Porter Airlines Have Faced Several Emergency Landings Raising New Dire Issues for Travellers: What You Need to Know

Published on November 24, 2025

Between January 2022 and November 2025 Porter Airlines experienced several emergency landings involving its De Havilland Dash 8‑400 turboprops and the newer Embraer E195‑E2 jets. The events were relatively rare given the airline’s overall flight operations, yet they offer insights into crew training, aircraft systems and the impact of adverse weather. Each landing is summarised below in chronological order based on official investigation reports and verified statements.

August 3 2022 – uncommanded yaw and engine shutdown during descent

In August 2022 one of Porter’s Dash 8‑400 aircraft was descending towards Toronto Billy Bishop Airport after a scheduled flight from Newark when the crew experienced two sudden uncommanded yaw movements as the aircraft descended through about 16,500 feet. The yaw was accompanied by control‑wheel roll, but the crew regained control and consulted their checklists. When a second uncommanded yaw occurred a few minutes later, the flight crew declared an emergency and performed the “propeller electronic controller failure” checklist. The checklist directed them to shut down the affected engine and feather its propeller. The crew secured the right‑hand engine and diverted to Hamilton Airport, landing safely with emergency services standing by. No injuries were reported among passengers or crew. Maintenance technicians subsequently inspected the aircraft and replaced the number 2 propeller electronic control unit. According to the investigation summary, the crew could not identify which warning light had briefly illuminated during the event, but replacing the controller resolved the issue[1].

April 16 2023 – runway overrun in Sault Ste. Marie

The next significant incident occurred on April 16 2023, when a Porter Dash 8‑402 (flight number POE2691, registration C‑GLQB) departed Toronto for Sault Ste. Marie with two pilots, two cabin crew and 52 passengers. The flight was a line‑indoctrination trip for the first officer, meaning the captain, acting as training pilot, supervised the trainee. When the aircraft approached Sault Ste. Marie late at night, the crew planned an approach to runway 12, which is 6,000 feet long. Weather at the time included light rain and winds reported at 110° true at 7 knots; the runway surface was wet but not contaminated.

On final approach the crew maintained a slightly higher than normal airspeed (approximately 140 knots indicated, compared with the recommended 125–130 knots for the landing weight) and did not reduce thrust to the flight‑idle range as early as usual. The aircraft touched down about 4,500 feet from the runway threshold. Ground spoilers did not deploy fully because one power lever remained slightly above flight‑idle, and the aircraft’s automated systems therefore did not sense weight‑on‑wheels promptly. The captain applied brakes, but the reduced deceleration and delayed thrust‑reverser deployment meant the aircraft could not stop within the remaining 1,500 feet. The Dash 8 crossed the runway end at about 24 knots and came to rest 350 feet beyond the pavement in muddy grass[2]. None of the 56 occupants were injured, and the aircraft was not damaged.

Investigators noted that because the flight was an instructional flight, the captain did not take control early when the trainee’s airspeed was high. They also observed that the call‑outs used for pilot monitoring did not prompt the captain to advance power lever controls to flight idle during the flare. Recommendations included emphasising flight‑idle selection when training crews on the Dash 8‑400, reviewing line‑indoctrination procedures to ensure training pilots intervene sooner when approach parameters are exceeded, and reinforcing performance calculations for short or wet runways. The runway overrun underscored the importance of stable‑approach criteria and decisive use of deceleration devices[3].

June 28 2024 – hard landing and tail strike in Fredericton

Porter’s next emergency landing took place on June 28 2024 when a Dash 8‑402, registration C‑GLQP, was operating flight PTR 2375 from Ottawa to Fredericton with 74 passengers. The captain was pilot flying, and the first officer was pilot monitoring. During the approach to Fredericton’s runway 27 the crew selected flaps 15 and set approach speed at 129 knots based on weight calculations. As the aircraft crossed the runway threshold the captain reduced power and began the flare, but the descent rate remained high (about 600–700 feet per minute). The Dash 8 touched down hard on its main landing gear with a vertical acceleration of 3.51 g and immediately bounced[4]. The aircraft’s flight data recorder showed that its nose pitched up to about 9.5 degrees; the aft fuselage struck the runway, triggering the cockpit “TOUCHED RUNWAY” alert that indicates possible tail contact.

Following the bounce, the captain added power and initiated a go‑around; the aircraft climbed away and repositioned for a second approach. During the circuit the crew discussed the tail‑strike indication and consulted checklists. Believing the aircraft was structurally sound, they elected to land. The second landing was uneventful; upon returning to the gate maintenance inspectors discovered damage to the main landing gear shock struts and indentation of the lower fuselage skins. Although the fuselage strike had not breached the pressure vessel, the damage warranted repair. Investigators concluded that the captain’s relatively high flare pitch and late flare initiation caused the hard landing and tail strike. They also observed that the crew’s training emphasised protecting against tail strikes during takeoff but less so during landing. Recommendations emphasised enhanced crew training on flare techniques and pitch awareness, particularly for the longer‑bodied Dash 8‑400.

Although the flight crew executed the go‑around properly and landed safely, the occurrence was classified as an accident because the aircraft suffered substantial structural damage. Investigators published their findings in February 2025[5], noting that Porter had already implemented training improvements and emphasised stable‑approach criteria.

July 16 2025 – smoke smell leads to precautionary landing in Regina

Porter introduced Embraer E195‑E2 jets in 2023 as part of its westward expansion. On July 16 2025 one of these jets was operating a flight from Hamilton (Ontario) to Vancouver. The aircraft was cruising at about 38,000 feet over Montana when flight attendants informed the cockpit of a faint odour of smoke in the cabin. The captain declared a precautionary emergency and descended. Rather than continuing to the destination, the crew elected to divert to Regina International Airport in Saskatchewan, which was the nearest suitable airport. The aircraft descended rapidly to 10,000 feet; passengers later described feeling a steep descent. The Embraer landed safely at 20:33 local time, and emergency crews met the aircraft. No smoke was visible at any time, and passengers disembarked normally[6].

An airline spokesperson later explained that the smell of smoke had not been traced to a fire or major system fault. The crew followed established procedures by diverting as a precaution. Passengers were placed in hotels overnight while maintenance personnel inspected the Embraer and arranged a replacement aircraft. The return to service occurred the following day[7]. As of November 2025 there is no publicly released investigation report on this occurrence; it was not classified as an accident because there were no injuries or damage, but it illustrates Porter’s adoption of conservative diversion policies when smoke or smell is detected.

Lessons and safety measures

These emergency landings demonstrate the range of issues crews may confront—system malfunctions, high‑speed landings, hard landings and cabin smoke—and highlight the importance of rigorous training and adherence to standard operating procedures. The August 2022 incident showed that rapid execution of checklists and decisive engine shutdown can stabilise an aircraft with uncommanded yaw[1]. Post‑event maintenance replaced the faulty propeller electronic controller, preventing recurrence.

The April 2023 runway overrun emphasised the critical role of stable‑approach criteria, particularly during training flights. Investigators found that instructing pilots to select flight idle and deploy deceleration devices earlier would have prevented the overrun[2]. The report recommended that training captains intervene sooner when approach speeds exceed targets and that airlines ensure flight crews calculate stopping distance margins for wet runways.

The June 2024 hard landing and tail strike illustrated how slight deviations in pitch attitude and descent rate can lead to high‑g landings. The aircraft’s vertical acceleration exceeded design limits, causing structural damage that required repairs[4]. Investigators called for reinforced training on flare technique and awareness of pitch limitations. Porter responded by revising training programs to emphasise appropriate nose‑up attitudes and go‑around criteria when an approach becomes unstable.

Finally, the July 2025 event underscores how the introduction of new aircraft types can bring different operational considerations. The E195‑E2 has advanced smoke‑detection and monitoring systems, and the crew’s decision to divert demonstrates an emphasis on passenger safety over schedule. Even when the odour did not correspond to a detectable fire, the airline treated it as a potential safety threat and provided prompt accommodation for passengers[7].