April 12, 1999

Incident at north of London VOR (ATS operating irregularity)

ONT234 (C-GONX) DEHAVILLAND DHC-8 AIR ONTARIO IFR from Sarnia to Toronto (LBPIA) JUS823, en-route to Toronto (LBPIA) from Detroit (Willow Run) Airport, MI (U.S.A.), was issued a descent clearance to 16,000 feet A.S.L. It was reported that the pilot descended through his assigned altitude, conflicting with ONT234. S.O.B.: JUS823: unknown; and ONT234: 18 S.O.B. -- three (3) crew; 15 passengers. O.P.I.: PAS

August 20, 1998

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

The aircraft was on an IFR flight from Sarnia to Toronto (LBPIA). The flight crew declared an emergency with a nose landing gear problem. The aircraft circled in the vicinity of the airport while the flight crew tried to extend the nose landing gear manually. Initially, a landing on runway 15L was planned but the pilot requested a landing on runway 24R due to winds. The aircraft landed safely on runway 24R at 2140Z and stopped just short of runway 15R (making both runways 15R and 24R unusable for landings). The nose landing gear was pinned while the aircraft remained on the runway. The passengers disembarked the aircraft, which was towed off runway 24R at 2210Z. 24 S.O.B. -- three (3) crew; 21 passengers -- no reported injuries. Ops. impact -- runway 24R was closed for approximately 30 minutes, resulting in holds in the vicinity for Toronto (LBPIA) landing aircraft. Airport operations were changed to land on runway 15L and depart off runway 24L. Evening construction on runway 06L was delayed (start pushed back from 2100 local to 2300 local) to allow for compounded delays for arrivals and departures resulting from this incident. Supplemental information from T.S.B. Initial Notification (#A98O0224): When the landing gear of the DHC-8 aircraft was selected down before landing, the flight crew received a nose gear unsafe indication. The crew attempted unsuccessfully to manually extend the landing gear and they requested ERS stand by for the uneventful landing. Inspection of the aircraft revealed a crack in the structure of the nose landing gear wheel well in the vicinity of the attach point for the nose gear downlock actuator. The landing gear extended and the landing gear locked down, but the structure around the attach point flexed as a result of the cracking, and caused a misalignment of the nose gear down and locked proximity switch which generated the nose gear unsafe warning. The cracking has been observed on a previous occasion and Bombardier Inc. Service Bulletin 8-53-51 was disseminated on 06 December 1996 which addressed the cracking. The non-mandatory Service Bulletin outlined the procedures to re-inforce the roof and side panel structure of the nose landing gear wheel well. The procedure had not been conducted on the occurrence aircraft.

April 27, 1995

Incident at approximately 25NM west of Toronto (LBPIA) (Other operational incident, Conflict - potential, Conflict - loss of separation, Communication error, Alleged Canadian Aviation Regulations (CARs) infraction)

Approximately 25NM west of Toronto, CDN952 started a descent to 7,000 feet, coming within two to three (2-3) miles and 300 feet of ONT234. CDN952 had not been given a descent to 7,000 feet. ONT234 was at 12,000 feet and CDN952 had been given and reported level at 13,000 feet. Ops. impact -- none.

May 11, 1993

Incident at LONDON

DH8 AIR ONTARIO ONT234 - A/C REPORTED A NEAR MISS WITH A VFR AIRCRAFT APPROX. 10 NM WEST OF LONDON. TIME - 1910Z. ACTION - PAX PAD PAE PAP TSB.