July 23, 1997

Incident at environs de Massena (ATS operating irregularity)

Other aircraft: CDR1950 Fokker Fellowship FK28 Canadian Regional Airlines, IFR from Toronto to Dorval CDR1950 was authorized to descend to 17000 feet. The pilot readback 16000 feet without the controller detecting the error. In descent for 16000 feet, CDR1950 entered into conflict with GBVB who was in the opposite direction at 16000 feet. The controller radar guided CDR1950 and the 2 aircraft crossed with 2.5 miles lateral separation where 3 miles is required. BPR: NAP

July 22, 1997

Incident at 10 MI. OUEST VOR Massena

Other aircraft: CDR1972 Fokker Fellowship FK28 Canadian Regional Airlines, IFR from Dorval to Toronto ACA422 departed Toronto and was in descent for Dorval but remained above CDR1972, who was at FL260. Traffic information was exchanged between the 2 aircraft who had the other in sight. ACA422 reported having to react to a TCAS RA. For 12 seconds, the altitude reading of CDR1972 was disjointed causing a false TCAS for ACA422. Radar data shows that the minimum separation existed throughout the occurrence. Weather - clear sky. BPR: RAB

July 25, 1997

Incident at Vancouver, B.C.

The Crew of the FK28 reported possible smell of smoke in cabin. Aircraft landed safely in Vancouver with CFR on standby. No fire found - no operational impact.

January 15, 1997

Incident at Kelowna (Aerodrome - power failure)

There was a scheduled power shutdown at 1600 in order to test the Emergency Power Unit. At 1970 the diesel generator failed. All power was off for approximately one minute until the transfer back to normal power was made. CDR127 FK28, had just departed runway 33 and was entering cloud as they climbed northbound on the localizer. All lights frequencies, and the localizer failed.

September 15, 1997

Incident at HAMILTON ON (CYHM)

The pilot reported a bird strike on departure from runway 30R. Field maintenance recovered a Sandpiper.

May 30, 1997

Incident at Thunder Bay, Ontario

CDR1338 F28 MK1000 Canadian Regional Airlines Canadian Regional 1338 was on approach to runway 25 at Thunder Bay when the flight crew received a TCAS indication. The activation was due to a VFR C-172 that apparently had flown under the FK28 (CDN1338) and caused the activation. The Tower Controller had advised the FK28 crew that the Cessna was clear of their aircraft but the pilot of CDN1338 elected to pull up and go around so that the Tower could have the Cessna land. According to the Tower, the pilot of the Cessna was not complying with directions being issued by Thunder Bay Tower. The pilot of the Cessna may have been inexperienced or unfamiliar with the Thunder Bay airspace. The Tower advised that there was no danger of collision but an Aircraft Occurance Report has been filed due to the TCAS activation and the fact that the local media were making inquiries.

May 26, 1997

Incident at OTTAWA / MACDONALD-CARTIER INTL ON (CYOW) (Other operational incident, Conflict - potential, Conflict - loss of separation, Communication navigation surveillance/air traffic system, ATM - other)

Canadian Regional 1920 (FK28) was at 3,600 feet, 12 miles inbound (ASHTN intersection) for runway 07. Transport 858 was flying a flight management system approach to runway 07 and turned from downwind to right base, at the same altitude resulting in a loss of separation. Supplemental information from T.S.B. Initial Notification (#A97O0084): CDR1920, a Fokker F28, was conducting a straight-in ILS 07 approach at Ottawa (M-CIA), ON. TGO858, a Cessna 500 Citation, was conducting a flight management system (FMS) River 2 Arrival Procedure or the straight-in ILS 07 approach at Ottawa (M-CIA). The aircraft were operating in visual meteorological conditions (VMC) and the Ottawa Arrival Controller pointed out the Fokker F28 traffic to TGO858. The with traffic in sight, the Arrival Controller cancelled the FMS River 2 Arrival Procedure and cleared TGO858 for the straight-in ILS 07 approach. TGO858 proceeded to turn the base leg to the final approach fix (FAF) with CDR1920 ahead and on the final approach leg. Spacing was reduced to 2.5 nautical miles (NM) lateral and 500 feet vertical in an area where 3NM lateral or 1,000 feet vertical is required. NAV CANADA is not conducting a fact-finding board. S.O.B.: TGO858 -- two (2) (both crew); and CDR1920 -- 47 -- four (4) crew; 43 passengers.

February 8, 1997

Incident at Calgary, Alberta

The pilot of CDR1308, a FK28, departed Calgary and received an unsafe gear indication. The aircraft returned to Calgary and landed on runway 34 with no further incidents. CFR was on standby. There was 1280 lbs of fuel and 35 SOB. UPDATE: On initial climb, after undercarriage retraction, the landing gear doors of the F-28 indicated an unlocked condition. The flight returned to Calgary and landed without further incident. ERS was on standby. There were 4 crew and 31 passengers on board.

April 14, 1996

Incident at QUÉBEC / JEAN LESAGE INTL QC (CYQB) (Conflict - loss of separation, ATS operating irregularity)

The FK28 was established on approach to runway 06. The BE10 was on a heading of 330 at 5NM south of the airport for a complete approach to runway 06. To maintain separation, the controller asked the BE10 to do a left banking turn of 360. The turn was too tight and approached the FK28. Necessary separation was not maintained.

April 9, 1996

Incident at Kuujjuarapik (Incursion - runway - pedestrian)

The IFR aircraft from La Grande Riviere overshot after being advised of children close to the runway. The runway was inspected by the APM. No children were found, the FK28 landed without problem at 1522Z.

November 22, 1996

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

CDN582 B737 and CDR1109 FK28 were both on radar vectors and came within a distance of less than 3 miles and 1000 feet of each other. The pilot of CDN582 had reported seeing CDR1109 when the aircraft were further apart, but then reproted a TCAS RA on the same aircraft.

November 19, 1996

Incident at Vancouver

CDR1276 FK28 departed Vancouver enroute Kelowna. Shortly after departure, the pilot reported a pressurization problem and requested a return to Vancouver. The aircraft landed without incident. This is the second similar occurrence for this aircraft on this date.

Incident at Vancouver

CDN1276 FK28 departed Vancouver enroute to Kelowna. Shortly after departure the pilot reported a pressurization problem and requested a return to Vancouver. The aircraft landed without incident.

August 18, 1996

Incident at Vancouver

While landing at Vancouver, CDR1111 FK28, reported multiple bird strikes. (cockpit strike and possible injestion). No remains found on runway.

June 6, 1996

Incident at TORONTO / LESTER B. PEARSON INTL ON (CYYZ) (ATS operating irregularity)

CDR1938 departed runway 06L enroute V98 on a heading of 360, cleared to 4000' ASL. CDR1999 departed runway 06L and was instructed to turn left, heading 290 to intercept V36. The departure controller thought CDR1999 was a DH8 and not a FK28. Aircraft conflicted 8-10 northeast of the airport. Ops. Impact -- none.

December 1, 1996

Incident at Langruth, Manitoba (TCAS alert)

Canadian Regional 1303, a FK28, was climbing on departure from Winnipeg for Saskatoon. Canadian 792, a B737, was on descent into Winnipeg. At Langruth they commenced a turn to the southeast towards the Canadian Regional's outbound track. The ATS controller had just scaled down his display to 100 NM from 150 NM, noticed the course deviation and instructed Canadian 792 to turn left (easterly) 25 degrees. The aircraft's minimum separation was 2, 350 feet vertically and 2.86 NM laterally.

November 17, 1996

Incident at The Pas, Manitoba

Canadian 1322, a FK28, was enroute Winnipeg to The Pas, when a missed approach was conducted due to a landing gear problem. The crew elected to divert to Saskatoon where the company has a maintenance facility. At 0228Z, 100 miles northeast of Saskatoon, the crew advised ACC that they were declaring an emergency and requested that ERS be called out. Indication in the cockpit was that the nose gear was down but not locked. Upon reaching Saskatoon, the crew elected to hold for a few minutes to burn off more fuel before they commenced an approach on runway 09. The aircraft landed safely at 0310Z. There were besides 30 passengers, 4 crew on board and approximately 1800 lbs of fuel. The nose gear malfunction was attributed to snow and slush which in all likelihood was picked up when the aircraft departed Winnipeg.

September 26, 1996

Incident at Thunder Bay, Ontario (ATS operating irregularity)

An operating irregularity occurred between CDR1331, a FK28, IFR Winnipeg to Thunder Bay and BLS362, a SW4, IFR Sioux Lookout to Thunder Bay. Both aircraft were being radar vectored for straight in ILS approaches for runway 07 circling for runway 12. It was initially planned that BLS362 would be first so he was given descent to 5000' and CDR1331 would follow him and was given descent to 6000'. Both aircraft were on parallel left base legs with BLS362 inside of CDR1331. Approximately 20 miles west of the airport, the plan changed due to the faster speed of CDR1331. CDR1331 was given clearance to 4000' and a turn to intercept the localiser with the instruction to expedite his descent. BLS362 was given a 30 degree turn to the right for spacing. Vertical separation of 1000' was expected prior to encroachment of the 3 miles of radar separation that was required. When it became apparent that the required 1000' vertical separation would not be achieved in time BLS362 was turned a further 15 degrees and CDR1331 was turned 10 degrees to maintain radar separation. The aircraft passed with 800' of vertical separation and 2.13 of radar separation. Controller qualification training was in progress at the time of the operating irregularity.

September 14, 1996

Incident at Thunder Bay, Ontario

The crew of CDR1991, an FK28, reported an unsafe gear indication on approach to runway 25. The aircraft overshot runway 25 then came around and landed safely at 1406Z.

August 23, 1996

Incident at Regina, Saskatchewan

The pilot of C-GXVN, a PA24, reported smoke in the cockpit shortly after takeoff, declared an emergency landing on runway 26. The crash alarm sounded. The aircraft landed safely. An arriving FK28 was delayed in circuit approximately 5 minutes. The muffler was cracked and overheated firewall, starting a fire. When power was reduced, flames were extinguished and smoke dispersed. UPDATE: Maintenance inspection identified a failure of the exhaust system forward of the muffler. Exhaust flames apparently entered the engine compartment through a hole in the exhaust and melted several components causing the smoke. The aircraft had recently been purchased and had been through a safety inspection which apparently did not identify any weaknesses in the exhaust system.

August 4, 1996

Incident at Winnipeg, Manitoba

The pilot of CDR1302, a FK28, was IFR Winnipeg to Regina. The pilot returned to Winnipeg from the vicinity of Brandon due to an overheating battery. The flight advised he was carrying dangerous goods. There were 26 SOB and 26, 000 lbs of fuel. CFR were on standby. The flight landed safely at 1645Z. Once on the ground the battery was replaced and the aircraft returned to service.

July 19, 1996

Incident at Regina, Saskatchewan (Wire strike)

The crew of CDR1320, FK28, advised Regina Tower that they had seen the carcass of a dead turtle while landing on runway 13 at Regina. Maintenance removed the carcass. NWA1514, a DC9 was delayed 3 minutes due to the clean up.

June 29, 1996


Take-off was aborted due to one engine not developing adequate thrust.

June 2, 1996

Incident at Thunder Bay, Ontario

The pilot of Canadian Regional CDR1994 aborted take off runway 25 due to high engine temperature.

May 30, 1996

Incident at Saskatoon, Saskatchewan

The pilot of CDR1311, a FK28, was on approach to runway 27 when a gear problem was reported. The pilot did a short orbit to check, got a green light and landed safely.

September 23, 1995

Incident at 40 miles west of Quebec VOR

HS125 was IFR from Kingston to Quebec and in descent to FL230. FK28 was IFR from Quebec to Toronto and climbing to FL220 when he received a TCAS alert. FK28 slowed and stopped his climb at FL215. The minimun separation was maintained at all times.

December 16, 1995

Incident at Thunder Bay, Ontario

The aircraft departed Thunder Bay enroute Sault Ste. Marie and Toronto on a regular scheduled service. There were besides 64 passengers a crew of 4 on board the Fokker FK28. The crew advised Thunder Bay ATC that they had a baggage door warning light on which necessitated their immediate return to Thunder Bay. The crew carried out a normal landing without further incident. Maintenance determined that there was an alignment problem. They also replaced a switch. The aircraft was released to service.

July 19, 1995


CDR2587, a Fokker FK28 (Canadian Regional) reported hydraulic stabilizer trim problems. Aircraft landed Rwy 09 safely at 1255Z.

July 4, 1995


CDR2592 an FK28 declared an emergency shortly after takeoff due to a fuel imbalance. The aircraft returned for a safe landing on Rwy 36 at 1655Z.

July 2, 1995


Upon landing on Rwy 13, CDR1319, Fokker FK28, showed faulty gear indication. Aircraft elected to overshoot and CFR was put on standby at 2050Z. CDR1319 landed safely on Rwy 13 at 2108Z. Aircraft was leaking hydraulic fuel and appeared to have gear door damage.

December 14, 1994

Incident at YELLOWKNIFE, N.W.T. (ATS operating irregularity)


June 4, 1993

Incident at FT SMITH