June 21, 2009

Incident at VANCOUVER INTL BC (CYVR)

UPDATE/ Add info from TSB: A09P0165: The Omega Air Corporation Beech 350 aircraft, C-GCGB, was on approach at Vancouver runway 26L after a flight from Kelowna. When the crew selected the landing gear down, the right main green light did not illuminate. They carried out a missed approach and completed the relevant QRH checklists, including a manual gear extension, but were unable to obtain a right main down and locked indication. The aircraft landed on runway 26R at Vancouver without further event, with ARFF standing by. It was determined that the right main green light bulb was burnt out. The bulb was changed and the aircraft was returned to service.
Omega Air Beech BE30, origin unknown to Vancouver (CYVR) on arrival to CYVR on final to RWY 26L the landing gear was selected down there was an indication that the right main geat was not down by an annunciator light. Requested from tower a go around and vectors to complete appropiate checklist. Checklist was completed with annunciator light still out but could see rt main gear from cockpit and it appeared down. We then requested landing clearance with the emergency vehiciles standing by. ATC cleared us to land on 26R . The landing went without incident and we taxied clear of runway and shut down the engines for a visual inspection. The last comment on the Manual landing Gear Extension checklist states " The landing gear should be considered unlocked until the airplane is on jacks and the system has been cycled and checked". For this reason we requested a tow to our hangar at the Shell Lanmark on the southside of the airport.

November 5, 2008

Incident at VANCOUVER INTL BC (CYVR) (Aerodrome, runway or taxiway shutdown)

The Alkan Air Ltd. Beech BE30, IFR Whitehorse to Vancouver, landed on Runway 12. Upon taxiing, the crew received an unsafe gear alarm. The aircraft stopped on the threshold of Runway 30, and was subsequently towed to the hangar. There was no operational impact. Runway 12 was re-opened at 0530Z.
UPDATE from Maintenance & Manufacturing: The aircraft was put in a hangar overnight and when it was checked out in the morning the defect could not be duplicated. Moisture or possibly ice is suspected. The gear switches were blown off with air and given a lube job. Maintenance will continue to monitor.

August 3, 2008

Incident at VANCOUVER INTL BC (CYVR)

Alkan Air Beech BE30, IFR Whitehorse to Vancouver declared an emergency due to landing gear issue. Equipment called out and aircraft landed safely.

August 27, 2003

Incident at Vicinity of HOWZR intersection

Pilot of NCB354, a Beech 300 Super King Air (BE30), reported an unspecified problem with one of his engines enroute from Vancouver (CYVR) to Calgary (CYYC), near the HOWZR intersection, and elected to shut it down for the duration of his flight. As a result the pilot requested and received a lower altitude (14T).
Engine was shut down due to rising oil temperature. No damage to engine. The problem is a stuck vernatherm which controls oil flow through or around the oil cooler, regulating the temperature. This is a known problem on the King Air series of aircraft.
Update from the TSB: The North Cariboo Beech Super King Air (C-FNIL) was in cruising flight at 29,000 feet asl enroute from Vancouver to Calgary when the crew noticed the oil temperature for the number 1 engine (Pratt and Whitney of Canada, model PT6-60) was climbing into the yellow arc. A precautionary shutdown of the number 1 engine was conducted, the aircraft descended to 14,000 feet asl and continued on to the intended destination where an uneventful landing was conducted. Company maintenance found that the thermal bypass valve (valve, temperature regulator and pressure relief, P/N 723747) in the oil cooler for the number 1 engine had malfunctioned. The defective valve has been returned to the vendor for replacement. It is noteworthy that the aircraft had accumulated only about 100 hours of total time since new in the 7 weeks since it had been purchaced from the manufacturer before the thermal bypass valve malfunctioned. The aircraft manufacturer is aware of the problem and is working with the supplier of the oil cooler assemblies to rectify the problem. It is thought that some thermal bypass valves are not seating properly allowing oil to bypass the cooler and cause excessive oil temperatures in aircraft flying above 25,000 feet asl.

June 10, 2002

Incident at 100 NM E of NARSARSUAQ

The BE30 aircraft was enroute Narsarsuaq to Reykjavik and cleared to FL210. Aircraft continued to climb to FL270 without ATC authorization. Conflicting Traffic was at FL220 and FL230. Required lateral separation was 120 NM and the aircraft passed within aprx 90 NM. TSB Case Closed. TSB file Number A02A0075

April 4, 2001

Incident at MONTRÉAL / PIERRE ELLIOTT TRUDEAU INTL QC (CYUL) (Conflict - near collision (VFR or IFR), ATS operating irregularity)

C﷓GTUS, a privately owned Aero Commander, was on the left-hand base leg for Rwy 24L at Dorval Airport (CYUL). Following the controller¿s instructions, the pilot made a 360º (sic) turn to the left to reposition himself on the left-hand downwind leg for the same runway. After making the turn, the pilot became disoriented and approached the path of the final for Rwy 24L. The controller asked the pilot of C﷓GTUS twice to turn to the right away from the final, but without success. N276JB, a BE30 coming from Toronto (CYYZ), was on IFR final for Rwy 24L. The controller exchanged the traffic, and C﷓GTUS had the traffic in sight. The Montreal TCU controller asked N276JB to level out and exchanged the traffic. The pilot had the Aero Commander in sight. The two aircraft were at 12 o¿clock to each other and 1 NM apart. The two aircraft flew over each other with 600 ft vertical separation. C-GTUS, un Aero Commander de propriété privée, était en base gauche pour la piste 24G à l'aéroport de Dorval (CYUL). Selon les instructions du contrôleur, le pilote a effectué un virage de 360o(sic) par la gauche afin de se replacer en vent arrière gauche pour la même piste. Après avoir effectué le virage, le pilote est devenu désorienté et s'est rapproché de la trajectoire de la finale pour la piste 24G. Le contrôleur a demandé à deux reprise au pilote de C-GTUS de virer à droite pour s'éloigner de la finale, sans succès. N276JB, un BE30 en provenance de Toronto (CYYZ) était en finale pour la piste 24G selon les règles de vol aux instruments (IFR). Le contrôleur a fait l'échange de trafic et C-GTUS a eu le trafic en vue. Le contrôleur de l'unité de contrôle terminale de Montréal a demandé à N276JB de faire un palier et a échangé le traffic. Le pilote avait l'Aero Commander en vue. Les deux appareils étaient à 12 heures l'un par rapport à l'autre, à 1 NM de distance. Les deux aéronefs se sont survolés avec 600 pieds de séparation verticale.

December 1, 2001

Incident at YARMOUTH NS (CYQI)

Update Dec 4, 2001. Maintenance and Manufacturing. Fuel gauge for one wing was decreasing at an unusual rate leading the pilot to suspect a fuel leak. Reading returned to normal fuel level shortly after & flight continued on to Halifax. Refueling was monitored & both wing took approximately the same amount of fuel to fill. Two trips have been flown since with no discrepancies. Operator will continue to monitor.
CGMEH BE30 enroute Bedford USA to Halifax The pilot reported ""minimum fuel"" due to a possible fuel guage error or a leak. Landed without incident 1742. Nil TSB

June 14, 2001

Incident at CHURCHILL FALLS NL (CZUM)

CFPWR BE350 landing Churchill Falls Labrador advised of landing gear problem on approach to Churchill Falls. (Did not have lights indicating gear was down). Aircraft did two low approaches for maintenance to visudally check status of landing gear. Aircraft landed without further incident with AFF standing by. TSB Case Closed with more info to follow.
TSB Update June 27, 2001. A01A0063: C-FPWR, a BE30 was en route from St. John's to Churchill Falls and, after selecting the landing gear down for the approach, the flight crew noticed that none of the landing gear position lights were illuminated. Several low passes over the airport were made for ground personnel to attempt verification of the landing gear position; secondary warning systems and manual gear extension in the cockpit indicated that the landing gear was down and locked. The flight crew landed the aircraft without further incident with emergency vehicles standing by. Maintenance inspection revealed that electrical power for the landing gear position lights is routed through a dimming feature on a circuit board. The circuit board had failed and therefore, power was unavailable to the lights. The operator has contacted the manufacturer and suggested a solution for this problem and a SDR has been submitted.

March 15, 2000

Incident at 30 N.O. de Dorval (CYUL)

FJOL, un BE30 de la compagnie Skyservice, était décollé de Dorval (CYUL) pour un vol aux instruments (IFR) à destination de Trois-Rivières (CYRQ). À 30 milles au nord-ouest de Montréal, le pilote a demandé un retour à Dorval pour cause de vibration de moteur. Il a déclaré une urgence. Il est atterri sans encombre à Dorval à 1238Z. MISE À JOUR: 23-03-00 Le B.S.T. rapporte que selon les informations reçues du pilote, les vibrations sont apparues au moment de réduire le RPM de l'hélice. Les vibrations ont diminué lorsque l'équipage a augmenté le RPM, puis ont augmenté de nouveau lors d'une autre tentative de réduction du RPM. Des vérifications effectuées sur le fuselage, les ailes, le train d'atterrissage, l'hélice, la coupole de l'hélice et sur les capots moteurs ainsi qu'un test en vol n'ont pas permis de reproduire les vibrations. Finalement, il a été déterminé qu'un système de suppression du bruit défectueux aurait induit l'équipage en erreur. Le système a été réparé et l'appareil remis en service. FJOL, a Skyservice BE30, had taken off from Dorval (CYUL) on an IFR flight to Trois-Rivières (CYRQ). When 30 miles northwest of Montreal, the pilot requested to turn back to Dorval because of engine vibration. He declared an emergency. He landed without incident at Dorval at 1238Z. UPDATE: 23-03-00: The TSB reports that, according to the information received from the pilot, the vibration appeared when the RPM of the propeller was reduced. The vibration decreased when the crew increased the RPM and then increased again when another attempt was made to reduce it. Checks of the fuselage, wings, landing gear, propeller, spinner and engine cowlings could not find any vibration, and a flight test could not reproduce any. It was finally determined that a faulty noise suppression system misled the crew. The system was repaired, and the aircraft was returned to service.

May 6, 1999

Incident at Fredericton NB

N454LF BE30 departing Fredericton was issued a West bound SID off runway 15. Aircraft departed but flew an East bound SID. When pilot contacted ATC he realized the error and made a west bound turn to pick up original clearance. No other aircraft involved. Nil TSB

January 5, 1995

Incident at Thunder Bay, Ontario (ATS operating irregularity)

N408G, BE30 Thunder Bay to Pickle Lake was in position on runway 25 awaiting take off clearance. Perimeter 82 BE65, Atikokan to Thunder Bay reported right base landing, Perimeter 82 was cleared to land. N408G reminded tower controller he was on the runway. Perimeter 82 landing clearance was cancelled, N408G was cleared for take off. Perimeter 82 was cleared to land. The occurrence is being investigated by ACC.

February 4, 1994

Incident at GRAND BEND

BE30 KING AIR N21ER EXPERIENCED CRACKED WINDSHIELD. EMERGENCY DESCENT FROM 23000 FT ASL TO 9000 FT ASL. A/C RETURNED TO DETROIT. OPS IMPACT NONE. TIME = 1625Z. ACTION = PAH. Air1: Air2: Air3: Occurrence: Class: FZCategory: 210

April 13, 1993

Incident at KELOWNA

BE30 KING AIR 300 C-GMBA - ON DEPARTURE FROM KELOWNA, A/C CLIMBED THROUGH ASSIGNED ALTITUDE OF FL100 LESS THAN 5 MILES FROM N332CC AT FL110. INFRACTION FIELD. TIME = 2208Z. ACTION = TAP.