March 27, 2014

Incident at 75 miles S WINNIPEG INTL MB (CYWG)

A SkyWest Airlines Bombardier CL600 2B19 (SKW5238) from Winnipeg, MB (CYWG) to Denver, CO (KDEN) reported a flap failure and advised returning to Winnipeg, MB. No emergency declared. Aircraft rescue and fire fighting (ARFF) on standby as a precaution. SKW5238 landed safely at 1919Z. No impact on operations.
UPDATE: TSB Report#A14C0050: The crew of SkyWest Airlines flight SKW5238, a Canadair CL65 2B19 RJ200 registration N494CA reported that the flaps would not retract from the takeoff setting of 20 degrees after becoming airborne. The crew elected to return to Winnipeg and landed safely with ARFF on standby. Once on the ground the flaps were reset as per the flight information manual and recycled. The aircraft was returned to service per AD2009-06-12 for 10 flight cycles prior to next inspection.

July 19, 2001

Incident at Zone d'essai B, nord de Montréal

The TSB (A01Q0124) informs us that C-FMMN, a CL65 undergoing testing by Bombardier, took off from Dorval for a test flight in test area ¿B¿ north of Montreal. After performing a start-up of the air turbine of the right engine while climbing to FL310, an amber message reading HYD 2 HI TEMP appeared on the EICAS. While checking the hydraulic summary page, the crew noticed the temperature on HYD 2 was 90 degrees Celsius and gradually rising with a constant pressure of 3600 psi. The checklist was performed. The temperature continued to climb all the way up to 120 degrees Celsius, at which point the crew decided to shut down the engine. The aircraft returned to Dorval without delay, and emergency services were called as a precaution, because the aircraft was on only one engine. The aircraft touched down without further incident. Le BST (A01Q0124) nous informe que C-FMMN, un CL65 en essai de la compagnie Bombardier, a décollé de Dorval pour effectuer un test en vol dans la zone d'essai ""B"" située au nord de Montréal. Après avoir exécuté un démarrage de la turbine à air sur le moteur droit pendant la montée à FL310, un message ambre indiquant HYD 2 HI TEMP est apparu sur le système d'affichage des paramètres moteurs et d'alerte de l'équipage (EICAS). En vérifiant la page synoptique hyraulique, l'équipage a remarqué que la température sur HYD 2 était à 90 degrés Celsius et augmentait graduellement avec une pression constante de 3600 psi. La liste de vérification a été effectuée. La température continuait de grimper, et ce jusqu'à 120 degrés Celsius lorsque l'équipage a décidé d'arrêter le moteur. L'avion est retourné à Dorval sans tarder et les services d'urgence ont été appelés par mesure de précaution, car l'avion n'était que sur un moteur. L'appareil s'est posé sans autre incident.

February 1, 2001

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

The Bombardier CL65 was climbing through FL230 in the Montreal training area when the outer layer of the windshield on the co-pilot""s side shattered. The pilot initiated descent and turned back to land at Dorval (CYUL) without further incident. Le CL65 de Bombardier était en montée passant FL230 dans la zone d´entraînement de Montréal lorsque la couche extérieure du pare-brise côté co-pilote s´est fracassée. Le pilote a initié une descente et est revenu atterrir à Dorval (CYUL) sans autre incident.

May 7, 1999

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

When RJ22 (Regional Jet) was making a test flight for the Canadair company from Dorval (CYUL) to Downsview (CYZD), the crew declared an emergency due to engine failure. AES was requested. The aircraft touched down at 1715Z without incident on rwy 10 at CYUL. Impact: three arrivals had to be moved to rwy 06R. UPDATE: The TSB investigation revealed that the crew of the CL65 were on a production-line test flight. The flight was taking place within the testing area north of Montreal. The left engine had been shut down to check the air turbine motor. During use of the air turbine motor, the core of the left engine would not turn over. The high-pressure compressor (N2) rpm remained at 0% during two attempted starts. The crew was unable to restart the engine. They therefore performed the checklist and declared an emergency to ATC. The engine was new. Inadequate compressor clearance created resistance, preventing the engine from starting. The maintenance service made adjustments to the compressor clearance to decrease resistance. No test has been performed since, however, because the aircraft is at the factory for paint work. Alors que RJ22 (Regional Jet) effectuait un vol d'essai pour la compagnie Canadair, de Dorval (CYUL) vers Downsview (CYZD), l'équipage a déclaré une urgence suite à une panne de moteur. Les services d'urgence aéroportaires (SUA) ont été demandés. L'appareil s'est posé à 1715Z, sans encombre, sur la piste 10 à CYUL. Impact: trois arrivées ont dû être déplacées vers la piste 06D. MISE À JOUR: L'enquête du BST a révélé que l'équipage du CL65 effectuait un vol d'essai pour la ligne de production. Le vol avait lieu à l'intérieur de la zone d'essai au nord de Montréal. Le moteur gauche avait été arrêté afin de procéder à la vérification du moteur à turbine à air (air turbine motor). Lors de l'utilisation du moteur à turbine à air, le noyau central du moteur gauche a refusé de tourner. Le régime du compresseur haute pression (N2) est demeuré à 0% lors de deux tentatives de démarrage. L'équipage était donc dans l'impossibilité de redémarrer le moteur. L'équipage a procédé à la liste de vérification et a déclaré une urgence auprès du service du contr,le de la circulation aérienne. Le moteur était neuf. Le manque d'espace mort du compresseur a créé une résistance, empêchant le démarrage du moteur. Le service d'entretien a effectué des ajustements sur l'espace mort du compresseur, afin de diminuer la résistance. Toutefois aucun essai n'a été effectué depuis, car l'appareil est à l'usine pour l'exécution de travaux de peinture.

July 7, 1997

Incident at Jean-Lesage

Other aircraft: ACA512 CL65 Regional Jet Air Canada, IFR from Sept-Iles to Québec While GZSP was downwind for runway 24, 2 IFR aircraft were on final for runway 24; a DHC-8 who was no. 1, and ACA512 who was no. 2, 5 miles behind the DHC-8. GZSP advised that he was no. 3 behind ACA512, 5 miles final and acknowledged receipt. However he followed the DHC-8. The controller advised ACA512 to overshoot and instructed GZSP to make a 360 degree right hand turn. Traffic was exchanged with the 2 aircraft who reported having the other in sight. ACA512 was authorized to land on runway 12. No complaints were received from the pilots but a passenger on ACA512 contacted a Quebec radio station and asked the announcer, who is a former controller, why the aircraft overshot. BPR: NAP

July 5, 1997

Incident at Dorval

Other aircraft: COM3919 CL65 Canadair Regional Jet Comair NWA1107, was taxiing for runway 28 and crossed the threshold of taxiway ALPHA. COM3919 was on short final and was advised to overshoot.

January 21, 1997

Incident at 25 m.n. nord-est de Dorval (ATS operating irregularity)

Autre aéronef: ACA4402 (FWSC), CL65 Regional Jet, Air Canada. FMPH était sur un vol de St-Hubert vert Rimouski en montée pour le FL210. ACA4402 était sur un vol de Dorval vers Québec en montée vers FL220. Les deux aéronefs se sont rapprochés à 4.5 milles et 500 pieds verticalement. L'espacement requis est de 5 milles ou 1000 pieds vertical. Le contr,leur a viré les appareils afin d'assurer une meilleure séparation.

March 12, 1997

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

ACA330 CL65 Air Canada ANU403 on final approach runway 25 was issued a landing clearance while ACA330 was in position on the threshold of runway 25. ANU403 informed the airport controller that there was an aircraft on the runway and ANU403 was instructed to execute a missed approach. The visibility was reported as 3/4 mile in light snow. Ops. impact -- unknown. NAV CANADA noted that TSB has conducted an inquiry.

July 26, 1997

Incident at Calgary, AB (Conflict - potential)

ACA 845, an A340, was cleared to land on Runway 34 with instructions to hold short of Runway 28, where ACA 267, a CL65, was landing at the same time. Simultaneous Intersecting Runway Operations were in effect. After landing, ACA 845 appeared to Tower staff to be travelling at high speed as it approached the intersection of Runway 28, so Tower requested the crew of ACA 267 to expedite across Runway 34. ACA 267 passed in front of ACA 845 and cleared the intersection before ACA 845 arrived there. ACA 845 was then cleared across Runway 28. The Shift Manager subsequently spoke to the Captain of ACA 845, who told him that it would have been "no problem" to stop before the intersection. The A340 a/c is authorized for SIRO operations on Runway 34 at YYC, however, NavCanada will discuss with Air Canada Operations as to whether this is desirable.

July 19, 1997

Incident at Calgary, AB

Other aircraft - Air Canada; Canadair CL65 C-GAVZ departed on Runway 34 without takeoff clearance as ACA 277, a Canadair CL 65, was cleared for takeoff on Runway 28. C-GAVZ was observed airborne at mid-field as ACA 277 crossed Runway 34 in the takeoff roll. C-GAVZ was instructed to turn left to 250 degrees, remain south of Runway 28 and keep the CL 65 in sight.

January 1, 1997

Incident at Winnipeg, Manitoba

The pilot of ACA241, a CL65, 20 miles west of Winnipeg, enroute to Saskatoon, reported to TCU left engine shut down due to high oil temperature. ERS was alerted and the aircraft returned to Winnipeg and landed safely. There were no other aircraft inconvenienced. UPDATE: Shortly after take-off the crew of the Canadair Regional jet, C-FWJB, noted the left engine oil temperature rising and a loss of oil pressure on the left engine. The crew levelled the aircraft at 6,000 feet and carried out a precautionary shutdown of the left engine. ERS was alerted and the aircraft returned for a landing without further incident. Maintenance inspection revealed that the left engine oil supply had been overfilled. The oil level was corrected and the filter was replaced. A ground run was conducted and the filter was rechecked and reinstalled with no further problems encountered.

December 23, 1997

Incident at FREDERICTON INTERNATIONAL AIRPORT

The CL65, ACA644, was on a flight from Toronto to Fredericton. After landing on RWY 15 at 2023z the aircraft was unable to exit the runway due to a nose wheel steering problem. The aircraft remained on the runway for approx. 3 min. while the nose steer system reset. A departing flight changed departure runway due to the stopped aircraft. No other involvement. TSB evaluating.

December 18, 1997

Incident at Gander Domestic

The Canadair CL65 departed Gander for Geneve-Cointrin with a clearance to reach 390 by 0228z. The aircraft was unable to climb above FL38.5 due to the high upper air temperature. The aircraft was not RVSM certified and the next available altitude was FL310. The aircraft requested and received clearance back to Gander to refuel for FL310. TSB no involvement.

December 17, 1997

Accident at Fredericton NB

Mocton ACC was advised at 0347z that ACA646 CL65 was by the beacon on final for runway 15. There was no further contact with the flight. FSS advised local police and hospital of a potential crash. At 0407z it was confirmed that ACA646 was off the runway in the woods. Extent of injuries and damage unknown. Local emergency services responding. TSB investigating. Update: The FSS received a position report from the aircraft as it passed the final approach fix (3.5 miles from touchdown) during its final approach. No further contact was received. The aircraft touched down on runway 15 and remained on the runway surface for about 1800 ft before departing the right side of the runway. The aircraft came to rest about 2000ft from the point where the aircraft left the runway. The Emergency Response Plan was activated at 03:50 and the fire fighting service responded immediately. The aircraft was located aprx 2000 ft from the runway at 0407z in spite of dense fog, darkness, deep snow and lack of visual indicators (nil fire/smoke). Other local emergency services responded as well. The investigation is ongoing:

November 18, 1997

Incident at Saint John NB

ACA656 CL65 landing Saint John remained on runway due to nose wheel steering problem. It took several minutes and some difficulty to clear the runway. No report of effect on other traffic. TSB evaluating.

November 2, 1997

Incident at Fredericton NB

ACA642 CL65 struck a flock of Snow Buntings on touch-down runway 15 at Fredericton. Six dead birds were recovered from the runway. Pilot advised no apparant damage to the aircraft and no birds were ingested into the engines. Nil TSB

October 16, 1997

Incident at Fredericton NB

ACA641 CL65 departing Fredericton was 60 miles west climbing through FL100 when the pilot observed that the # 1 engine 14th stage bleed air duct light had illuminated. Pilot declared an emergency when the flight attendant advised of a burning smell in the cabin. The aircraft returned to Fredericton and landed without further incident 1022z with CFR standing by. There was no indication of smoke in the cabin. Passengers deplaned on the ramp, evacuation not necessary. Maintenance is enroute to Fredericton with a spare engine. TSB: Case closed but will provide a technical update. UPDATE: Maintenance found that the left pylon 14th stage loop (A59WK) was shorted to ground which resulted in the EICAS warning observed by the flight crew. The loop was changed and a ground run completed. No fault was found.

August 26, 1997

Incident at FREDERICTON INTERNATIONAL AIRPORT

THE AIR ATLANTIC JETSTREAM 41, CALL SIGN ATL433, HAD ENCOUNTERED A BIRD STRIKE WHILE LANDING AT FREDERICTON AIRPORT. NO DAMAGE TO AIRCRAFT. AN AIR CANADA CL65 WAS DELAYED FOR 1-2 MIN. WHILE THE REMAINS OF THE BIRD WERE REMOVED FROM THE RUNWAY. TSB NO INVOLVEMENT.

August 24, 1997

Incident at Fredericton

ACA644 CL65 reported hitting a seagull at the end of his landing roll on runway 33. No damage to aircraft and no impact on operations.

August 23, 1997

Incident at Fredericton

ACA646 CL65 reported a very minor cabin pressurization during descent. Aircraft requested a left turn at the "FC" NDB to allow pressurization to stabilze. ACA646 landed safely 0137z.

August 19, 1997

Incident at Fredericton NB

ACA641 CL65 departed Fredericton 0953 for Toronto at 1000z aircraft struck seagull. Flight continued to Toronto.

August 16, 1997

Incident at Fredericton

N44421 PA28 was cleared for a straight in ILS runway 15. Aircraft did a circling procedure for runway 33 without authorization and landed 1924z. CFC2934 departure was delayed. ACA644 CL65 landing was delayed. Pilot contacted Moncton ACC and advised that an overshoot was done and the approach for runway 33 without approval.

August 5, 1997

Incident at Fredericton NB (Incursion - runway - animal)

ACA646 CL65 landing runway 15 at Fredericton struck a skunk after touchdown. Nil damage to aircraft. Carcass removed by airport firefighter.

June 27, 1997

Incident at Saint John NB

ACA652 CL65 missed approach runway 05 due to C-FYTD PA28 landing/Taxiing runway 05 ahead of ACA652. ACA652 overtook C-FYTD who was still on runway 05. ACA652 cancelled IFR - Left procedure for runway 05 and landed safely 1539z.

May 14, 1997

Incident at Fredericton, N.B.

The S76 departed RWY32 on a Saint John Seven SID while ACA652, a CL65 registration C-FSKI, was on a straight-in ILS to RWY23. On initial contact the S76 was assigned a heading of 360 for radar vectors. The helicopter was observed turning to the east toward the arrival path of the CL65. When contacted the pilot of the S76 made an unintelligible reply. The heading of 360 was then re-assigned and the target was observed turning toward the asigned heading. The targets passed with 4.1 miles radar spacing. TSB no involvement.

February 3, 1997

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

The CL65 was on a flight from Halifax to St.John's. When on approach to St.John's the flaps locked out and the crew executed a go around. The flap computer was reset and the system functioned normally. The aircraft then landed safely. TSB no involvement.

February 16, 1996

Incident at QUÉBEC / JEAN LESAGE INTL QC (CYQB)

ACA518 (CL65) was enroute Quebec from Toronto. On the approach, the pilot informed the tower that he had hydraulic problems. ACA518 overshot. The aircraft landed without further problems and taxiied to the gate. ERS called out. Weather 45 SCT 80 SCT E220 BKN 15

January 26, 1996

Incident at Massena (ATS operating irregularity)

ACA391 from Washington to Dorval was in descent to 14000 feet. ACA320 (CL65) from Ottawa to Newark, was authorized to climb to FL230. The aircraft approached 4.7 NM without the required vertical separation. No complaints. No TCAS report.

January 3, 1996

Incident at 60NM south of Ottawa (ATS operating irregularity)

CL65 from Dulles to Ottawa, read back an authorization to descend which was meant for another aircraft (ROY1530). The pilot's error was not noticed by the controller. The CL65 approached a Canadian Forces C130 (from Trenton to Gander) with 2.4 miles horizontal and 500 feet vertical.

February 10, 1996

Incident at TORONTO / LESTER B. PEARSON INTL ON (CYYZ) (Rejected take-off, Overshoot/missed approach, Other operational incident, Communication navigation surveillance/air traffic system, ATS operating irregularity)

ACA915 was landing runway 06R when it conflicted with ACA644 (a CL65) which was departing runway 06R. ACA915 overshot and ACA664's takeoff was aborted. ACA664 was told to exit the runway. Ops. impact -- one aircraft overshot.

December 26, 1996

Incident at 50 M SE Winnipeg, Manitoba

Air Canada 830, a CL65, departed Winnipeg enroute Chicago. The pilot reported a passenger door latch not locked. The aircraft returned to Winnipeg and landed safely at 1405Z. There were 3 crew and 44 passengers on board. UPDATE: Air Canada 830, a Canadair CL65 regional jet, departed Winnipeg enroute to Chicago, IL. Climbing through 12,000 feet, the crew noted an amber caution light indicating that one of the six proximity sensors on the main cabin door was not sensing locked. The crew diverted the flight back to Winnipeg. Maintenance found that the proximity sensor was mis-rigged, and re-rigged it later in the day when the aircraft returned to Winnipeg.

August 7, 1996

Incident at Thunder Bay, Ontario

The pilot of ACA513, a CL65, was IFR Toronto to Thunder Bay, declared an emergency with the right engine shut down. He tried a re-start which did not work, so the flight landed safely at 1646Z. There were 28 SOB, 2800 KG of fuel. Two other aircraft were delayed two minutes. UPDATE: Company maintenance personnel changed the engine driven fuel pump and the fuel control unit.

December 20, 1996

Incident at Fredericton, N.B. (ATS operating irregularity)

ACA642, CL65 was enroute from Toronto to Fredericton with an ETA of 1550z and was cleared for a straight in ILS RWY 15 circling north RWY 33. C-FCLO, BE18 was planed Fredericton, N.B. to Kingston, ON proposed off at 1536z cleared Fredericton SID 1 departure RWY 27 CC at 1541z. C-FCLO departed RWY 27 at 1540 Z and when he checked in on the frequency he advised Moncton ACC that he was off RWY 27 thru 1300 ft. for 5000 ft. heading 040 degrees. The controller immediately determined both aircraft positions and turned the C-FCLO back to 270 degrees. ACA642 was downwind for RWY 27 at this time, altitude unknown. Traffic was passed and C-FCLO showed up on radar 3 miles south of the field at approx. 1545z. Tape checks at Fredericton and Moncton showed C-FCLO received and readback a Fredericton SID 1 departure clearance which indicated RWY heading to 5000 ft. TSB no involvement.

July 4, 1996

Incident at FREDERICTON INTERNATIONAL AIRPORT (ATS operating irregularity)

ACA646 (CL65) was on a flight from Halifax to Fredericton, ETA 0130z. ARN897 (DHC-8) was on a flight from Moncton to Fredericton, ETA 0130z. ACA646 was cleared straight in ILS RWY 15 approach. ARN897 cancelled IFR at 0120z. Traffic was passed. ACA646 had to execute a missed approach due to the proximity of ARN897 landing on RWY 27 when he went by the NDB final. FC/FSS advised he passed ACA646 the traffic information on ARN879.

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.

January 11, 1995

Incident at Dorval (ATS operating irregularity)

A loss of separation occurred between the two aircraft when the CL65 was vectored 3 miles behind the B757, which was inbound from Toronto. The minimum separation for wake turbulence is 5 miles.

February 2, 1995

Incident at FREDERICTON INTERNATIONAL AIRPORT (Conflict - loss of separation)

The CL65 departed runway 33 after being issued an IFR clearance by Moncton Area Control Centre (ACC) for departure from runway 15. The DH8 was being vectored for runway 15. Moncton ACC issued vectors to both aircraft and maintained radar separation. TSB case closed.

August 27, 1994

Incident at Dorval (ATS operating irregularity)

COM3733, Regional Jet CL65 ARN838 departing for Bathurst was cleared to position on RW10 when COM3733 entered RW28 for departure to Cincinnati. ARN838 left RW10 via taxiway FOXTROT.

August 9, 1994

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

In N427P authorized for the ILS 24L deviated from the centre line towards runway 24R. Tower instructed N427P to remain on the axis of 24L, but the aircraft continued to drift towards 24R. The aircraft reached a point a mile ahead and 500 feet above COMAIR 4756 (CL65) which was on an approach to 24R. N427P overshoots and attempts another approach IFR. Traffic information passed to both aircraft. Weather conditions: CAVOK.

August 31, 1994

Incident at Dorval

C-FRIA, CHALLENGER CL65, CANADAIR-BOMBARDIER An irregular exploitation was produced while FRIA was performing circuits and GPGD from New-York was on final for runway 24L. The aircrafts approached 2.5 miles of each other and GPGD passed 200 feet underneath FRIA at 2.5. miles final.

January 20, 1994

Incident at TORONTO

CL65 REGIONAL JET COM3748 WAS LEVEL AT 4000 FT WHEN THE PILOT COMMENCED A CLIMB DUE TO A TCAS ADVISORY. ANOTHER A/C WAS CLIMBING TO 3000 FT BELOW COM3748. OPS IMPACT NONE. TIME = 2106Z. ACTION = PAX PAH PAT PAD PAE. Air1: Air2: Air3: Occurrence: Class: IZCategory: 315

December 23, 1993

Incident at DORVAL

CL65 REGIONAL JET COM4732 ORIGINATING FROM CINCINNATI ASKED FOR PRIORITY ENTRANCE INTO THE ARRIVAL SEQUENCE AT DORVAL BECAUSE OF FLAP PROBLEMS. IT WAS INSERTED INTO THE SEQUENCE AND LANDED ON RUNWAY 24R AT 2148Z WITHOUT FURTHER INCIDENT. TIME = 2137Z. ACTION = NAH.

September 1, 1993

Incident at DORVAL

CL65 REGIONAL JET COMAIR COM3730 - ON FINAL RWY 06L, PILOT, IFR FROM CLEVELAND, ADVISED TOWER OF PROBLEMS WITH THE FLAP HYDRAULIC SYSTEMS & REQUESTED A TURN TO 360 DEGREES. A/C LANDED SAFELY AT 1316Z. ERS CALLED OUT. TIME = 1342Z. ACTION = NAH.

August 30, 1993

Incident at MONTREAL (ATS operating irregularity)

CL65 CHALLENGER RJ18 & B747 DLH474 - RJ18, ON TRAINING FLIGHT IN CANADAIR TRAINING ZONE AT FL350. DLH474 WAS ON ROUTING WHICH CONFLICTED WITH THE ZONE AT FL350. CIRCUMSTANCES SURROUNDING OCCURRENCE WERE - OPENING OF A RAWDON SECTOR, RADAR COVERAGE, TRAINING, RADAR TRANSFER & INTER-SECTOR COORDINATION. BOTH A/C WERE ALLOWED TO CONVERGE WITHIN 4.4 MILES & 800FT FOLLOWING EVASIVE ACTION INITIATED BY PILOT OF RJ18. TIME = 1832Z. ACTION = NAE.

January 25, 1993

Incident at DORVAL (Aerodrome, runway or taxiway shutdown)

CL65 REGIONAL JET RJ08 - EXPERIENCED BRAKE PROBLEMS ON LANDING RWY28. RWY CLOSED FOR 8 MINUTES WHICH CAUSED DELAYS & MISSED APPROACHES TO 6 OTHER A/C. TIME = 2136Z. ACTION = NAH.