Air transportation safety investigation A20O0029
The TSB has completed this investigation. The report was published on 14 June 2022.
Runway incursion – risk of collision
NAV CANADA Toronto Control Tower
Air Canada Embraer ERJ 190-100 IGW, C-FMZW
Air Canada Boeing 777-333ER, C-FJZS
Toronto/Lester B. Pearson International Airport, Ontario
View final report
On 07 March 2020, at 0948 Eastern Standard Time, the Air Canada Embraer ERJ 190-100 IGW (Embraer 190) aircraft (registration C-FMZW, serial number 19000124), operating as flight ACA1037 and carrying 83 passengers and 4 crew members, was conducting a takeoff from Runway 06L at Toronto/Lester B. Pearson International Airport, Ontario. Shortly after the Embraer 190 had begun its take-off roll, the Air Canada Boeing 777-333ER (Boeing 777) aircraft (registration C-FJZS, serial number 62400), operating as flight ACA606, was instructed to line up on Runway 06L. On board were 345 passengers and 14 crew members.
As the Embraer 190 was accelerating on its take-off roll, it struck a bird. The flight crew initiated a rejected takeoff and made a radio call to report that they were rejecting the takeoff. Neither air traffic control nor the Boeing 777 flight crew heard this radio call because the Boeing 777 flight crew was reading back their take-off clearance on the same frequency.
As the Boeing 777 was accelerating on its take-off roll, the flight crew observed that the Embraer 190 was still on the runway and initiated a rejected takeoff. Both aircraft eventually exited the runway and returned to the terminal. There were no injuries. There was no damage to either aircraft.
Inaccurate transponder information identified as a factor in March 2020 runway incursion and risk of collision at Toronto/Lester B. Pearson International Airport
Read the news release
Map showing the location of the occurrence
Jean-Pierre (Jeep) Régnier is a senior investigator, Standards and Quality Assurance, with the Air Investigations Branch at the TSB head office in Gatineau. He has over 30 years of aviation experience, including 27 years in military aviation in the Royal Canadian Air Force (RCAF) as an officer and a helicopter pilot. During those 27 years in the RCAF, he worked as an accident investigator for 5 years. Mr. Régnier gained his flight experience on the CH-124 Sea King and Bell 206 Jet Ranger helicopters. He earned a master’s degree in safety and accident investigation from Cranfield University, United Kingdom, and joined the TSB in 2015.
Class of investigation
This is a class 3 investigation. These investigations analyze a small number of safety issues, and may result in recommendations. Class 3 investigations are generally completed within 450 days. For more information, see the Policy on Occurrence Classification.
TSB investigation process
There are 3 phases to a TSB investigation
- Field phase: a team of investigators examines the occurrence site and wreckage, interviews witnesses and collects pertinent information.
- Examination and analysis phase: the TSB reviews pertinent records, tests components of the wreckage in the lab, determines the sequence of events and identifies safety deficiencies. When safety deficiencies are suspected or confirmed, the TSB advises the appropriate authority without waiting until publication of the final report.
- Report phase: a confidential draft report is approved by the Board and sent to persons and corporations who are directly concerned by the report. They then have the opportunity to dispute or correct information they believe to be incorrect. The Board considers all representations before approving the final report, which is subsequently released to the public.
For more information, see our Investigation process page.
The TSB is an independent agency that investigates air, marine, pipeline, and rail transportation occurrences. Its sole aim is the advancement of transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability.