October 28, 2018

Incident at 10NM SAULT STE. MARIE ON (CYAM)

An Air Nunavut Ltd. Dassault Mystere-Falcon 20-F5 (C-GZOX/BFF20) from Thunder Bay, ON (CYQT) to Toronto/Oshawa Executive, ON (CYOO) declared a fuel emergency approximately 10NM North of Sault Ste. Marie, ON (CYAM) and requested a diversion to CYAM. The aircraft landed safely at 1233Z.
Update TSB Report #A18O0149: C-GZOX, a Air Nunavut Ltd. Dassault Falcon FA20 (BFF20) was on route from Thunder Bay Airport (CYQT) to Oshawa Executive - Toronto (CYOO) when the crew received a warning for a left fuel boost pump failure. The crew followed the QRH procedures and declared an emergency. The aircraft was diverted to Sault Ste. Marie (CYAM). The aircraft landed uneventfully with ARFF standing by. Maintenance replaced the fuel boost pump and the aircraft was returned to service.

November 19, 2005

Incident at GOOSE BAY NL (CYYR)

FA20 enroute from Goose Bay (CYYR) to Scranton (KAVP), on departure the gear would not retract and the pilot returned and landed at Goose Bay. The pilot investigated and could not resolve the problem. He departed Goose Bay for Bangor (KBGR) at 1424Z and advised that he would proceed to Bangor with the gear down. The flight operated at a lower altitude (20,000 ft). Nil TSB.

October 3, 2003

Incident at vicinity of London VOR (TCAS alert)

The Air Canada Jazz aircraft (DH8A) (operating as JZA8013) was an IFR flight that departed the Indianapolis International Airport (KIND) for the Toronto LBPI Airport (CYYZ). The Grand Aire Express aircraft (FA20)(operating as registered N326VW) was an IFR flight that departed the SPIRIT OF ST LOUIS AIRPORT (KSUS) in SAINT LOUIS, MISSOURI. N326VW was at FL240. JZA8013 was at FL230, cleared to 10,000 feet. JZA8013 advised he was making an immediate descent due to TCAS. The two aircraft had been separated by 1000 feet.

July 28, 2003

Incident at MUSKOKA ON (CYQA) (Aerodrome - visual aids)

The aircraft (FA20) (operating as TAG148) was an IFR flight that departed the Toronto LBPI Airport (CYYZ) for the Muskoka Airport (CYQA). The Private aircraft (C182)(operating as C-FRQR) was a VFR flight that departed the CYQA for the Toronto Buttonville Municipal Airport (CYKZ). TAG148, Toronto FSS, C-FRQR and Staff 22 were unable to activate ARCAL at Muskoka. TAG148 held at the CYQA NDB for approximately 15 minutes and C-FRQR delayed departure approximately 8 minutes while Staff22 corrected the problem and turned the lights on.

February 22, 2002

Incident at 10 nm southeast of Killaloe (YXI) VOR

C-GRPM, an FA20, North Bay (CYYB) to Ottawa (CYOW), shut down left engine 10nm southeast of Killaloe (YXI) VOR and declared an emergency requesting priority. No impact or delays incurred and aircraft landed safely at 1753z.
From the TSB Notification - A02O0040: C-GRPM, a Falcon 200 aircraft, was climbing through 15000 feet, en route to Ottawa MCIA, when an odour was detected in the cabin. The aircraft levelled off at 17000 feet and the odour became visible smoke in the cabin. The flight crew switched both bleed air switches off and the smoke disappeared. The crew determined that the problem was with the left engine (Honeywell ATF-3-6A-4C). A short time later the left engine oil pressure began to fluctuate and the oil temperature increased. The flight crew reduced left engine power to idle; however, the oil pressure continued to fluctuate and dropped below minimums. The engine was shut down and an emergency was declared. The aircraft continued to Ottawa and landed without further incident. Maintenance determined that a carbon seal failed in the engine resulting in the loss of engine oil.

October 15, 2001

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

N3848U, an FA20 making an IFR flight to Gander, requested to land at Dorval because of electrical problems. No assistance was requested by the aircraft¿s pilot. No impact on airport operations to report. N3848U, un FA20 qui effectuait un vol en direction de Gander selon les règles de vol aux instruments (IFR) demande à atterrir à Dorval à cause de problèmes électriques. Aucune assitance n'a été demandée par le pilote de l'appareil. Aucun impact sur l'exploitation de l'aéroport n'est à signaler.

July 16, 2001

Incident at VANCOUVER INTL BC (CYVR)

Vancouver Arrival lost radio contact with the aircraft for over 40 miles while downwind R08L. The aircraft (FA20) entered a 4000 foot MVA in Comox MTCU airspace at 3000 feet. The aircraft eventually contacted Arrival and was climbed to the MVA and proceeded to CYVR without further incident. The pilot indicated he inadvertently left the arrival frequency.

November 21, 2001

Incident at GREATER MONCTON ROMEO LEBLANC INTERNATIONAL AIRPORT

KNX7073 FA20 on a 2 mile final for runway 29 at Moncton reported a gear malfunction indication, and requested a go around. AFF advised but not required by flight. Aircraft landed at 2301Z. Nil TSB

November 15, 2001

Incident at GREATER MONCTON ROMEO LEBLANC INTERNATIONAL AIRPORT

KNX7073 FA20 landing Moncton reported gear malfunction indication. Aircraft did a right hand circuit runway 29 prior to landing. Aircraft landed at 2254. No assistance required. No other aircraft involved. Nil TSB

September 19, 2001

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

KNX400 FA20 landing on runway 11 in St. John's from Gander, reported both engines flamed out. Aircraft was able to coast off runway 11 onto runway 20 and restart both engines. Aircraft taxiied to the ramp and pilot believes flameout caused by standing water on the runway. TSB investigating
TSB Update October 18, 2001. A01A0118: After landing runway 11 at St. John's, both engines of the DASSAULT-BREGUET Falcon 20F, registration C-GRSD, were shut down by the pilots to provide better stopping performance on the wet runway while landing in with a crosswind. The aircraft was able to coast off the runway. The pilot re-started the engines (General Electric CF-700) and taxiied to the ramp.
TSB update: A01A0118: After landing runway 11 at St. John's, both engines of the DASSAULT-BREGUET Falcon 20F, registration C-FXOK, were shut down by the pilots to provide better stopping performance on the wet runway while landing in with a crosswind. The aircraft was able to coast off the runway. The pilot re-started the engines (General Electric CF-700) and taxiied to the ramp.

September 15, 2001

Incident at GREATER MONCTON ROMEO LEBLANC INTERNATIONAL AIRPORT

KNX400 FA20 landing Moncton did a missed appraoch to unsafe Gear Indication. No assistance required. Aircraft landed safely 2104z. Nil TSB

June 23, 2001

Incident at GREATER MONCTON ROMEO LEBLANC INTERNATIONAL AIRPORT (Communication navigation surveillance/air traffic system)

SUAXN FA20 from Linclon Neb to Gander entered Moncton FIR Nordo at FL370. (Right was altitude for domestic airspace, wrong way altitude in structured airspace) Information on handoff indicated that the aircraft had not been in contact with ATC for some time. Attempts were made to contact the aircraft on 121.5. Contact was made with Gander Low and in turn the aircraft was turned back over to Moncton frequency. The pilot was requested to call the Moncton Shift Manager. He explained that on the handoff from Cleveland to (Toronto or Boston) he was instructed to contact ATC on 125.67 but there was no answer. The pilot was able to contact Gander on 128.5 about an hour later and then back to QM on 133.55. He did not consider this to be a problem. Nil TSB

April 19, 2001

Incident at GREATER MONCTON ROMEO LEBLANC INTERNATIONAL AIRPORT (Incursion - runway - animal)

NIL TSB
KNX8073 FA20 departing Moncton for St. John's aborted take-off on runway 29 due to birds. KNX8073 was taxied to the apron were aircraft surface was inspected prior to departure. No assistance required.

October 6, 2000

Incident at MONTRÉAL INTL (MIRABEL) QC (CYMX)

Another aircraft: GIPV, a Geffair Navajo PA31 that had just departed Mirabel VFR for Dorval (CYUL). KNX7056, a Knighthawk Air Express FA20 coming IFR from Ottawa (CYOW), was on visual left-hand approach for Rwy 06 at Mirabel (CYMX) and in contact with the control tower. It was observed in an outbound climbing right turn. The control centre controller asked the tower to return the pilot to his frequency for an explanation. The pilot explained that he took evasive action away from traffic that he thought was in conflict with his aircraft. He also reported that he had to take this action because he did not receive adequate information from the control tower. The ACC returned the pilot to the Mirabel tower frequency. The radar printouts show that the traffic in question, a PA31 at 2000 ft south of the southbound approach, was never in conflict. The minimum distance between the two aircraft was never less than 3 radar miles laterally and 600 ft vertically. The required minimum separation is 1 radar mile or 500 ft. Autre aéronef: GIPV, Navajo PA31 de Geffair qui venait de partir de Mirabel à vue (VFR) à destination de Dorval (CYUL). KNX7056, FA20 de Knighthawk Air Express en provenance aux instruments (IFR) d'Ottawa (CYOW), était en approche visuelle par la gauche pour la piste 06 à Mirabel (CYMX) et en contact avec la tour de contr,le. Il a été observé dans un virage à droite en éloignement et en montée. Le contr,leur du centre de contr,le a demandé à la tour de retourner le pilote sur sa fréquence pour une explication. Le pilote a expliqué qu'il a pris une action évasive pour s'éloigner d'un trafic qu'il croyait être en conflit avec son appareil. Il a également signalé qu'il avait dû prendre cette action n'ayant pas reçu des informations adéquates de la part de la tour de contr,le. Le CCR a retourné le pilote à la fréquence de la tour de Mirabel. Les imprimés radar indiquent que le trafic en cause, un PA31 à 2000 pieds au sud de l'approche en direction sud, n'a jamais été en conflit. La distance minimale entre les deux aéronefs n'a jamais été de moins de 3 NM radar latéralement et de 600 pieds verticalement. L'espacement minimal requis est de 1 mille radar ou 500 pieds.

February 11, 2000

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

N403JW, un FA20, effectuait un vol selon les règles de vol aux instruments (IFR) entre Dorval (CYUL) et San Fransisco (KSFO). Peu après le décollage de la piste 06R, le pilote a informé le centre de contr,le de Montréal qu'il voulait revenir atterrir à cause d'un problème de vibration. Il n'a pas déclaré d'urgence, n'a pas demandé l'équipement de secours, ni la priorité. L'aéronef s'est posé sans encombre sur la piste 06R à 1450Z. N403JW, an FA20, was IFR between Dorval (CYUL) and San Francisco (KSFO). Shortly after takeoff on Rwy 06R, the pilot advised Montréal centre that he wanted to turn back and land due to a vibration problem. He did not declare an emergency and did not request emergency response or priority. The aircraft landed on Rwy 06R at 1450Z.

January 20, 2000

Incident at In the vicinity of: OTTAWA / MACDONALD-CARTIER INTL ON (CYOW

KNX 1704, a Night Flite FA20, was making an IFR flight from Wilmington, Ohio (KILN) to Dorval (CYUL). Due to a landing gear indication problem, the pilot requested a landing at Ottawa (CYOW) instead of Dorval. The aircraft touched down with no further impact on operations at 1207Z. UPDATE (24-01-00): The operator¿s name should read KNIGHTHAWK AIR EXPRESS, not NITE FLITE.

August 18, 2000

Incident at near Toronto (ATS operating irregularity)

JUS818 DASSAULT FA20 U.S.A. JET AIRLINES, INC. (BELLEVILLE, MI) IFR from Buffalo (Greater Buffalo) International Airport, NY (U.S.A.) to Minneapolis-St. Paul (Wold Chamberlain) Airport, MN (U.S.A.) ACA947, IFR from Bermuda (Dept. Civil Aviation, MET/AIS) International Airport (U.K.) to Toronto (LBPIA), had been cleared to descend to 14,000 feet. JUS818, departing Buffalo for Minneapolis, was handed off to the Grimsby Sector Controller and was cleared to (and read back) 12,000 feet. JUS818 was observed climbing through 12,000 feet. ACA947 was instructed to climb and JUS818 to descend immediately. JUS818 stated that the traffic was in sight and requested to continue the climb. JUS818 was instructed to maintain 12,000 feet (ACA947 was on descent to 14,000 feet). JUS818 reached 14,100 feet before returning to 12,000 feet. ACA947 climbed to 14,800 feet before being recleared to 14,000 feet. ACA947 and JUS818 came within 1.6NM at the same altitude, approximately the same direction, with JUs818 crossing behind. S.S.R. codes: - ACA947: 2655; and - JUS818: 7455 S.O.B.: - ACA947: 112 -- six (6) crew, 106 passengers; and - JUS818: unknown. O.P.I.: PAS

July 15, 1999

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

Two aircraft: N801SC (FA20), IFR from Binghamton, NY, to Dorval (CYUL), and ARN257 (B190), IFR from Bagotville (CYBG) to CYUL. N801SC and ARN257 behind it were both on radar vectors for Rwy 24 at CYUL. When 14 NM east of Dorval (CYUL), N801SC had to be vectored across the alignment to provide additional separation for a Medevac preceding it. Following this manoeuvre, the controller was late in advising ARN257 to turn in order to stay clear of N801SC; the two aircraft were 2.3 NM apart at the same altitude. There was no complaint from the pilots. Neither aircraft received a TCAS advisory. Deux aéronefs: N801SC (FA20), IFR, en provenance de Binghamton, (NY) vers Dorval (CYUL) et ARN257 (B190), IFR en provenance de Bagotville (CYBG) vers CYUL. N801SC suivi de ARN257, étaient tous deux sur vecteurs radar pour les pistes 24 à CYUL. À 14nm à l'est de Dorval (CYUL), N801SC a dû être guidé à travers l'alignement afin de fournir un espacement additionnel à un Medevac qui le précédait. Suite à cette manoeuvre, le contr,leur a tardivement avisé ARN257d'effectuer un virage pour l'éloigner de N801SC, mais les deux aéronefs se sont retrouvés à 2.3nm l'un de l'autre, à la même altitude. Il n'y a eu aucune plainte des pilotes. Les deux appareils n'ont reçu aucun avis TCAS.

April 6, 1999

Incident at MONTRÉAL INTL (MIRABEL) QC (CYMX)

15 NM in final for rwy 11 at Mirabel Airport (CYMX) from Ottawa (CYOW), KNX7056 (FA20) suffered a communication failure. Mirabel Tower transmitted it clearance to touch down using light guns. At 2 NM in final, the pilot was receiving the tower. The aircraft touched down without incident. No impact on operations. UPDATE: The TSB investigation revealed that the crew of the Falcon 20 suffered a partial loss of VHF reception and selected the communication failure code on the transponder. Inspection revealed that water or moisture probably got into the co-pilots audio unit when it was changed in the rain. Alors qu'il était à 15nm en finale pour la piste 11 à l'aéroport de Mirabel (CYMX) en provenance d'Ottawa (CYOW), KNX7056 (FA20) a subi une panne de communication. La tour de Mirabel lui a transmis l'autorisation de se poser avec l'aide de signaux optiques (light gun). À 2nm en finale, le pilote recevait la tour. L'appareil s'est posé sans encombre. Pas d'impact à l'exploitation. MISE À JOUR: L'enquête du BST a révélé que l'équipage du Falcon 20 a subi une perte partielle de réception du VHFet a alors sélectionné le code de panne de communication sur le transpondeur. Après inspection, une fuite d'eau ou de moisissure se serait probablement introduite à l'intérieur de la boîte audio du copilote, car lors du chargement, il y avait des averses de pluie.

March 23, 1999

Incident at À 5nm au nord-est de Dorval (CYUL)

At 0242Z, as he was in approach 5 NM northeast of Dorval Airport, the pilot of KNX1701 (FA20) declared an emergency because of loss of an engine. The aircraft was given priority and vectored for final. AES was advised. The aircraft touched down at CYUL without incident at 0247Z. UPDATE: The TSB investigation revealed that poor management of the fuel balancing system caused engine 1 to stop for lack of fuel. The crew therefore declared an emergency and were assigned priority. The crew were able to restart the engine as the aircraft was in final for the runway. The landing proceeded without incident. À 0242Z, alors qu'il était sur l'approche à 5nm au nord-est de l'aéroport de Dorval, le pilote de KNX1701 (FA20) a déclaré une urgence, suite à la perte d'un moteur. Une priorité lui a été donnée et l'appareil fut guidé pour la finale. Les services d'urgence aéroportaires (SUA) ont été avisés. L'aéronef s'est posé à CYUL sans encombre à 0247Z. MISE À JOUR: L'enquête du BST a révélé qu'une mauvaise gestion du système de balancement du carburant a entraîné l'arrêt du moteur #1, dû à un manque d'alimentation de carburant. L'équipage a alors déclaré une urgence et une priorité leur a été accordée. L'équipage a été en mesure de repartir le moteur, alors que l'avion était en finale pour la piste. L'atterrissage s'est déroulé sans problème.

January 6, 1999

Incident at MONTRÉAL INTL (MIRABEL) QC (CYMX)

On landing, RLT301 (FA20), from Memphis, Tenn., USA, received an indication that the landing gear was not down. The aircraft landed at Mirabel (CYMX) without further difficulty. No effect on operations. Lors de l'atterrissage, RLT301 (FA20), en provenance de Memphis, Tenn. (USA), a reçu une indication que le train d'atterrissage n'était pas sorti. L'appareil s'est posé à Mirabel (CYMX) sans autres difficultés. Aucun impact sur l'exploitation.

December 15, 1999

Incident at Charlottetown PEI

CGKHA FA20 advised Charlottetown FSS that they had an indication of Smoke in the Cockpit and diverting to Charlottetown. ERS placed on stand by. Flight landed 2231z without incident. ERS noticed strong odour of smoke and a light wisp of smoke was visible when the door was opened. No further action was required by ERS. Aircraft remains on ground at Charlottetown. TSB Case Closed with more to follow. Update: Crew donned Oxygen Masks and requested vectors to Charlottetown. Aircraft landed Safety 1834z. Pilot stated they detected an odd smell initially which was followed by smoke. While carrying out the associated emeregency procedures the smoke density increased and did not dissipate until they landed. Company has dispatched maintenance to Charlottetown more info to follow. TSB file # A99A0166

December 14, 1999

Incident at St. John's NF

KNX8073 FA20 DEPARTING ST. JOHN'S FOR MONCTON ADVISED OF PRESSURIZATION PROBLEMS AND REQUESTED TO RETURN TO ST. JOHN'S. NO EMERGENCY.AIRCRAFT LANDED RNWY 34 SAFELY AT 2137Z. NOTE THIS AIRCRAFT EXPERIENCED SAME PROBLEM ON 2 OTHER OCCASIONS. TSB CASE CLOSED WITH MORE TO FOLLOW. Update: This aircraft was involved in 3 events relating to pressurization problems. One event was believed to be caused by a stuck Ground/Flight Switch.The other events were traced to a stuck Rotary Actuator in the Air supply system. The aircraft was returned to service under the provisions of the Minimum Equipment list until part availability. December 13/99 The aircraft departed St. John's and experienced another Pressurization problem. Maintenance discovered that the replacement Rotary Actuator installed earlier that day was positioned incorrectly. The valve was repositioned and the aircraft returned to service. TSB file #A99A0164.

December 13, 1999

Incident at St. John's NF

KNX7073 FA20 departing Runway 11 advised of Pressurization problems and requested return to St. John's. No Emergency or Assistance required. Flight landed safely 2138z. Note second occurence past 3 days. TSB Case closed.

December 10, 1999

Incident at Moncton NB

KNX8073 FA20 shortly after departing Moncton, aircraft requested to return due to pressurization problems. Landed at 1252. Nil TSB

September 25, 1999

Incident at Near Moncton NB

KNX7052 FA20 departing Moncton reported a Pressurization problem. Returned and landed Moncton without further incident. Nil TSB

March 19, 1999

Incident at St. John's NF (ATS operating irregularity)

KNX7073 FA20 departing St. John's was issued a take-off clearance Runway 29 and the pilot advised that they would be ready to depart in 1 minute. A maintenance vehicle, Staff 25, had been cleared on to the runway by the Ground Controller but the Air Controller was not aware of the vehicle. Tower had the vehicle clear the Runway and the flight departed without further incident. Nav Canada investigating. TSB Case closed.

March 2, 1999

Incident at St. John's NF

KNX8073 FA20 anding St. John's experienced a loss of both radios. Aircraft squawked lost communications and established contact with ATC via cell phone. Received descent clearance. Nil impact on other traffic. Landed 1414z. Nil TSB

January 7, 1999

Incident at Moncton NB

KNX70703 FA20 landing Moncton reported an Unsafe Landing Gear indication. After a missed approach and 2 fly-by's of the Control Tower, the pilot advised that he did not believe that the right main gear was locked but that he would be landing. Aircraft landed safely 0005z with ERS standing by. The orignal report further stated that this was the second known occurrence of a landing gear problem for this aircraft in the past four days but we are not able to verify. TSB evaluating.

November 7, 1998

Incident at 100nm N de Dorval (CYUL)

While cruising on an IFR flight from Goose Bay (CYYR) to Detroit Willow Run (KYIP), the pilot of N295TW, an FA20, requested Montreal ACC to be re-routed to Dorval (CYUL) when he was 100 NM north of CYUL, because of the fuel limit. No priority was requested. No impact on operations. The aircraft touched down on runway 24L at CYUL at 2231Z. Alors qu'il était en croisière sur un vol IFR de Goose Bay (CYYR) vers Detroit Willow Run (KYIP), le pilote de N295TW, un FA20, a demandé au Centre de contr,le de Montréal (CCR), un réacheminement sur Dorval (CYUL), alors qu'il était à 100nm au nord de CYUL, à cause de limite de carburant. Aucune priorité n'a été demandée. Aucun impact sur l'exploitation. L'aéronef s'est posé sur la piste 24L à CYUL à 2231Z.

December 9, 1997

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

KNX9901 FA20 Knighthawk Air Express Limited C-GCOH was flying circuits on runway 14 when the pilot was told to land on runway 14, holding short of runway 25. The pilot overshot and continued straight ahead without turning. The aircraft passed underneath KNX9901 (which was departing runway 25) by approximately 300-500 feet. Ops. impact -- unknown. NAV CANADA preliminary investigation still in progress. Audio tapes will be removed on Wednesday after technicians report for duty. OPI: PAS PAR