May 2, 2014

Incident at RANKIN INLET NU (CYRT)

Update Maintenance & Manufacturing: C-GHSC Emergency locator Transmitter (ELT) activated while on the apron in Rankin Inlet for unknown reason, pilots reset ELT no further issues. A Service Difficulty Report (SDR) was submitted.
Strong Emergency Locator Transmitter (ELT) signal heard at 1845Z. It was determined to be a Calm Air Hawker Siddeley HS74 HS 748 (CAV7699) sitting on the apron. The ELT was shut off at 1856Z. No impact to operations.

March 5, 1997

Incident at Rouyn (ATS operating irregularity)

Other Aircraft: FAB123 First Air HS74. TGO966 received authorization to depart from runway 26. The authorization was cancelled based on the arrival time provided by FAB123 on direct approach to runway 26. FAB123 was early and the FSS held TGO966 on the ground until FAB123 had landed.

August 21, 1997

Incident at near Red Lake Airport (CYRL) (Other operational incident, Incursion - runway - aircraft, Conflict - potential)

GKST -- C172 BLS(Bearskin)362 -- BE99 WSG(Wasaya)804 -- HS74 GKST was inbound for Red Lake landing Runway 08, with an estimated time of arrival(ETA) of 1533Z. BLS362 was inbound for Red Lake as well landing Runway 26 with an ETA of 1540Z. WSG804 called taxing for departure on Runway 08, a departure advisory was given at 1534Z including traffic, WSG804 advised they would hold short of the Runway. GKST called final at 1534, and landed at 1537. BLS367 initiated a missed approach (aprx 4miles back) at 1541 due to WSG804 taxing onto Runway 08 for departure. Further information received from Thunder Bay Flight Services indicated that winds were light at the time and BLS362 was intending to land Runway 26 for operational convenience. Apparently WSG804 lost situational awareness and unintentionally taxied onto Runway 08 while BLS361 was final for Runway 26.

January 28, 1997

Incident at Saskatoon, Saskatchewan

The pilot of WEW750, a HS74, enroute IFR from Saskatoon to Prince Albert, departed runway 27, and shortly after becoming airborne advised he was returning to the airport due to low torque indications in his left engine. WEW750 landed without incident on runway 09 at 1409Z. No other aircraft were inconvenienced. UPDATE: Maintenance found that the engine required a high-end-RPM adjustment.

August 30, 1996

Incident at Au VOR de Dorval (ATS operating irregularity)

Autre aéronef : CRQ801 - HS74 (HS 748) Air Creebec Le Chieftain/Navajo (PA31) était au VOR de Montréal à 4,000 pieds et désirait faire des approches à Mirabel et retourner à Dorval en vol VFR. Le vol D'Air Creebec décollait de la piste 28 avec un virage à droite et était autorisé à 15,000 pieds. Le contr,leur a donné par mégarde une séparation VFR. Les aéronefs étaient distants d'un mille au lieu des trois milles réglementaires de séparation. Il y a eu échange de trafic.

September 27, 1995

Incident at Iqaluit

Shortly after taking off IFR from Iqaluit for Cape Dorset, the pilot shut down the no. 2 engine following a loss of pressure and was estimating Iqaluit at 1926Z. He requested ERS. He landed normally at 1929Z on runway 36.

August 11, 1995

Incident at Sioux Lookout, Ontario

An Ontario Ministry of Natural Resources truck was moving into position for loading and failed to stop before impacting the front wheel assembly of the HS74 aircraft. The aircraft was inspected by the company's chief of maintenance and was released for operations.

June 27, 1995

Incident at SIOUX LOOKOUT ON (CYXL) (Conflict - loss of separation)

Operating irregularity between NAM953, a HS74, Northland Air Manitoba enroute Winnipeg to Geraldton at 15,000 ASL and BLS308, a SW4, Bearskin Lake Air Service Ltd. departing Sioux Lookout to Thunder Bay climbing to 17,000 ASL. BLS308 was leveled off at 13,000 ASL when he observed passing through 11,200 ASL in the climb.

August 17, 1993

Incident at WINNIPEG

HS74 C-GDOP - REPORTED TURBULENCE. NO INDICATION ON WEATHER RADAR. UNSECURED ITEMS WERE TOSSED ABOUT. 1 FLIGHT ATTENDANT & 1 PAX WERE TAKEN TO HOSPITAL FOR TREATMENT & RELEASED. NO DAMAGE TO A/C. TIME - 1730Z. ACTION - NIL.