Despite being authorized and correctly reading back 4000 feet, a Partner Jet Inc. British Aerospace HS125 series (C-GOHJ) from Montreal/Pierre Elliott Trudeau Intl, QC (CYUL) to Montreal/Pierre Elliott Trudeau Intl, QC (CYUL) was observed in descent through 2800 feet before air traffic controller (ATC) intervention. No impact.

Although it received and read back the descent clearance to FL280, a British Aerospace HS125 (C-GOHJ), operated by Hawker Limited Partnership, flying from Port-Menier, QC (CYPN) to Montreal/Pierre Elliott Trudeau, QC (CYUL) continued its descent after FL280. Despite quick action by the Air Traffic Controller (ATC), the space between C-GOHJ and a U.S.-owned and -operated Beech B300 (N506KB), flying from Manassas, VA (KHEF) to Goose Bay, NL (CYYR) was reduced to 3 NM and 800 ft.
UPDATE TSB #A19Q0132: C-GOHJ, a British Aerospace HS125 operated by Hawker Limited Partnership was conducting a flight from Port-Menier (CYPN), QC, to Montreal/Pierre Elliott Trudeau Intl (CYUL), QC. At 40 NM southwest of Quebec City, QC, it was cleared for a descent to FL280 and read back the clearance correctly. C-GOHJ continued descending below FL280. As a result, separation between C-GOHJ and N506KB, a Raytheon B300 flying from Manassas Regional Airport/Harry P. Davis Field (KHEF) to Goose Bay (CYYR), Labrador, was reduced to 3 NM and 800 feet, though separation should have been 5 NM or 1,000 feet.

A Hawker Limited Partnership British Aerospace HS125 (series 700A) (C-GOHJ) from Montreal/Saint-Hubert, QC (CYHU) to Montreal/Pierre Elliott Trudeau, QC (CYUL) was instructed to contact the tower once it was short of Runway 24R, but the aircraft passed the stopline by at least 150 ft on Taxiway Juliet. Impact on operations: several aircraft were forced to extend their circuit.

Although it received and correctly read back the clearance to descend to 3 000 ft, an Aviation Starlink Inc. British Aerospace HS125 Series 700A (C-GOHJ) from Buffalo Intl Airport, NY (KBUF) to Montreal/Pierre Elliott Trudeau Intl, QC (CYUL) was seen in descent to 2 500 ft before being cleared again for 3 000 ft. No impact.

An Aviation Starlink British Aerospace HS125 series 700A (C-GOHJ) on a MEDEVAC flight from Montreal/Pierre Elliott Trudeau, QC (CYUL) to Quebec/Jean Lesage, QC (CYQB) requested priority to land on runway 06 while Runway 24 was in use. Impact: a Sunwing Airlines Boeing 737-8BK (C-FUAA/SWG37) from Varadero, Cuba (MUVR) to Quebec/Jean Lesage, QC (CYQB) was delayed by 5 minutes on arrival.

At 1718Z, an Aviation Starlink British Aerospace HS 125 Series 700A (C-GOHJ), from Montréal (CYUL), QC, to Duluth (KDLH), MN, reported mechanical difficulties and asked to continue heading west at 5 000 ft. At 1723Z, C-GOHJ asked to return to CYUL. C-GOHJ did not declare an emergency and landed without incident at 1739Z. No impact on operations.

Decair BAE-HS125 C-GLBJ was IFR from Val-d'Or (CYVO) to Montreal/Trudeau (CYUL). The crew took off from the Val-d'Or airport under VFR and were instructed to contact the Montreal area control centre (ACC) once established on radial 178 of the Val-d'Or VOR (YVO). When the pilot reported having reached this point, he was given clearance to fly IFR, but when the aircraft was radar identified, it was 15 NM north of the Val-d'Or VOR rather than established on radial 178 as instructed. No impact on ATC operations.

UPDATE A10W0040: Due to the reduced visibility in freezing fog (RVR2200 for runway 16), the Calgary Airport was operating under their reduced visibility operations plan (RVOP). Runway 16 was the only active runway and there were 12 aircraft lined up for departure from the threshold, 2 from taxiway 'C4' and 1 from taxiway 'U' at mid field. After a BAE HS125, CNK744, departed from the threshold, a de Havilland DHC-8-100, NCB801, was instructed to line up and wait at the threshold of 16. NCB801 was the aircraft at taxiway 'U'. The data on the EXCDS (electronic flight strip) for NCB801 indicated a departure from 'U'. The flight crew of NCB801 queried the controller about the instruction and the recent take-off clearance for CNK744 but did not identify that they were on 'U'. The tower controller confirmed the instruction and advised NCB801 to be ready for an immediate. As NCB801 was crossing the hold line at 'U', CNK744 was overhead climbing through 500 feet. NCB801 departed from 'U' a few moments later.
Wx 1/2 SM FZFG BKN002 OVC005. Rwy 16 is active and RVOP in effect. Tower controller departed CNK744 from the threshold, rwy 16. Tower then instructed NCB801 to "line up threshold 16." NCB801 was in fact sitting at Uniform taxiway awaiting departure and read back the line up instruction. The FDE on the EXCDS did indicate NCB801 departing rwy 16 from uniform (mid-field). NCB801 queried the Tower controller if he should proceed onto the runway after hearing the take-off clearance for CNK744. The Tower controller responded in the affirmative and informed NCB801 to be prepared for the immediate due to inbound traffic. The Tower controller then departed NCB801
UPDATE TSB Edmonton has classified their investigation as a Class 3 and a Minister's Observer has been appointed.

Update #1: The TSB occurrence number and class of investigation were added. According to TSB report #A08Q0061, a Pratt & Whitney Canada Dornier 328-Jet was conducting an instrument flight rules (IFR) flight from Montréal/St-Hubert (CYHU) to Toronto (CYYZ). The crew had received and confirmed authorization to climb to 2 000 ft, but climbed to 2 300 ft before descending to 2 000 ft. As a result, loss of separation occurred with an HS125 that was at 3 000 ft and at 2.3 NM. The required separation was 3 NM and 1 000 ft. *** ***
PWC8, a Pratt & Whitney Canada Dornier J328, was conducting an instrument flight rules (IFR) flight from St-Hubert (CYHU) to Toronto/Pearson (CYYZ). The crew had received and confirmed authorization to climb to 2 000 ft. However, the aircraft climbed to 2 300 ft before descending to 2000 ft. As a result, separation between PWC8 and an Acass Canada Hawker Siddeley HS-125 conducting a local flight in the Montréal/Trudeau (CYUL) area, was reduced to 700 ft and 2.3 NM; 1 000 ft and/or 3 NM are required. **** ** **** PWC8, un Dornier J328 exploité par Pratt & Whitney Canada, effectuait un vol selon les règles de vol aux instruments (IFR) depuis St-Hubert (CYHU) à destination de Toronto/Pearson (CYYZ). L'équipage, qui avait été autorisé et confirmé pour un niveau de vol à 2000 pieds, a effectué la montée jusqu'à 2300 pieds avant de redescendre à 2000 pieds. Pour cette raison, l'espacement entre PWC8 et un Hawker Siddeley HS-125 exploité par Acass Canada, qui effectuait un vol local dans la région de Montréal/Trudeau (CYUL), a été réduite à 700 pieds et 2.3 milles nautiques alors que 1000 pieds et/ou trois milles nautiques est prescrit.

N188KA, Hawker Siddely HS125, owned by CDJD Transport LLC, enroute from Fredericton (CYFC) to Charlo (CYCL) was given a departure clearance off Runway 15 which included the Jemseg One departure SID (climbing left turn to heading 059 degrees as soon as practical for vectors) with a revised altitude of 3,000 feet. The aircraft climbed runway heading and then turned right, proceeding approximately 2 miles into CYR724 before exiting the restricted area. Nil TSB.

UPDATE TSB: A06A0062: The HS125 aircraft, CS-DRO, was on a flight from Little Rock to St. John's and was cleared, by QX ACC, for a low approach runway 16, for a left hand approach runway 29 and was then handed off to St. John's tower. SPR910, a Cessna 550, was on an IFR medivac flight from Waterville to St. John's, and was on a left downwind leg for runway 29 at 2200 feet agl and was being controlled by QX ACC. CS-DRO had requested an NDB runway 29, with confirmation to remain under visual flight rules. After CS-DRO gained VFR at 400 feet agl on the approach to runway 16, the aircraft re-entered cloud and continued southbound climbing to 2000 feet agl and intersecting the flight path of SPR910. When the QX ACC controller observed CS-DRO climbing through 1300 feet, he instructed SPR910 to turn left to a heading of 320. Separation eroded to one mile and 200 feet where 3 NM/1000feet was required. The weather at the time was: visibility 15 sm, ceiling 1300 feet broken, 13000 feet broken.
CSDRO, BAe 125, enroute from Little Rock (KLIT) to St. John?s (CYYT) was cleared for low approach Runway 16 for a left hand approach Runway 29. The aircraft requested an NDB Runway 29, with confirmation to remain under visual flight rules. The aircraft entered cloud and continued southbound intersecting the flight path of an IFR flight on left downwind leg for runway 29. VFR separation was not assured. Less than 3 NM/1000FT IFR separation existed. TSB Case Closed

Update #1: The TSB occurrence number and class of investigation were added. According to the TSB report A05Q0090: The HS125, registered VP-BKK, had just taken off from Montréal, bound for Gander, when the right engine (Garret TF1-731-3) stopped. The pilot declared an emergency, and the aircraft returned to land without difficulty. Maintenance personnel noticed that the fuel pump feeding the engine was defective. The pump (PN3074590-1) was changed and the aircraft was returned to service.
The pilot declared PAN PAN PAN at 2341Z, after having lost an engine, and requested that emergency services be on site. It landed at 2348Z. There was no impact on operations.

Supplemental information from T.S.B. Initial Notification (#A04O0289): The British Aerospace HS125 aircraft (registration N8029Z) landed at Peterborough and was taxiing on taxiway Bravo when the nose landing gear collapsed. The aircraft incurred minor damage to the landing gear doors.
The American, foreign corporation-registered Bombardier Aerospace Corp. British Aerospace BAe 125 Series 800A turbojet aircraft had arrived on an IFR flight from Bradley (Windsor Locks) International Airport, CT (U.S.A.) (KBDL) to Peterborough Municipal Airport (CYPQ). While taxiing to the ramp on taxiway BRAVO, the flight crew reported that the aircraft's nose landing gear collapsed. Damage -- unknown.

The Partner Jet Inc. aircraft (H25A)(operating as registered C-GTOR) was an IFR flight that departed the Toronto LBPI Airport (CYYZ) for the Palm Beach International Airport (KPBI). C-GTOR , nearing the vicinity of Erie, reported pressurization and electrical problems, requesting a return to CYYZ. When approximately 50 nm south, C-GTOR declared an emergency and requested ARFF. C-GTOR landed on runway 23 at 2310Z without further incident. Ops. impact -- minimal.
Update provided by the TSB of Canada Daily Notification Log 06-Oct-2003: A03O0275: The Partner Jet Inc. British Aerospace HS125 aircraft experienced a rapid depressurization at FL310. The flight crew declared an emergency and descended the aircraft to 10,000 feet. The aircraft returned to Toronto/LBPIA and landed uneventfully with AFF on standby. Maintenance repaired the duct between the air cycle machine (ACM) and the water separator. The aircraft was then returned to service.

DCHEF a HS125 en-route Gander to Koln at1214z was Cleared at FL410, Mach 0.55, N50N 50W 53N40W 55N30W 55N20W NIBOG TADEX. Leaving Gander Domestic, DCHEF was cleared to FL410 and to report reaching FL410 with Gander IFSS. Radar monitoring observed DCHEF through FL407 (east of 50N50W), then DCHEF was observed descending to FL370. The aircraft advised it was unable to maintain FL410 and requested FL370. At 1223Z DCHEF was re-cleared FL370 and to avoid westbound traffic, routed 52N40W, 52N30W, 51N20W SOMAX KENUK with the balance of clearance unchanged (Mach 0.55). At 1240 in response to an ATC query, DCHEF reported at Mach 0.76. When reminded of Mach 0.55, the flight then requested and was re- cleared Mach 0.76. At 1255, DCHEF was re-cleared to FL410 and after reaching FL410, cleared to route 53N30W 54N20W NIBOG TADEX. At 1305, DCHEF advised at FL410, unable to maintain and requesting FL390. At 1312, DCHEF was recleared at FL390, 52N30W, 51N20W SOMAX KENUK and Mach 0.76. At 1356, flight left the Gander area via 52N30W at FL390. Nil TSB

CGGCH, an HS125-800 from CYYZ to CYHZ, was on a 2 mile final. Two airport snow removal vehicles (a grader & blower) had requested a clearance to clear the runway at the RVR 24B service road. When the vehicles arrived at the service road they found that they were not able to vacate runway due to snow. The vehicles then advised ATS. As a result C-GGCH on 2 mile final was issued a go-around. Aircraft landed on Runway 24 at 2001Z. NIL TSB

C-GNAZ departed Vancouver airport (runway 08R) at 05:39 pdt. On initial contact with Vancouver terminal the pilot advised of smoke in the cockpit Departure controller provided assistance by providing the aircraft with vectors for a right hand visual return to runway 30. The departure controller also coordinated actions with Vancouver Tower and suspended departures, however, ABL 635 (DHC8) had already departed behind C-GNAZ heading 140. In vectoring C-GNAZ for an approach to runway 30 less than minimum separation occurred (approx. 2.4 nm) between GNAZ and ABL635. On initial contact with terminal departure ALB635 was advised of traffic and provided a vector away from GNAZ. ABL635 advised of traffic in sight. OPI: Maintenance & Manufacturng Update from TSB: A99P0131 THE PILOT OF THE HAWKER SIDDLEY HS125 (C-GNAZ) REPORTED THAT DURING CLIMB OUT FROM VANCOUVER, SMOKE HAD ENTERED THE CABIN AND IDENTIFIED THE SMOKE AS BURNING OIL. HE ADVISED THE TOWER OF HIS IMMEDIATE RETURN TO VANCOUVER. THE DEPARTURE CONTROLLER PROVIDED ASSISTANCE BY COMMUNICATING VECTORS FOR A RIGHT HAND VISUAL TO RWY30. THE DEPARTURE CONTROLLER ALSO COORDINATED ACTIONS WITH CYVR TOWER AND SUSPENDED DEPARTURES, HOWEVER ABL635 (DH8) HAD ALREADY DEPARTED BEHIND THE HS125 HEADING 140. IN VECTORING THE HS125 FOR AN APPROACH TO RUNWAY 30 LESS THAN MINIMUM SEPARATION OCCURED (APPROX 2.4NM WHERE 3NM IS REQUIRED) BETWEEN C-GNAZ AND ABL635. ON INITIAL CONTACT WITH TERMINAL DEPARTURE ABL635 WAS ADVISED OF TRAFFIC AND PROVIDED A VECTOR AWAY FROM C-GNAZ. THE DASH-8 REPORTED TRAFFIC IN SIGHT. NAV CANADA IS REVIEWING THE OCCURENCE FOR THE LOSS OF SEPARATION. AFTER LANDING WITHOUT INCIDENT THE CREW OF THE HS125 CARRIED OUT SOME FAULT FINDING ENGINE RUNS. IT WAS ESTABLISHED THE THE FAULT WAS NOT IN THE A.P.U. OR AIR CONDITIONNING SYSTEMS AND THE AIRCRAFT RETURNED TO ITS MAIN BASE. SUBSEQUENTLY, PACIFIC AERO TECH INC. CARRIED OUT EVALUATIVE GROUND RUNS, CONCLUDING THAT EXCESSIVE PRESSURE IN THE GEARCASE WAS CAUSED BY THE SEIZURE OF AN ENGINE OIL BYPASS VALVE IN THE CLOSED POSITION, ALLOWING THE OIL PRESSURE TO BUILD UP CAUSING THE CARBON LABYRINTH SEALS TO FAIL. THE ENGINE OIL, UNDER PRESSURE, MIGRATED INTO THE AIR BLEED SYSTEM, THE AIR CONDITIONNING SYSTEM AND INTO THE CABIN. THE FAILURE OF THE CARBON SEALS RENDERED THE ENGINE UNSERVICEABLE. THE ENGINE WILL BE DISASSEMBLED AND REPAIRED.

The Hawker Siddeley HS125, registration N333RL, was on a flight from Shannon to Gander at fl310. The aircraft was cleared to route 51N/40W, 48N/50W. At 50W the aircraft showed on radar passing 49N 050W. When queried the crew thought they had been on course for 48N 050W. Nil traffic. Report filed. TSB no involvement.

N25G, a Hawker Siddeley HS125 had departed Gander at 1936z climbing westbound for Columbus, Ohio. At 130nm west the crew advised that they felt an airframe vibration/noise. They requested and were cleared to return to Gander. No assistance required. The aircraft landed safely at 2024z and advised that the problem was with the generator. TSB no involvement.

Other aircraft: N31TJ British Aerospace HS25 HS125 COA684 was IFR from Newark under radar guidance for runway 24R at Dorval. He was then authorized for a visual approach at 3000 feet until final. He passed the runway axis and approached N31TJ, IFR from Charleston on radar guidance for runway 24L in descent to 3000 feet. Minimum separation was about 1.5nm. The 2 aircraft were advised of the situation and each had the other in sight. BPR: NAP

C-GVIV had been given clearance for a straight-in approach to runway 25 at Kitchener when the tower controller requested IFR release for N86MD (BAE HS125-700). The tower controller did not specify which runway and the departure controller did not notice the departure strip which said runway 07. The departure controller assumed that operations would continue on runway 25 and gave release. The two aircraft passed within 2000' vertical spacing at about 5 nm east of the airport. Neither crew was aware of the other aircraft. Air Traffic Control will be conducting a Fact Finding Board. Ops. Impact -- unknown. From a TSB Initial Notification.

The HS125, N193RC, was enroute Thunder Bay to Winnipeg when the engine fire bell sounded. The crew tried the fireball isolation switch and identified possible problem in the left engine. The left engine fire light illuminated and the crew executed a precautionary engine shutdown. Maintenance inspection revealed a dirty canon plug causing a short in the fire warning test circuit.

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.

JTL314 (SW3), IFR from Dorval Ottawa, received and reread an authorization to climb to 5000'. N10PW (HS125)was arriving IFR from the U.S. to Dorval level at 6000' on a downwind leg for 24L. The controller verified that JTL314 was found at 5500' and was ordered to descend to 5000'. The vertical separation inside 3 miles was 500' instead of 1000'.

HS25 HS125 C-GKLB ENROUTE FROM CRANBROOK TO CALGARY AT 15000 WAS CLEARD TO CLIMB THROUGH 16000. DH8 TAF1105 CALGARY TO CRANBROOK WAS CRUISING AT 16000 AS GKLB PASSED 16000 LATERAL SEPARATION BETWEEN THE TWO A/C DECREASED BELOW 10 MILES. TIME = 2330Z. ACTION = TAE.

HS125 C-GTLG - A/C WAS 35 NE OF HALIFAX & ANNOUNCED THAT IT WAS RETURNING TO HALIFAX WITH AN OVERHEATED ENGINE. ERS. A/C LANDED SAFELY 2026Z & ADVISED ALL NORMAL. TIME - 2023Z. ACTION - MAH/HZ.