June 2, 2018

Incident at 5407N / 11343W

An American corporately registered Beech 65-A90-1 (N99G) on a flight departing Westlock, AB (CES4) and landing at Westlock, AB (CES4) was cleared to FL160 for parajump activity. N99G was subsequently observed at FL168. No impact on operations.

March 16, 2018

Incident at 5620N / 05410W

A Kenn Borek Air Douglas DC3C (C-FBKB) on a flight from Goose Bay, NL (CYYR) to Reykjavik, Iceland (BIKF) was observed on radar at FL160 instead of FL150 as cleared and reported. Aircrew incorrectly set altimeter to 2893 instead of 2992 as oceanic procedures dictated. No traffic.

March 16, 2017

Incident at 40NM N ÎLES-DE-LA-MADELEINE QC (CYGR) (Communication navigation surveillance/air traffic system)

The controller cleared a Government of Quebec de Havilland DHC-8-315 (C-GURM/QUE40) from Îles-de-la-Madeleine, QC (CYGR) to Havre St-Pierre, QC (CYGV) to FL160. The estimated altitude was passed via the Canadian Automated Air Traffic System (CAATS) at FL180 and not updated by controller prior to radar termination and transfer to the Montreal area control centre (CZUL). No impact to operation.

March 18, 2016

Incident at In the vicinity of: EDMONTON INTL AB (CYEG)

A privately registered Cessna 421C from Cooking Lake, AB (CEZ3) to Kelowna, BC (CYLW) was cleared to climb to FL160. The aircraft descended on its own due to a failure on board. No emergency declared. The aircraft climbed again an continued on course. No impact to the operation.

March 4, 2015

Incident at 10 NM W WILLIAMS LAKE BC (CYWL)

An Air China Boeing 777 300 (B2038 / CCA996) from Houston, TX (KIAH) to Beijing, China (ZBAA) diverted to Vancouver, BC (CYVR) due to volcanic ash reports along the route of flight. Aircraft received clearance to descend from FL300 to FL160 and commence fuel dumping on a track southwest-bound from Williams Lake, BC (CYWL). Aircraft landed at CYVR at 1152Z. No operational impact.

June 10, 2015

Incident at 6100N 08100W / 200 miles SSE Coral Harbour, NU

A Nolinor Aviation Boeing 737 200 (NRL797) from Mary River, NU (CMR2) to Kitchener/ Waterloo, ON (CYKF) operating on an IFR flight contacted Edmonton Area Control Centre (ACC) level at FL220 and requested IFR clearance. Flight was presently in controlled airspace inside of Winnipeg ACC area of responsibility. Winnipeg ACC coordinated an IFR clearance for NRL797 via Montreal ACC and Quebec radio. On initial radio contact with Winnipeg ACC, NRL797 requested to divert to La Grande Riviere, QC (CYGL) due to fuel considerations and was subsequently cleared to CYGL. No other flights in the vicinity. No impact to operations.
UPDATE: TSB Report#A15C0073: A Boeing 737-200, C-GNRD, operated by Nolinor Aviation as flight NRL797, departed from Mary River, Nunavut (CMR2), under IFR in uncontrolled airspace with a planned cruise altitude of FL340 to Kitchener, Ontario (CYKF). The Nolinor dispatcher responsible for NRL797 was experiencing high workload and had forgotten to file the IFR flight plan with ATC. While climbing through FL160, NRL797 contacted Edmonton ACC to request IFR clearance. However, the ACC was experiencing problems with CAATS and was in the midst of preparing to shift to backup systems in anticipation of a CAATS failure. Because of the imminent system failure and the absence of a filed flight plan, the controller could not issue an IFR clearance to NRL797 to climb into controlled airspace, and NRL797 remained at FL220, initially below controlled airspace. Subsequently, the flight crew communicated with a number of ATS facilities to obtain a clearance but no clearance was issued. The flight entered the southern domestic controlled airspace at FL220 without an IFR clearance, and the crew advised ATC they could not descend below controlled airspace because of fuel considerations. When NRL797 was at 5856N 081W, Quebec Radio relayed an IFR clearance to CYKF at FL220. The extended cruise at low altitude resulted in greater fuel consumption than planned, and, at 5530N 081W, the flight made an en route diversion to La Grande Rivière, Quebec (CYGL).

September 8, 2015

Incident at 4730N04620W

At 1510Z and approximate position 4730N04620W, a United States Air Force Lockheed C-130 (RCH106) from St John's, NL (CYYT) to Lajes Air Base, Portugal (LPLA) requested descent to FL160 and a return to CYYT. The flight was recleared and at 1529Z declared an emergency and requested further descent to FL100 due a pressurization problem. Flight was given further reclearance. Landed 1635Z. No traffic.

October 5, 2013

Incident at Bangor International Airport

A United States Air Force Lockheed C-5 Galaxy (RCH332) from Rota, Spain (LERT) to Doverm De (KDOV); at 0740Z and 55 miles east of PEPRA intersection, RCH332 declared an emergency due to a pressurization problem. The aircraft descended to FL160 and requested clearance to Bangor, ME (KBGR). RCH332 was recleared as requested. No traffic. The aircraft exited Gander FIR at 0751Z.

October 30, 2012

Incident at approximately 47NM south of Ottawa (M-CIA) (CYOW) (Weather - clear air turbulence (CAT)/turbulence, Conflict - loss of separation, Communication navigation surveillance/air traffic system, ATS operating irregularity)

The Sky Regional Airlines Inc. de Havilland DHC-8-402 aircraft (operating as Air Canada Express flight SKV7521) was on a scheduled IFR flight from Montréal (PETIA) (CYUL) to Toronto (BB/TCA) (CYTZ). The Porter Airlines Inc. de Havilland DHC-8-402 aircraft (operating as flight POE423) was on a scheduled IFR flight from Toronto (BB/TCA) (CYTZ) to Montréal (PETIA) (CYUL). NAV CANADA staff at Montréal ACC reported that an operating irregularity (O.I.) occurred when the spacing between SKV7521 and POE423 was reduced to 4.7NM lateral separation and 700 feet vertical separation after the request by the SKV7521 flight crew (who were flying their aircraft at FL200) to descend to 16,000 feet due to turbulence. Ops. impact -- unknown. __________ Une irrégularité d'exploitation s'est produite lorsque l'espacement entre SKV7521 et POE423 a été réduit à 4.7NM/700 pieds suite à la demande de SKV7521 qui était à FL200 de descendre à 16000 pieds dû à la turbulence.
UPDATE Supplemental information received from T.S.B. Daily Notification [#A12O0186]: The Sky Regional DHC-8-400 aircraft (SKV7521) was at FL200 when it encountered turbulence. The aircraft flight crew requested a descent to FL160 and was cleared by ATC to descend, but this resulted in a loss of separation with Porter Airlines (POE423). Separation was reduced to 4.7NM lateral separation and 700 feet vertical separation instead of the required 5NM and 1,000 feet.

April 6, 2011

Incident at Entre VOR Massena (MSS) et intersection FRANX (ELT)

An emergency locator transmitter (ELT) signal was captured by an aircraft flying from FL240 to FL160, between 10 NM west of the Massena very high-frequency omnidirectional range (VOR) and 10 NM west of the FRANX intersection, between 1705Z and 1709Z. The source of the signal was not localized.

October 21, 2010

Incident at SUDBURY ON (CYSB)

UPDATE Supplemental information received from TSB Daily Notification [A10O0229]: The Thunder Airlines Beechcraft A100 aircraft (C-GYQK) was en-route to Thunder Bay at FL160 when the crew received a master caution light and a wing locker pod warning light. The first officer went to the back of the cabin to check and witnessed the wing locker door open in flight. The movement of the locker door caused airframe vibrations and the airspeed was reduced from cruise. The aircraft was diverted to Sudbury and the crew requested assistance from ATC to provide an inbound route over unpopulated areas in case the door broke away. Approximately 32 nautical miles from Sudbury, the door separated from the airframe which eliminated the previously experienced airframe vibration. An emergency was declared and the aircraft landed uneventfully with ARFF standing by. When the door separated it struck the horizontal stabilizer resulting in damage to the stabilizer leading edge. The operator sent maintenance personnel to Sudbury to repair the aircraft before returning it to service. C-GYQK was the only aircraft in the fleet with this type of wing locker door. The door latch is on the side and the door opens into the slipstream. On other operator aircraft the door is latched at the rear and opens forward. The operator is planning to remove the wing locker from this aircraft to prevent further events, and will notify TSB when a cause is determined for the door latch failure.
The Thunder Airlines Limited Beech 100 aircraft (C-GYQK, operating as THU103) was commencing an IFR flight from Muskoka Airport (CYQA) to Thunder Bay International Airport (CYQT). The flight crew declared an emergency southwest of Sudbury Regional Airport (CYSB) when the baggage compartment door on the left engine side opened and separated from the aircraft, striking the tail and rudder areas. ARFF was requested on stand-by and the aircraft landed without incident on runway 30 at Sudbury Regional Airport (CYSB).

April 2, 2010

Incident at southwestern Ontario (ELT)

NAV CANADA staff at Toronto ACC received numerous ELT reports in vicinity of Wiarton and London from the flight crews of aircraft operating at FL250 and higher from 1225Z to 1440. Another ELT report was received from the flight crew of an aircraft 10NM west of London International Airport (CYXU) at FL160, who lost the ELT signal abruptly 30 seconds later at 1640Z. J.R.C.C. Trenton staff advised.

July 28, 2009

Incident at SUDBURY ON (CYSB)

The 160878 Canada Ltd. - Aviation Commercial Aviation Piper PA-31-T2 aircraft (C-GBFO, operating as flight CMS4) was on an IFR flight from Toronto (LBPIA) (CYYZ) to Cochrane Airport (CYCN). The pilot reported that they had to shutdown the right engine and diverted to CYSB. They aircraft landed safely with emergency vehicles on stand-by. AOR 109490-V1 Reported by Sudbury FSS. AOR 109499-V1 Reported by Toronto ACC: CMS4 reported a precautionary shutdown of one engine and requested a diversion to CYSB. Aircraft landed safely at 2228Z.
UPDATE from TSB Daily Notification Log 30-07-2009 Occurrence Summary A09O0155: The Aviation Commercial Aviation Piper PA 31T2 aircraft (C-GBFO) was enroute to Timmins at FL160 when the number 2 engine's propeller began to underspeed. The pilot was able to control engine power and upon advice from maintenance personnel on board the engine was shutdown. The aircraft diverted to nearby Sudbury airport. ARFF was requested and the aircraft landed uneventfully. Maintenance repaired cannon plug wiring to the propeller topping governor and after a ground run the aircraft was returned to service.

June 19, 2008

Incident at À 20NM au nord-est de Rimouski (CYXK)

MAX120, a Beech King Air operated by Max Aviation, was conducting an instrument flight rules (IFR) flight from Baie-Comeau (CYBC) to Montréal/Trudeau (CYUL). When it was 20 NM northeast of Rimouski (CYXK), the crew requested to change altitude from FL200 to FL160 due to a pressurization problem. The aircraft continued its route to Montréal/Trudeau. No emergency was declared. There was no impact on ATC operations. **** ** **** MAX120, un Beech King Air exploité par Max-Aviation, effectuait un vol selon les règles de vol aux instruments (IFR) depuis Baie-Comeau (CYBC) à destination de Montréal/Trudeau (CYUL). À 20 milles nautiques au nord-est de Rimouski (CYXK), l'équipage a demandé à changer d'altitude de vol d'un niveau de vol 200 à un niveau de vol 160 en raison d'un problème de pressurisation. L'appareil a poursuivi sa route pour Montréal/Trudeau. Aucune urgence n'a été déclarée. Aucun impact sur les opérations ATC.
Update #2: According to information obtained from the maintenance division, the real cause was found to be the leak in the air conditioning conduit, which allowed pressure to escape when the aircraft was at high altitude only.
Update #1: The person in charge of maintenance at the company stated that after the problem occurred, when the aircraft returned to its home base, a flow pack on the right side was changed. After this change was made, the pressurization system operated normally and the aircraft was put back in service. A few days later, the flow pack on the left side was also changed, which solved the problem.

June 4, 2008

Incident at Lac Ste-Véronique

An emergency locator transmitter (ELT) signal was heard loud and clear by NLR541, an aircraft operated by Nolinor, in the Mont-Tremblant (CYFJ) sector. The signal was lost when NLR541 was 20 NM north of Mirabel (CYMX) in descent from FL210 to FL160. *** **
Update #1: The aircraft?s registration was added. The event name ?missing aircraft? was added. According to the report from the Trenton rescue coordination centre (TR RCC), a Cessna 185, whose emergency locator transmitter (ELT) was working intermittently and had landed on Lac Ste-Véronique. **** ** **** Mise à jour #1: L'immatriculation a été ajoutée. La catégorie "Aéronef manquant" a été ajoutée. Selon le rapport du centre de recherche et sauvetage de Trenton (RCC TR), Un Cessna 185, dont la radiobalise d'urgence (ELT) fonctionnait par intermittence et qui était amerri sur le Lac Ste-Véronique.

December 12, 2008

Incident at CRANBROOK / CANADIAN ROCKIES INTL BC (CYXC)

Central Mountain Air flight GLR7253 Beech B190, IFR Calgary to Cranbrook at 0047Z FL160 advised KA/CG Sector they would be planning a visual approach for Cranbrook. At 0049Z ATC observed aircraft descending below FL160 without further clearance. Aircraft was then cleared to FL130. No operational impact.
UPDATE from Commercial & Business Aviation: The crew involved filed a report through the Company Safety Management System (SMS) detailing the incident. While there was a departure from Standard Operating Procedures (SOP) in this situation, it was determined that the crew selected the next anticipated altitude in the altitude alert system before receiving a clearance to leave their last assigned altitude. Although there are other aspects of the SOP that should have prevented the occurrence, this procedure is not specifically forbidden by the SOP, and this has been identified as a deficiency. A bulletin correcting this deficiency is being prepared. Additionally, a memo to the pilot group re-iterating that a new or anticipated altitude is not to be entered into the altitude alert system until a clearance is received (if required) has been issued to the pilot group.

September 18, 2008

Incident at vicinity of ETCHL intersection (TCAS alert, Other operational incident, Controlled airspace - unauthorized entry, Conflict - potential)

UPDATE From TSB Daily Notification Log 30-09-2008 Occurrence Summary A08O0267: The Diamond Aircraft Industries D-JET, operating as DIM02, had departed London for a practice area to the north. DIM02 received and read back a clearance to 14,000ft. The WestJet B737, operating as WJA484, was inbound to Kitchener/Waterloo from Calgary. WJA484 received and read back a clearance to 15,000ft. Traffic information was exchanged and acknowledged by both aircraft as their tracks would cross. The controller observed DIM02 passing through 14,000ft and immediately instructed DIM02 to maintain 14,000ft. DIM02 reached 14,400ft, before descending. The crew of WJA484 received a TCAS TA followed by a "climb" RA. At or around this point separation was 600ft vertically, and 3.6nm laterally. The standard separation in this enroute area is 1000ft or 5nm. WJA484 followed the RA command, climbed to 16,000ft, and informed ATC of their actions. Once level at 16,000ft the crew of WJA484 received a clear of conflict message, and ATC subsequently cleared them to a lower altitude. Both flights proceeded without further incident.
The Diamond Aircraft Industries Diamond Aircraft Inc. D-Jet aircraft (operating as DIM02) was on a local IFR flight from London International Airport (CYXU) to their north test area. The Westjet Airlines Limited Boeing 737-700 series aircraft (operating as flight WJA484) was on descent after a scheduled IFR flight from Calgary International Airport (CYYC) to Kitchener/Waterloo Regional Airport (CYKF). WJA484 was on the descent into Kitchener/Waterloo Regional Airport and was cleared to and read back FL150. DIM02 was en-route from London International Airport to their north practice area and had been cleared to (and readback) FL140. Traffic information was exchanged and acknowledged by both aircraft flight crews as their tracks would cross. The controller observed DIM02 passing through FL140 and immediately instructed DIM02 to maintain FL140. The WJA484 flight crew reported receiving a TCAS RA and conducted a climb to FL160. Ops. impact -- unknown.

June 17, 2004

Incident at 40NM south of North Bay

Supplemental information from T.S.B. Initial Notification (#A04O0161): Air Georgian flight 7366, a Beech 1900D aircraft, registration C-GAAT, departed North Bay on a flight to Toronto (LBPIA). Climbing through 16,000 feet, 30 miles south of North Bay, the flight crew smelled smoke in the cockpit. They declared an emergency and returned to North Bay. Passengers were evacuated through the main entrance after the aircraft was clear of the runway. Maintenance found that the flight data recorder had failed internally and produced smoke near the air source for cockpit ventilation. The failure caused the circuit breaker on the AC bus to trip with the result that the smoke was short-lived. The operator has filed a SDR on the FDR.
The Air Georgian Limited Beech 1900D turbopropeller aircraft (C-GAAT, operating as GGN7366) was on a scheduled IFR flight from North Bay Airport (CYYB) to Toronto (LBPIA) (CYYZ). The aircraft was 40NM south at FL160 when the flight crew reported a smell of smoke in the cockpit. The aircraft returned to North Bay Airport and landed at 1759Z without further incident with ARFF standing by. Ops. impact -- unknown. Air Georgian staff advised the T.S.B. Duty Investigator that the source of the smoke was an AC bus.

August 2, 2003

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

A US Military C130 enroute from Prestwick to St. John's was routed 57N 035W 54N0 40W 51N 045W at Flight Level 230. At 1326Z the aircraft advised they were shutting down the #3 engine due to a possible oil leak. They then declared an emergency and was cleared to St. John's at FL160. CFR equipment was on standby and the Aircraft landed at 1612Z without further incident. TSB - NIL

January 22, 2001

Incident at over Lake Huron (Communication navigation surveillance/air traffic system, ATS operating irregularity)

PAT033 was on an IFR flight from Burlington International Airport, VT (U.S.A.) (KBTV) to (U.S.A.) (KCMY). The aircraft was cleared from FL220 to 16,000 feet in order to clear the base of an active Military Operation Area (MOA)airspace (Gauntlet, from FL160 to FL270). Pike East MOA was also active, below Gauntlet (from 6,000 feet to FL180). The aircraft penetrated the Pike East MOA by approximately two (2) miles while in a 180 degree turn to exit. The aircraft was then cleared to FL280 (in Toronto airspace) and proceeded above the Gauntlet airspace. Ops. impact -- unknown. The aircraft was operated by the Department of the Army, Priority Air Transport (Davison Aviation Command), Fort Belvoir, VA (U.S.A.).

February 14, 2001

Incident at GANDER INTL NL (CYQX)

HLA768 BELF reported cracked left windshield and made immediate descent (with clearance) from FL260 to FL160. Landed Gander without further incident at 2218Z. Nil TSB

November 3, 2000

Incident at near Ottawa (en-route to Toronto (City Centre) Airport)

Supplemental information from T.S.B. Initial Notification (#A00O0242): C-FGRP, a De Havilland DHC-8-102, was climbing out of Ottawa (M-CIA) en-route for Toronto (City Centre) Airport, when the flight crew observed the illumination of the number one ISO valve light, followed by the roll spoiler light. The number one hydraulic system pressure was normal; however, the quantity was only one quart. After discussing the problem with dispatch, it was decided to divert the flight to Toronto (LBPIA). The flight crew declared an emergency and conducted a flapless landing without normal brakes. ERS were on standby for the uneventful landing. The aircraft taxied slowly to the gate. Maintenance found a hydraulic line leak in the number one engine nacelle. The hydraulic line was replaced and the aircraft was returned to service.
The aircraft was on an IFR flight from Ottawa (M-CIA) (CYOW) to Toronto (City Centre) Airport (CYTZ). Shortly after departure from Ottawa, as the aircraft was at the top of the climb levelling off at FL160, the flight crew received an indication of a #1 hydraulic system fluid loss. After discussion with company maintenance, a decision was made to divert to Toronto (LBPIA) (CYYZ) due to the longer available runways for the required flapless landing. An emergency was declared and the aircraft landed uneventfully on runway 15L at 1303Z and taxied to the gate. During the post-landing inspection, Maintenance staff discovered a hydraulic line with a hole in it. Ops. impact -- unknown.

June 5, 2000

Incident at MOOSONEE ON (CYMO)

The aircraft was on a VFR flight from Kuujjuarapik Airport (CYGW) to Mossonee Airport (CYMO). The pilot obtained an IFR clearance into Moosonee Airprot to maintain FL160 while in controlled airspace. The aircraft was reported down at Moosonee Airport at 2251Z, however, the pilot failed to obtain a descent clearance to do so. No other traffic was in the vicinity at the time. O.P.I.: PAP

March 17, 2000

Incident at near Kitchener (ATM - other)

GGN930 (C-GBTL) PILATUS PC-12 NORTH AMERICAN CHARTERS (aircraft sub-leased from AIR GEORGIAN LTD.) IFR from Hamilton (Mount Hope) Airport to Thunder Bay Airport GGN930 was climbing out from Hamilton northwest-bound towards Wiarton (en-route to Thunder Bay) when it was stopped at FL160 for crossing track traffic (TSC650) off Toronto (LBPIA), westbound at FL170 climbing to FL310. As the traffic (TSC650) left FL170, GGN930 was assigned FL170. TSC650 was slow climbing and the separation reduced to 700 feet while both aircraft were still climbing. Air Georgian's Chief Pilot was contacted for information on GGN930. He advised that they have sub-leased the aircraft (and route) to North American Charters (based in Thunder Bay). He said that North American Charters has previously been instructed not to use an Air Georgian Ltd. call sign when they are operating the aircraft and expressed concern that this flight was identified with an Air Georgian Ltd. call sign/flight number. S.O.B.: - TSC650: 361 -- 14 crew; 347 passengers; and - GGN930: two (2) -- both crew. O.P.I.: PAS, PAX Supplemental information from T.S.B. Initial Notification (#A00O0062): The Pilatus PC12 aircraft (GGN930) departed Hamilton, ON and was destined to Thunder Bay, ON. The aircraft was initially cleared to maintain 16,000 feet as it proceeded to the northwest due to crossing Lockheed L1011 (TSC650) traffic at 17,000 feet. The Toronto ACC Controller cleared TSC650 to FL310 and after verifying that the L1011 aircraft had vacated 17,000 feet, then cleared GGN930 to climb to 17,000 feet. The Controller did not anticipate a slow climb rate for the L1011 nor did the Controller expect a fast climb rate from the Pilatus PC12. As a result, spacing was reduced to 700 feet vertical and three (3) nautical miles lateral in airspace that required 1,000 feet vertical or five (5) nautical miles spacing. The Pilatus PC12 pilot acquired the L1011 traffic visually before the Controller gave him a traffic point out. S.O.B.: - TSC650: 368 -- 14 crew; 354 passengers; and - GGN930: one (1) crew member.

December 13, 2000

Incident at FREDERICTON INTERNATIONAL AIRPORT

TSB Update February 8, 2001. A00A0190: CDR8600, an F28 was enroute from Toronto to Fredericton when the flight crew declared an emergency due to failure of the number 1 engine (Rolls-Royce Spey 555-15). The aircraft conducted a visual approach at Fredericton and landed at 1112 AST without further incident. Further investigation revealed that the captain had noticed an engine vibration in flight and reduced the number 1 engine power lever to flight idle. The captain then attempted to increase power which resulted in a high ITT indication. The crew carried out a precautionary shutdown and declared an emergency with ATC followed by an uneventful approach and landing. The engine turbine blades are attached by the ¿fir tree¿ method and are loose in their attachment slots until such time as the turbine wheel is rotated by gas flow. Maintenance found that one of the turbine blades had not aligned itself correctly which resulted in a harmonic vibration. This happens on occasion and it is usually only felt in the tail of the aircraft and is sometimes felt in the rudder pedals. When the crew reduced engine power because of the vibration, the engine bleed strap pressure regulator valve moved to the normal flight idle position; however, when power was subsequently reapplied a high ITT was experienced. Maintenance suspect that this valve remained stuck in the flight idle position, possibly due to ambient temperature conditions, which resulted in excess air being bled off. Maintenance personnel cleaned and lubricated the valve and after confirming proper functioning of the system, the aircraft was released for ferry to Toronto where the system was to be re-examined.
CDR8600 F28 IFR Toronto to Fredericton at 1452Z Declared Emergency due # 1 Engine Failure. Aircraft conducted visual approach to Fredericton. Landed safely at 1512Z. Fredericton FSS occurrence report: At 1452z Moncton Centre advised CDR8600 F28 inbound from Toronto with one engine out and had declared an emergency, ETA 5 to 10 minutes. Support position advised all agencies as per Emergency manual. At 1458z CDR8600 overhead at FL160 proceeding Eastbound to lose altitude. 41 PAX, 5200lbs FOB, Number one engine out. At 1502z Gagetown Military tower advised ref Emergency and the possibity aircraft may cut NE corner of the Military training Range. CDR8600 landed Runway33 at 1512z. Aircraft taxi´d to ramp under own power, emergency secured at 1517z. All advised and stood down as per Emergency manual. TSB case Closed with more information to follow.

August 2, 2000

Incident at Gander Oceanic (CYQX)

VVMF4 FL240 58/50(1013z) LOACH (1107z). At 1013Z flight advised shutting down #2 engine,requested and received clearance to FL160. No emergency declared.Aircraft proceeding to destination. Nil TSB.

February 22, 2000

Incident at Gander Oceanic

DELIS PA46 enroute from BGBW to Goose Bay FL160. At 1512Z approx. 17nm. east of Loach, the aircraft experienced a total engine failure. The pilot advised ATC he was preparing to ditch in the ocean. In descent through FL070, the engine restarted and the acft proceeded direct Goose Bay. Pilot attributed the failure to a block in the fuel line. Search and Rescue were notified and an aircraft was dispatched. DELIS landed safely at 1630Z TSB evaluating.

August 18, 1999

Incident at over Trenton

The aircraft was on a scheduled IFR flight from Ottawa (M-CIA) to Toronto (LBPIA). While overflying Trenton at FL160, the flight crew reported an electrical smell in the flight deck although no smoke was observed. The flight crew decided to divert to Trenton as a precaution. An emergency was not declared and the aircraft landed safely at 1137Z. Ops. impact -- unknown. 23 S.O.B. -- three (3) crew; 20 passengers. Supplemental information from T.S.B. Initial Notification (#A99O0204): While in cruise flight at 16,000 feet ASL in the Trenton area, the deHavilland DHC-8-102 aircraft flight crew detected an electrical burning odour in the aircraft cockpit. They donned their oxygen masks and diverted the flight to Trenton, where the aircraft landed without further incident. Maintenance were unable to find any malfunction of the aircraft electrical system and the aircraft was ferried to Toronto (City Centre) where it was again checked by maintenance. The only suspect electrical component found was the DC power monitor unit. It was replaced and the aircraft returned to service.

September 6, 1999

Incident at Gander Oceanic

N421MC C421 enroute Goose Bay to Narsarsuaq FL230 declared "PAN" and advised Gander that the Left Engine was on Fire. Aircraft descended to FL160 and proceeded direct to Narsarsuaq. At 1719z FL120 the fire appeared to be out and situation stabilized. N421MC landed Narsarsuaq 1852z. Nil TSB

January 3, 1999

Incident at Northwest of Saint John NB

ICN2205 ATR43 enroute Halifax to Montreal FL180. ICN2243 ATR43 enroute Saint John to Montreal FL160 requesting FL180. At time of occurrence, both aircraft were proceeding direct Millinocket (MLT) ICN2243 ahead of ICN2205 by aprx 7.5 miles, 20 knots faster was given clearance to climb with a speed requirement. ICN2243 then turned northerly towards Houlton then gradually turned back towards Millinocket When ICN2243 reported at FL180 the speed restriction was restated. At the time of handoff to Boston ATC, ICN2243 had continued the turn and was tracking westerly 255-270 degrees and the spacing between ICN2243 and ICN2205 was decreasing. The Controller issued a descent instruction to FL160 to ICN2243 three (3) times before the aircraft left FL180. A turn of 30 degrees right was issued to ICN2205. Aircraft were aprx 5 miles apart. TSB case closed. Update: The separation between the two aircraft deteriorated to 4.7 miles horizontal where 5 miles horizontal or 1000 feet vertical is required. Separation was restored when ICN2243 descended to 16,000 feet and ICN2205 was instructed to turn 30 degrees right. The operator will have further information for TSB.

September 10, 1998

Incident at West of Gander NF

S60203 G2 enroute Gander to Andrews AFB was cleared to Bangor with an unrestricted climb to FL280. ARN806 DH8 was enroute to St. John's at FL170. The Gander controller had returned from a shift break and was briefed on the sector traffic and crossing tracks, aware of the possible traffic conflict, the controller was attempting to resolve an altitude assignment for another sector when ARN806 requested a descent to FL150. The controller refocused on the proximity of ARN806 to S60203 who was climbing through FL160 and 8 miles east of ARN806. The controller instructed S60203 to level off at FL160. ARN806 received a TCAS TA showing the traffic at FL164. During the S60203 descent to FL160, radar separation continued to erode to 2.3 miles where 5 miles was required. Nav Can investigating. TSB case closed.

November 9, 1997

Incident at Near Wiarton VOR (ATS operating irregularity)

ONT285 DHC8 (DeHavilland Dash-8) AIR ONTARIO C-FFFG was climbing to FL180 ahead of ONT285. ONT285 was originally climbing to FL200. ONT285 requested and received FL160. ONT285 was levelling at FL160 when it caught up with C-FFFG climbing out of 16,000 feet. The spacing was reduced to two (2) NM and 100 feet before increasing. Ops. impact -- unknown.

October 24, 1993

Incident at HOUSTON VOR (ATS operating irregularity)

BE20 KINGAIR GLACIER GLR997 & BE20 GLR407 - GLR4-7 PROCEEDED FROM PRINCE GEORGE TO TERRACE AT FL160 PASSED GLR997 ENROUTE SMITHERS TO VANCOUVER CLIMBING TO FL170. LOSS OF SEPARATION OCCURRED NEAR HOUSTON VOR. THERE WAS A MIX UP BETWEEN ATC AND FSS. FSS CLEARED UP RESTRICTION. TIME = 0001Z. ACTION = ATE.

September 3, 1993

Incident at TORONTO

C425 CORSAIR N404EW & B747 ACA857 - C425 WAS ENROUTE TO MONTREAL VIA VICTOR 300 AT FL160. ACA WAS ON RADAR VECTORS DESCENDING TO TORONTO. A/C CONFLICTED AT FL160 COMING WITHIN 3 OR 4 MILES OF EACH OTHER IN AN AREA REQUIRING 5 MILES SEPARATION. SEPARATION BETWEEN 2 A/C WAS NOT ASSURED. TSB WAS ADVISED AND WILL NOT BE INVESTIGATING. OPS IMPACT - UNKNOWN. TIME = 1921Z. ACTION = PAX, PAE, TSB, IKO-PIA.