorval (CYUL), had been cleared to descend from FL240 to 8,000 feet. For an unknown reason, when it was approaching 15,000 feet, the crew climbed back to 16,000 feet, coming into conflict with SPM2543, which was also at the same altitude. After the controller intervened, the crew corrected the situation. The controller immediately tried to guide SPM2543 away from ARN893. The separation between the two aircraft had dropped below the required minimum. When the controller questioned it, ARN893 said that its autopilot had been deactivated. UPDATE: Air traffic services has told us that a detailed investigation had shown that there had apparently been involvement by the controller as well as the pilot error. UPDATE #2: The TSB investigation (A99Q0111) found that the crew of the BAE146 was on a flight from Halifax and Dorval when a loss of separation occurred with an ATR42 also bound for Dorval. During the radar vectoring for the approach on runway 24L, the ATR42 was routed north so as to be positioned behind the BAE146 and provide separation. The crew of the ATR42 was cleared to remain at 8,000 feet at its discretion, but remained at 16,000 feet. The BAE146 was cleared to leave flight level 240 for 16,000 feet. The crew of the BAE146 initiated the descent using the automatic pilot system. During the descent, the captain observed that the aircraft had not stopped its descent at 16,000 feet. The captain disconnected the automatic pilot system and returned the aircraft to the cleared altitude. Once it was positioned behind the BAE146, the ATR42 was vectored toward a direction similar to that of the BAE146 so as to follow it. At that moment the controller realized that the BAE146 was climbing to 16,000 feet and that the separation between the aircraft was only 3.8 nautical miles and 300 feet of altitude. The controller immediately cleared the crew of the BAE146 to descend to 8,000 feet, to re-establish the separation. An investigation into the circumstances will be conducted by Nav Canada.
Autre aéronef: SPM2543 (AT3), IFR de St-Pierre-et-Miquelon, France (LFVP) vers Dorval (CYUL). ARN893 (BA46), IFR en provenance d'Halifax (CYHZ) vers Dorval (CYUL), avait reçu l'autorisation de descendre de FL240 pour 8,000 pieds. Pour une raison inconnue, alors qu'il approchait 15,000 pieds, l'équipage est remonté à 16,000 pieds, entrant en conflit avec SPM2543 qui était aussi à la même altitude. Suite à l'intervention du contr,leur, l'équipage a corrigé la situation. Le contr,leur a immédiatement tenté de guider SPM2543 à l'écart de ARN893. La séparation entre les deux aéronefs avait diminué en dessous des minimum requis. Lors du questionnement du contr,leur, ARN893 l'a informé que son auto pilote s'était désactivé. MISE À JOUR: Les services de la circulation aérienne nous a informé qu'une enquête approfondie a révélé qu'il y aurait eu implication de la part du contr,leur en plus de l'erreur du pilote. MISE À JOUR #2 : L'enquête du BST (A99Q0111) a révélé que l'équipage du BAE146 effectuait un vol entre Halifax et Dorval lorsqu'une perte d'espacement est survenue avec un ATR42 qui se dirigeait également vers Dorval. Lors du guidage radar pour l'approche sur la piste 24L, l'ATR42 a été dirigé vers le nord afin d'être positionné derrière le BAE146 et d'assurer l'espacement. L'équipage de l'ATR42 était autorisé à maintenir 8 000 pi. à sa discrétion mais a maintenu 16 000 pi. Le BAE146 était autorisé à quitter le niveau de vol 240 pour 16 000 pi. L'équipage du BAE146 a amorcé la descente utilisant le système du pilote automatique. Pendant la descente, le commandant s'est aperçu que l'appareil n'avait pas arrêté sa descente à 16 000 pi. Le commandant a débranché le système du pilote automatique et a ramené l'appareil vers l'altitude autorisée. Une fois positionné derrière le BAE146, l'ATR42 a été guidé vers une direction similaire au BAE146 afin de suivre ce dernier. À ce moment, le contr,leur s'est aperçu que le BAE146 était en montée vers 16 000 pi. et que l'espacement entre les deux appareils n'était que de 3.8 milles nautiques et 300 pi. d'altitude. Le contr,leur a immédiatement autorisé l'équipage du BAE146 à descendre à 8 000 pi. afin de rétablir l'espacement. Une enquête circonstancielle sera menée par Nav Canada.

November 12, 1999

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

Initial TSB Notification (A99O272): The aircraft C-GRNV was on an IFR flight from Montreal Dorval (CYUL) to Ottawa MCIA (CYOW). In cruising flight the crew of the BAE146 Series 200 aircraft reported hearing a loud noise followed by a complete loss of thrust from the #3 engine (Allied Signal LF 502). The crew shut the engine down and requested ERS equipment and personnel stand by for the uneventful landing in Ottawa. Maintenance replaced the engine and returned the aircraft to service. It was reported that the originating event was a "T1" blade which had failed approximately 1/8" from the platform. The blade was sent for analysis. 11 S.O.B. - 5 Crew, 6 Passengers

February 21, 1999

Incident at 10 NM W of Empress VOR, AB

Other aircraft: British Aerospace BAE146, Air BC, ABL946 CDR 1316, an F28, was enroute from Calgary to Regina at FL 250 and ABL 946, a westbound BAe 146 was enroute at FL 260 when the two a/c passed each other about 10 miles west of the Empress VOR. Traffic had been passed to the crews when they were still 10 miles apart, however moments later the crew of CDR 1316 advised that they had received a TCAS alert and were descending. They descended 400 feet before climbing back to FL 250 after passing ABL 946. OPI - System Safety

January 26, 1999

Incident at Moncton

ARN BAE146 enroute from Moncton to Montreal reported unsafe gear indication. Aircraft diverted to Halifax and landed safely at 1218Z. TSB evaluating Update: Maintenance identified that the left landing gear door uplock roller was out of rig and had caused the intransit light to remain illuminated. The gear door uplock roller was adjusted and the aircraft returned to service. TSB file # A99A0012.

March 13, 1998

Incident at Dorval

Other aircraft: ARN897, British Aerospace BA46 BAE146, IFR from Halifax to Dorval. CSA101, IFR from Toronto to Dorval on heading 210 so as to intercept final on runway 24R, overshot the alignment for 24R. ARN897, which was on visual approach to runway 24L, received a TCAS resolution. The traffic information had been given to both aircraft. Autre aéronef: ARN897, British Aerospace BA46 BAE146, IFR d'Halifax vers Dorval. CSA101, IFR de Toronto vers Dorval sur un cap 210 afin d'intercepter la finale de la piste 24R, a dépassé l'alignement de la 24R. ARN897, qui effectuait une approche visuelle pour la piste 24L, a reçu une résolution TCAS. L'information de trafic avait été donnée aux deux aéronefs.

December 1, 1998

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

AirBC: British Aerospace BA46 ABL837 was instructed to maintain an assigned speed of 160 knots to the GREYY fix on final approach to runway 12. Recorded Radar data indicates ABL837 apparently did not comply with the speed restriction. ABL837 was grounding 70 knots. Surface wind was 120 degrees 33 knots gusting to 41 knots. CDN671 overtook ABL837. As a result of ABL837 slowing early, less than required IFR separation existed. Control action was taken to reestablish separation. Recorded Radar Data indicated spacing of 2 miles and 600 feet in an area where 3 miles lateral or 1000 feet vertical separation is required. Update: 98/12/11 Radar data indicated that ABL837 had reduced airspeed before reaching the Grey Fix and that the groundspeed had decreased to 70 knots. The Captain later reported that with the landing gear and flaps deployed, 160 knots was greater than the maximum allowable speed for the BAE146 in that configuration. At the time of the incident, however, he did not advise ATC of this limitation. To regain the required separation, the terminal controller instructed CDN671 to discontinue the approach: however, the pilot replied that he had ""Critical"" fuel. The terminal controller then requested the tower controller overshoot ABL837. ABL837 was now below all cloud, in visual meteorlogical conditions and that requested a visual 360 degree turn to land after CDN671. The pilot said that his fuel state was also ""Critical"". The tower controller then authorized the turn and both aircraft landed on runway 12 without further incident. There was no risk of collision. Because runway 12 was the only runway in use due to strong surface winds, both aircraft had consumed more fuel during the extended arrival phase than would have been consumed during a two-runway operation. Both aircraft had arrived at Vancouver with about their flight-planned fuel. Although both flight crews erroneously used the term ""Critical Fuel"" instead of ""Minimum Fuel"" to alert ATC of their fuel state, ATC did provide priority handling.

June 30, 1998

Incident at Enderby, B.C. (Conflict - loss of separation)

ABL954 and CDR1337 may have had less than the required IFR separation between the two aircraft at FL310. Updated from TSB Summary A CANADIAN REGIONAL F.28 (CDN1337) WAS ON THE HIGH LEVEL AIRWAY J508 FROM SASKATOON, VIA CALGARY, AND AN AIR BC BAE146 (ABL954) WAS ON THE J503 AIRWAY FROM EDMONTON, AT FL310. THESE TWO HIGH LEVEL AIRWAYS CONVERGE AT THE ENDERBY VOR. JUST PRIOR TO THE OCCURRENCE, THE ENROUTE CONTROLLER WAS REPORTEDLY OCCUPIED IN VERIFYING A FLOW TIME, AND DID NOT NOTICE THE AIRCRAFT SPACING REDUCE TO BELOW THE REQUIRED SEPARATION OF 5 NM AT THE SAME ALTITUDE. WHEN THE AIRCRAFT WERE 4 NM APART, THE STAND-BACK SUPERVISOR RECOGNIZED THE LOSS OF SEPARATION AND INFORMED THE CONTROLLER OF THE SITUATION. THE ENROUTE CONTROLLER THEN ISSUED DIVERGENT HEADINGS TO BOTH AIRCRAFT, HOWEVER, THE SPACING BETWEEN THEM CONTINUED TO REDUCE TO NOT LESS THAN 2.9 NM. THERE WAS NO RISK OF COLLISION.

September 14, 1997

Incident at Calgary, AB

British Aerospace BAE146, Air BC While being vectored to Runway 16 by the Arrival Controller, the two a/c passed each other with less than the required separation. NavCanada is conducting an internal investigation.

December 4, 1997

Incident at Saint John

Air Nova 882 reported that a red warning light illuminated during take off. TSB report A97A0212: The BAE146 aircraft was in position runway 14 in Saint John. When the power levers were advanced to the take off power setting the red engine warning lights illuminated. The take off was rejected and during trouble shooting by the crew it was determined that there was a fault in the master warning dimmer switch that caused the engine warning light to illuminate. The override function full bright of the dimmer switch was used and the aircraft departed without incident six minutes later

July 17, 1997

Incident at St. John's, NF

The BAe146 was on a flight from Halifax to St.John's. The aircraft was 60 miles from St.John's and descending through 13000 feet when the crew indicated that they had a back up hydraulic failure. The crew request that ERS be standing by and the aircraft landed safety at 0142z. TSB - case closed Interested Party: YYT/MAH.

April 10, 1997

Incident at Moncton NB

ARN889 a Bae146 was a flight from Montreal to Moncton. The crew broke off the approach at Moncton, runway 06 due to a problem with the flaps. They finally landed on runway 29 at 1356Z without any problems. No assistance was required.

April 2, 1997

Incident at Moncton NB

The Air Nova BAE146 with call sign ARN011 was parked at the loading ramp with only the two pilots onboard when the wind caused the aircraft to move. The number 1 engine struck the loading ramp causing substantial damage to the front of the engine and engine pilon structure. The nose wheel was chocked and the brakes were on. The ramp area was slippery and the winds were gusting 25 to 40 knots. Update: After an inspection of the engine mounts and the pylon, no damage was found. The damage was restricted to the intake area. Engine and cowlings were replaced and the aircraft released to service. TSB case closed

March 12, 1997

Incident at GREATER MONCTON ROMEO LEBLANC INTERNATIONAL AIRPORT

ARN89, an Air Nova BAE146 had just landed on runway 29 when the cabin crew reported smoke in the cabin. The pilot taxiied the aircraft to taxiway Charlie, shut down the engines and evacuated the aircraft. The evacuation proceeded without incident and the passengers walked to the main Terminal which is adjacent to the taxiway. ERS was called out and the smoke had dissipated by the time they reached the aircraft. Maintenance suspects that the smoke came from the auxilary power unit when it was started on landing. All systems and engines were checked and nothing that could have caused the smoke could be found. TSB case closed.

January 5, 1997

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

When the flaps were extended on approach into St. John's a "flap lock-out" occurred at the flap 15 position. The crew requested that the CFR be placed on standby for the landing and the landing took place without incident. The flap reset procedure was carried out after landing and the flaps functioned normally. The operator suspects that water may have entered the flap actuators through the screw jack seals during take-off then frose during flight. The operator is in the process of replacing the screw jack seals in their fleet of BAE146 aircraft with a modified seal.

March 25, 1996

Incident at MONTRÉAL / PIERRE ELLIOTT TRUDEAU INTL QC (CYUL) (Controlled airspace - unauthorized entry)

Despite receiving and accepting authorization to intercept a back course for runway 06R, the Dash 8 pilot did not intercept the back course. He approached within 1.5 nm and at the same altitude as BAE146 (Air Atlantic) who was on base right for runway 06L. The arriving controller diverged the trajectory of the 2 aircraft.

October 12, 1996

Incident at enroute from Edmonton to Vancouver, B.C.

The AirBC BAE146 was enroute from Edmonton to Vancouver, when the cabin crew detected a strong odour. The odour intensified to the point where 2 cabin attendants became ill, one not able to resume her duties in the cabin. No passengers were affected. After a safe landing in Vancouver, the two attendants were taken to hospital and later released.

July 3, 1996

Incident at Vancouver, British Columbia

While taxiing to runway 26, ABL855 reported smoke in the cockpit. The Bae146 had Skydrol fumes enter the cockpit and cabin areas when an O-ring failed on the high pressure filter assembly outlet line. Aircraft stopped on taxiway delta to evacuate 61 passengers and crew. Taxiway delta out of service until 0246Z. Delays in departures off runway 30 and 26L. 3 passengers and 1 firefighter taken to hospital as a precautionary measure. The O-ring was replaced and the same crew except for 1 flight attendant reported back to take the aircraft on the next flight.

October 15, 1995

Incident at Dorval

CL65 took off from runway 24L to Mirabel and was instructed to turn heading 280 clearing 3000 ft. CL65 turned toward the Montreal VOR conflicting with ARN883, a BAE146 taking off for Ottawa from runway 28 in climb over the runway centreline.

August 8, 1995

Incident at Saskatoon, Saskatchewan

The pilot of ABL874, a BA46 (BAE146) departing Saskatoon to Calgary rejected takeoff due to the brakes not releasing properly. The pilot taxied back and departed ok using the backup system.

November 21, 1995

Incident at HALIFAX / STANFIELD INTL NS (CYHZ) (Conflict - loss of separation)

The B737 was on final for runway 15 when the control tower instructed the pilot to pull up due to traffic landing ruwnay 24. This action resulted in a confliction with a Bae146 on approach to runway 24 and ensuing evasive action by the Bae146. TSB evaluating.

September 15, 1994

Incident at Over Montreal

GAXI inbound from Mascouche received clearance to fly over the Olympic Stadium and squawk 2601 on the transponder. A little later GAXI squawked 1200, and went to the west on the centerline of TW 24L at Dorval without clearance and without begin seen by Dorval tower. GAXI came within 1/2 mile and 100 feet vertically from AOR Nova 882 a BAE146, which had departed Dorval.

May 17, 1994

Incident at Dorval

ARN886 (BAe146) and ACA155 (A320). The pilots reported bird strikes on take-off. Field mouse remains were found on runway 24L. Damage unknown.

March 16, 1994

Incident at Dorval

After the BAE146 took-off from Dorval for Halifax, the pilot noticed the "not shut" light, indicating that the small door was not shut. There was also a noticeable change in air passage. The aircraft returned to land at Dorval, the door was closed and the aircraft resumed its flight to Halifax. The door was closed but not locked.

February 24, 1993

Incident at CALGARY

TAF1163 - A/C ON VISUAL APPROACH WAS ADVISED OF TRAFFIC BAE146. A/C SPOTTED A B727 IN ERROR AND CAME IN CLOSE PROXIMITY TO BAE146. TOWER ISSUED 360 TO TAF1163. TIME = 1439. ACTION = SAE.

November 24, 1993

Incident at VANCOUVER

BA46 BAE146 AIR BC ABL813 - YVR APM ADVISED TOWER THAT THEY HAD RECEIVED INFORMATION RELATED TO BOMB THREAT ON ABL813 ENROUTE PRINCE GEORGE. ABL813 LANDED SAFELY AT 1734Z. ALL CLEAR DECLARED AT 1910Z. A/C RETURNED TO SERVICE. TIME = 1730Z.

November 3, 1993

Incident at MONTREAL

BA46 BAE146 AIR NOVA ARN897 - A/C IFR DORVAL TO OTTAWA ADVISED THAT AN ENGINE WAS SHUTDOWN BUT A/C STILL CONTINUING TO OTTAWA. REQUESTED ERS AND LANDED SAFELY. TIME = 0130Z. ACTION = NAH.

June 22, 1993

Incident at MIRABEL

BAE146 BRITISH AEROSPACE ATL485 - A/C IFR TO DORVAL ADVISED THAT HE HAD A LANDING GEAR PROBLEM & ASKED TO LAND AT MIRABEL. LANDED SAFELY AT 2212Z. B747 ACO23 WAS DELAYED BY 10 MINUTES. TIME - 2157Z. ACTION - NAH.

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