This Page contains the latest List of Aviation Incidents from the Canadian Transportation Safety Board. These are updated daily and may also include Breaking News items as required.
C-GLKY, a de Havilland DHC-8-300 aircraft operated by Perimeter Aviation LP, was conducting flight PAG663 from Winnipeg/James Armstrong Richardson Intl (CYWG), MB to Sandy Lake (CZSJ), ON with 3 crew members and 28 passengers on board. Shortly after takeoff, the flight crew received a lavatory smoke alarm, followed by the smell of smoke. The flight crew decided to declare an emergency, and returned to CYWG where the aircraft landed without further incident
with ARFF responding.
An inspection of the aircraft revealed a leaking compressor seal of the right engine (Pratt & Whitney Canada PW123), that introduced oil into the engine bleed air system. The aircraft was removed from service, and the engine was replaced.
C-GGGQ, a B200 Beech King Air aircraft operated by Miccar Aerial (dba Good Spirit Air Service), was conducting flight GT1128 from Prince Albert (Glass Field) (CYPA), SK to Yorkton Muni (CYQV), SK with only the 2 pilots on board. During the descent through 12 000 feet approximately 40 nm north of CYQV, the flight crew noticed fluctuations in the fuel flow and gas generator speed (ng) for the left engine (Pratt & Whitney Canada PT6A-42). As the flight continued in the descent, the left engine parameters returned to normal, then followed by a dramatic engine rollback. The flight crew feathered the engine, noticed an increase in ITT, and performed a precautionary engine shutdown. The aircraft landed without further incident in CYQV with emergency services
The operator’s maintenance replaced the fuel control unit.
N492UA, an Airbus 320-200 aircraft operated by United Airlines, was conducting flight UAL1799 from Toronto/Lester B. Pearson Intl (CYYZ), ON to Denver Intl (KDEN), CO with 5 crew members and 71 passengers on board. During the initial climb after the takeoff from Runway 33R at CYYZ, the flight crew was unable to control the thrust on the number one engine. The flight crew shut the engine (IAE V2500) down in accordance with QRH procedures, declared an emergency, and returned to CYYZ. The aircraft landed back on Runway 33R without further incident; there were no
The operator’s maintenance replaced the Fuel Metering Unit and the Electronic Engine Control.
The aircraft was then returned to service.
C-FUOW, a privately-registered Cessna 340A aircraft, was conducting a flight from Vernon (CYVK), BC to Ponoka Industrial (Labrie Field) (CEH3), AB with 1 pilot and 2 passengers on board. Passing through 16 000 feet after the departure from CYVK, the right engine (Teledyne Continental TSIO-520-NB) experienced an uncommanded shutdown. The pilot feathered the propeller, declared a MAYDAY, and diverted to Kelowna (CYLW), BC where the aircraft landed without further event.
Maintenance personnel performed a ground run of the right engine, however were not able to determine the cause of the shutdown. Further investigation is ongoing.
C-FYMK, a Cessna 208B aircraft operated by Superior Airways, was conducting a flight from Red Lake (CYRL), ON to Pikangikum (CYPM), ON with the pilot and one passenger on board. During the initial climb at approximately 400 feet AGL, the pilot received a traffic alert, and initiated a best rate of climb. The aircraft then climbed out, and missed a helicopter by approximately 300 feet. It was reported that the traffic was C-GBOU, a privately operated Robinson R44 II helicopter.
The pilot of C-GBOU had reported its position 8 miles to the north east, during the initial takeoff roll of C-FYMK.
C-GOGT, a Beech 200 King Air aircraft operated by Missinippi Airways, was conducting flight MA03 from Thompson (CYTH), MB to Norway House (CYNE), MB with 2 crew members and 1 passenger on board. While climbing through 11 500 feet after the departure from CYTH, the left engine (Pratt & Whitney Canada PT6A-41) chip detector light illuminated.
The flight crew elected to perform a precautionary shutdown of the engine, declared an emergency, and returned to CYTH where the aircraft landed without further incident.
C-GOPP, a float equipped de Havilland DHC-3T aircraft operated by Harbour Air, was conducting sightseeing flight HES305 from Vancouver Harbour (CYHC), BC with 1 crew member and 9
passengers on board. During cruise flight, the pilot was unable to reduce the engine power setting while moving the power lever. The pilot entered an orbit over CYHC, and consulted with the operator’s maintenance. Subsequently, an emergency was declared, the engine (Pratt & Whitney Canada PT6A-34) was shut down, and the pilot performed a successful power-off water landing. The aircraft was then towed to the Vancouver Harbour dock. There were no injuries.
C-GLQQ, a Bombardier DHC-8-400 aircraft operated by Porter Airlines, was conducting flight
POE122 from Newark/Liberty Intl (KEWR), NJ to Toronto/Billy Bishop Toronto City (CYTZ), ON with 4 crew members and 27 passengers on board. As power was reduced once the aircraft reached its initial cleared altitude of 14 000 feet after the departure from KEWR, the flight crew noticed an unusual noise coming from the engines. Simultaneously, a POWERPLANT message was received, which prompted the flight crew to execute the QRH. In the absence of abnormal engine indications, the flight crew continued to monitor the situation, and contacted the operator’s maintenance via ACARS. Following a step climb to FL180, the number 2 Propeller Electronic Control (PEC) caution light illuminated, and the number 2 propeller RPM rose to 1060. The flight crew executed the QRH one more time, shut the number 2 engine (Pratt & Whitney Canada PW150A) down, declared an emergency, and elected to divert the aircraft to WilkesBarre/Scranton Intl (KAVP), PA where it landed without further incident with ARFF standing by. Following an inspection, the aircraft taxied to the terminal building.
Maintenance personnel determined that the number 2 Beta Feedback Transducer (BFT) failed, causing the propeller to initially go into an underspeed condition, followed by an overspeed condition. It was held at higher than normal propeller speeds (1060) by the Over Speed Governor (OSG) until the flight crew shut the engine down. The incident has been entered into the operator’s Safety Management System for further investigation.
G-TCCF, an Airbus 330-200 aircraft operated by Thomas Cook Airlines, was conducting Condor Airlines flight CFG116 from Frankfurt/Rhein-Main (EDDF), Germany to Cancún Intl (MMUN),
Mexico. During cruise flight, liquid was inadvertently spilled onto the number 1 Audio Control Panel (ACP), causing all lights on the unit to illuminate. Initially, the number 1 ACP, then the number 2 ACP became hot, and began to emit a burnt electrical odour. At approximate position 56°03’N/031°11’W, smoke started to come out from the number 1 ACP. The flight crew donned their oxygen masks, initiated a diversion to Shannon Intl (EINN), Ireland, and sent a MAYDAY message using ACARS. The flight crew jettisoned fuel in order to achieve maximum landing weight, and the aircraft landed at EINN without further incident. 1 passenger and 4 crew members were attended to by paramedics and sent to local medical facilities for a precautionary assessment before being released.
C-GNKG, a Cessna 172M aircraft operated by Wetaskiwin Air Services, was conducting a local VFR training flight out of Wetaskiwin Regional (CEX3), AB with 2 persons on board. During the
flight, the instructor decided to go to an ice strip that had been cleared on Gull Lake, approximately 10 nm west of Lacombe (CEG3), AB, to conduct a precautionary landing exercise for the student.
The instructor took control of the aircraft on final approach, in order to conduct an inspection of the runway. Since the instructor was satisfied with the condition of the runway, it was decided to do a circuit, followed by a touch and go on the ice strip. The wind was light out of the west, directly down the runway.
During the take-off portion of the touch and go, the aircraft began to drift to the right due to deeper snow. The instructor could not control the drift, and the aircraft departed the strip to the right.
The instructor shut the engine down just before the aircraft struck a large snow bank, on the right side of the strip. The aircraft sustained substantial damage to the nose and the left wing.
Both the instructor and the student exited the aircraft with no injuries.
C-FTXW, an Airbus 321-200 aircraft operated by Air Transat, was conducting flight TSC443 from Cancun Intl (MMUN), Mexico to Vancouver Intl (CYVR), BC with 6 crew members and 139 passengers on board. As ground personnel was loading the passenger bags into the holds, brown smoke could be seen coming out from one of them, and actually burning through the material. The suitcase was taken away from the gate area, and sprayed with a portable fire extinguisher.
ARFF came over and inspected the bag. It was determined that the fire and smoke was caused by electronic cigarette batteries that were overheating. A second bag belonging to a travel companion was removed as a precaution.
C-GLXJ, a Piper PA-12 aircraft operated by Blue Sky Air, was conducting a flight from Manor, SK to Estevan (Blue Sky) (CBS2), SK with 1 pilot on board. During the takeoff roll from a farm field,
the aircraft struck a snow drift, pitched forward, and came to a rest on its nose.
The pilot was not injured, however the aircraft sustained substantial damage to the propeller, engine and engine
C-FWEP, a Bombardier DHC-8-400 aircraft operated by WestJet Encore, was conducting flight WEN3125 from Edmonton Intl (CYEG), AB to Kelowna (CYLW), BC. During the climb to cruising altitude after the departure from CYEG, the flight crew observed several caution messages related
to various electrical systems, and observed a dual AC generator failure. The fight crew declared a PAN PAN, and executed the appropriate QRH checklists. Following the QRH checklist completion,
the R TRU, PITOT HEAT 2, ENG ADAPT 2, DE ICE PRESS, and PUSHER SYST FAIL caution lights remained illuminated. The operator’s operational and maintenance control centres were
consulted. As the aircraft de-icing systems were no longer functional due to the AC system failure, the flight crew decided to divert to Calgary Intl (CYYC), AB where the aircraft landed without further
Upon inspection, the operator’s maintenance found evidence of arching from a 115 Volt, 3-phase AC supply feeder in the RH wheel well at the AC Contactor Box, connector plug assembly (2421-P5-2).
C-FHMD, a privately operated Cessna 414A aircraft, was conducting a positioning flight from Cranbrook/Canadian Rockies Intl (CYXC), BC to Calgary/Springbank (CYBW), AB with only the pilot on board.
During the final approach for Runway 17 at CYBW, the pilot heard a change in propeller sound for the right engine. A check of the engine instruments indicated that the oil pressure for the right engine (Teledyne Continental Motors TSIOL-550-A) was 0 PSI.
The pilot proceeded to feather the right propeller, secured the engine, and declared an emergency. An uneventful single-engine approach and landing was completed.
Maintenance personnel determined that the cause of the oil loss to be a worn bushing in the RH engine turbo charger.
N524AT, a Boeing 757-200 aircraft operated by Fly Jamaica Airways, was conducting flight FJM256 from Georgetown/Cheddi Jagan Intl (SYCJ), Guyana to Toronto/Lester B. Pearson Intl (CYYZ), ON with 8 crew members and 120 passengers on board.
During the climb to cruising altitude after the departure from SYCJ, the flight crew reported a hydraulic problem. The flight crew stopped the climb at FL200, and requested to return to SYCJ. Approximately 28 minutes later, the aircraft landed on Runway 06, and experienced a runway overrun. The aircraft came to a stop off the runway end, and to the right. The passengers and crew evacuated via the slides; 10 passengers received minor injuries during the evacuation. One of the injured persons subsequently died from the injuries 8 days later in Toronto. The aircraft sustained substantial damage.
The Guyana Aircraft Accident & Incident Investigation Unit (GCAA) is investigating the accident and has asked the Transportation Safety Board (TSB) of Canada for assistance. The TSB assigned an Accredited Representative, and is assisting the GCAA with Human Factors and Cabin Safety expertise.