Accident Details
On 21 November 2006, an Air Canada Jazz CL-600-2B19 (registration C-GJZF, serial number 7545) with 49 passengers and 3 crew members was operating as a scheduled flight from Vancouver, British Columbia, to Prince George, British Columbia. At approximately 1514 Pacific standard time, the aircraft was cleared for a non-precision approach to Runway 33 at Prince George Airport. While established on final approach, the flight crew was informed of a special weather observation indicating conditions below published minima. The crew continued the approach and set the flaps to 45 degrees. On reaching the final approach fix, they conducted a missed approach and noted that the flaps remained jammed at 45 degrees.
Weather and Fuel Considerations
At takeoff, the aircraft had 6100 pounds of fuel, exceeding the operational flight plan minimum of 5738 pounds by 362 pounds. While en route, weather conditions deteriorated; the flight crew received a 1500 METAR showing visibility 5/8 statute mile in light snow showers and drifting snow, with an obscured sky at 900 feet. A special weather report later indicated a ceiling of 500 feet and visibility 3/8 mile. The flight crew communicated with the company and decided to attempt the approach and hold if needed before diverting to the planned alternate. After the missed approach at the final approach fix, fuel remaining was 4000 pounds, exceeding the minimum to proceed to the alternate by 1312 pounds.
Flap System Malfunction
As the flaps were selected to 8 degrees and the landing gear retracted, the "FLAP FAIL" message appeared on the engine indication and crew alerting system. According to the quick reference handbook, a flap failure at greater than 5 degrees requires landing at the nearest suitable airport; a failure at 45 degrees requires no further action before landing, but the handbook does not account for a missed approach. The crew cycled the flap electronic control unit circuit breakers and selected different flap lever detent positions, but the fault did not clear. The aircraft's initial climb rate was about 1600 feet per minute but decreased with altitude.
Diversion and Landing
The flight crew requested diversion to the alternate airport, Grande Prairie, Alberta, but later requested vectors to Fort St. John, British Columbia, about 155 miles away. At 1537, they declared an emergency due to a low fuel prediction. Fuel flow was approximately 4100 pounds per hour, significantly higher than the cruise fuel flow of about 2700 pounds per hour. The flight management system was used to predict fuel at Fort St. John. At 1616, the aircraft landed without further problem at Fort St. John with about 500 pounds of fuel remaining, equivalent to less than 10 minutes of flight. There were no injuries. The flight crew members were certified and qualified. The aircraft's flap system includes a power drive unit, brake positioning sensing unit, flexible drive shafts, and flap actuators; the skew detection system monitors outboard flap panel twist. The type certificate holder for the CL-600-2B19 is Bombardier Inc.