COLT28 conducted a PFL (practice forced landing) to runway 13R planning a full stop. The controller then heard some-one calling, "Pull up, pull up". Suspected a BE90 waiting at the post. The aircraft overshot and flew to the edge of the zone to assess the situation. Another aircraft formatted on COLT28 and observed the right main tire was missing. After discussion the pilot set up for a long final for runway 08 with full flaps. Power was cut on short final and the aircraft landed and skidded to a stop on the south side of runway 08 about half way down. Command post activated. It appears the aircraft landed very hard on his PFL.
UPDATE : TSB occurrence number and class added. A12C0030: The Allied Wings Flight Training Services Grob G120A, C-FPFM, was completing a practice forced landing and experienced a hard landing at CYPG, Portage la Prairie. The right main wheel departed the aircraft. The crew elected to overshoot and returned to land on a different runway. On touchdown the left main landing gear partially collapsed. The aircraft departed the runway to the right and came to rest beside the runway in the grass. The crew was uninjured. The aircraft sustained damage to both main landing gear assemblies.

Transport Canada Flight TGO995, a Beech BE90 IFR FL240 Terrace to Dease Lake, descended out of controlled airspace without a clearance. No other aircraft were in the vicinity.

NavCan Report: A BE90 was on a VFR flight from Springbank to Pitt Meadows when he contacted Vancouver ACC advising the right engine was shut down due lack of oil pressure. The pilot requested flight following and weather at closest airports as a precaution. It was then determined the pilot was not IFR qualified, was above the overcast and the only person on board. RCC dispatched a DH5 to assist if required. Merrit was the closest airport where cloud breaking could be accomplished and arrangements were made with ground crew personnel for cell phone communications in the event that comm was lost with the ACC. After exploring several options the pilot elected to continue to Abbotsford where it was confirmed as clear. The aircraft landed safely at 2219z with emergency vehicles on standby.
Vancouver ATC alerted RCC that a Beech 1900, N17SA had lost an engine and declared an emergency. Pilot was only VFR qualified and was above cloud layers. Buffalo tasked to help escort pilot. Aircraft landed safely at Abbotsford.
TSB report engine oil was lost due to the filler cap not being properly secured.

C-FYPU, Piper PA28, enroute Summerside (CYSU) to Waterville (CCW3) VFR, lost communication and transponder return at 1900Z. Prime target observed consistent with track of C-FYPU. TGO998, BE90, St. Anthony (CYAY) to Moncton (CYQM), was vectored to the vicinity of the prime target. TGO998 cancelled IFR and descended when the PA28 was in sight. The PA28 did not seem to be in any difficulty. Greenwood MTCU was advised and contacted Waterville airport. C-FYPU landed at Waterville at 2010Z. Aircraft had a complete electrical failure. TSB Case Closed
TSB Update: A05A0153: While transiting VFR from Summerside to Waterville, the pilot of C-FYPU, a PA-28-140, was advised that Moncton ACC was not receiving his transponder. He then noticed that his radio transmissions were not being heard. Shortly afterwards the aircraft's electrical system failed. ATC diverted a Transport Canada Beech 90 to investigate. As C-FYPU was not in distress, it continued en route. Moncton ACC advised Greenwood and Waterville of the inbound aircraft. C-FYPU made an uneventful NORDO landing at Waterville. The electrical failure was caused by a broken field wire on the alternator.
Maintenance & Manufacturing Update: The pilot advised that maintenance staff found that the field wire on the alternator had separated allowing the battery to discharge and cause a complete electrical failure.

Maintenance and Manufacturing Update: Gear intransit light on after gear retracted. Maintenance discovered water frozen on uplock switch from a previous landing. Cleaned & retraction test carried out. Returned to service & no further problems.
CGPNB BE90 departed rwy 09 at Fredericton and once airborne advised that they would be returning to Fredericton Airport due to a Gear Problem. Aircraft landaed safely Rwy 09 at 1155z. Nil TSB

N99MN BE90 VFR enroute Moncton to Pokemouche failed to close the Flight Plan on arrival. FSS conducted a Communication Search and it was determined that the aircraft was safely on the ground at Pokemouche. Nil TSB

Supplemental information from Bearskin Lake Air Service [2003/02/03]: A King Air aircraft (C-GUPP) was used on this flight rather than the Pilatus PC-12 filed. The company's Safety Office advised that dispatch staff are being reminded to ensure that accurate flight plan information is filed with NAV CANADA.
The Bearskin Airlines aircraft (operating as BLS363) was on a scheduled IFR flight from Dryden Regional Airport (CYHD) to Winnipeg International Airport (CYWG). BLS363 was given IFR clearance departing Dryden. After departure, the controller was advised that the aircraft type was a BE90, not a PC12 (as filed).

Hémisph'Air Flying School C150 C-GQOS entered rwy 24L at Dorval (CYUL) without clearance. The pilot took off VFR, again without clearance, while Grondin Transport BE90 C-FNCN was 1.5 NM on IFR final. C-GQOS, un C150 de l'école de pilotage Hémisph'Air a pénétré sur la piste 24L de l'aéroport de Dorval (CYUL) sans autorisation. Le pilote a décollé selon les règles de vol à vue (VFR), toujours sans autorisation, alors que C-FNCN, un BE90 de Grondin Transport, était à 1,5 NM en finale selon les règles de vol aux instruments (IFR).

UPDATE 01-06-20: The TSB investigation number has been added, but there is no change in the summary. Mise à jour 01-06-20: Le numéro d'enquête du BST a été ajouté, mais il n'y a aucune modification au résumé.
C-FNCN, a Beech B90 bound IFR from Dorval (CYUL) to Val d'Or (CYVO), was cleared by the departure controller to climb to 5,000 ft because of traffic, ACA689, an Air Canada CRJ2 descending for Dorval (CYUL) to 6,000 ft. C-FNCN's flight plan contained a request to climb to 16,000 ft. Although the information was exchanged, the pilot of the BE90 nevertheless climbed to 6,000 ft. There was loss of separation. C-FNCN, un Beech B90, aux instruments (IFR) de Dorval (CYUL) vers Val d'Or (CYVO), fut autorisé par le contrôleur des départs à monter à 5,000 pieds en raison d'un trafic, ACA689, un CRJ2 d'Air Canada qui était en descente pour Dorval (CYUL) à 6,000 pieds. Le plan de vol de C-FNCN indiquait une demande pour monter à 16,000 pieds. Bien que l'information ait été échangée, le pilote du BE90 est tout de même monté à 6,000 pieds. Il y a eu manque d'espacement.

REGISTRATION UNKNOWN BEECH 90 OPERATOR UNKNOWN FLIGHT INFORMATION UNKNOWN The helicopter was inbound to the airport for landing after a local VFR flight and had been cleared into the airport control zone by the Tower Controller. The helicopter pilot was advised of traffic overflying at 1,700 feet. The helicopter was in descent for an approach to runway 03 when a BE90 was observed aft, crossing from the left in front of the helicopter, passing about 100 feet in front of the helicopter at the same altitude. Advised Tower the traffic was much lower than 1,700 feet. The only response given was to fly over the field at 1,200 feet for landing at the south pad east of Bravo taxiway. Ops. impact -- unknown. S.O.B. -- unknown. O.P.I.: PAS

GAHG was flying southbound to Victoria and given traffic information on a BE90 who was flying eastbound in his vicinity. GAHG did not see his traffic immediately. When he eventually saw it, he had to take evasive action to avoid it.

TGO0989 BE90 on approach to runway 29 had a VFR aircraft ( believed to be a Cessna 172 ) go across his nose at 13:00Z. Tower filling an incident report. TSB Evaluating

Other aircraft: APO280, Beech BE90 King Air, Aéropro, IFR Québec to Dorval CRQ502 was heading south, IFR from Chibougamau to Dorval and on radar guidance at 4000 ft then descended to 3500 ft without authorization before the controller could intervene. APO280, heading north-east was also on radar guidance at 3000ft. The 2 aircraft approached within 600ft vertical and 1 mile horizontal when the required separation is 1000 vertical or 3 miles horizontal. The pilot of CRQ502 mistakenly thought he was authorized to descend to 3000ft but the controller did not detect the error during readback. BPR: NAN

The pilot of BLS364, a BE90, enroute Winnipeg to Red Lake, Ontario, shut down the left engine and declared an emergency. The pilot elected to return to Winnipeg and requested runway 25 for landing. He also advised that he would require a tow after landing and that he had 11 SOB and 1500 lbs of fuel. BLS364 landed without further incident at 0048Z and was towed to apron one. No enroute aircraft were delayed, but several aircraft on the ground were delayed for 5 to 10 minutes. Runway 25 was closed for approximately 30 minutes.

The pilot of the BE90 reported a nose wheel light indicator malfunction at 1642Z. ERS was called for precautionary standby. Aircraft landed safely at 1647Z.

While enroute to Toronto the crew of MUSTANG90, a BE90, advised Winnipeg ACC that they were returning due to an apparent fuel leak. The aircraft returned and landed at Winnipeg without any further incident. Maintenance could not determine a problem and it was suggested that the fuel leaking was in fact venting fuel.

The pilot of C-GMBD, a Beech BE90, on touch and go, struck two small birds and aborted takeoff. There were no injuries. Canadair/DND are inspecting the aircraft for possible damage and investigating.

The crew, C-GMBX a BE90, advised Southport tower that they were receiving an unsafe gear indication whenever the flaps were lowered. The aircraft landed at 1651Z without further incident. ERS stoodby. Maintenance suspect faulty microswitch.

C-GTWW, a Beech BE90 was enroute Kenora from Sioux Lookout IFR at 10000'. C-GUPP, a Beech BE10 was enroute Sioux Lookout from Kenora VFR at 9500'. The crew of TWW advised Winnipeg ACC that they had to take evasive action 15 miles north of Dryden in order to avoid UPP. The crew advised ACC that the aircraft passed with approximately 200 vertical feet separation and less than 1/4 mile lateral separation. The crew of TWW advised ATC that they were in IMC conditions. The crew of UPP advised ATC that they were in VFR conditions. The TSB are investigating this occurrence and follow-up information will be reported.

C-GMBZ, BE90, was observed venting fuel from the right engine on departure. Tower advised the pilot of the situation. The pilot shutdown the engine and landed safely on runway 31 left with ERS standing by. No other aircraft affected. Maintenance found that the locking pin for a nut in the right wing tank fuel cap locking mechanism was not engaged. The nut backed off, allowing the fuel cap to float up in the filler hole. It was determined that about 80 litres of fuel had escaped. The fuel cap was repaired and the aircraft returned to service. The operator will be submitting an SDR to TC.

The pilot of a Beechcraft Kingair BE90, reported a flat tire at 1739Z and later reported both main tires were flat. The aircraft was 4000 feet from the threshold of runway 33 - was parked on the runway and a NOTAM was issued.

C-GJNS, VFR Buttonville to Waterloo, did not follow ATC instructions that were received and acknowledged. Aircraft came within close proximity of BE90, 2 nm southwest of YKF. An occurrence report will be filed. Ops. Impact -- unknown.

C-FWAM, (G159) IFR, departing runway 07. TGO968, (BE90) IFR, arriving runway 07. TGO968 overshot runway 07, resulting in possible loss of required separation. Ops. Impact -- unknown.

Five miles south of Southport, a pilot of a BE90 King Air, reported an unsafe gear indication. The incident is being investigated by Field Aviation.Air1: BE90Air2: BE90Air3: Occurrence: Aircraft IncidentClass: FFCategory: 213

MNRK91, BE90, Time Air flight 1303, a Fokker F-28 aircraft, departed Winnipeg International Airport for a flight to Regina, Saskatchewan. Monarch 91, a Beechcraft King Air 90, was inbound to Winnipeg from Dauphin, Manitoba. Monarch 91 was approximately 10 miles north-west of Winnipeg, entering a down-wind left-hand for runway 31 descending to 4000 feet. Time Air 1303 departed runway 31 on a FAVIT 4 departure, climbed runway heading to 4000 feet and turned left proceeding towards FAVIT. The two aircraft passed with approximately 2 miles lateral separation and 200 feet vertical separation.

BE90 KING AIR C-GLRR - EXPERIENCED COMPLETE ELECTRICAL FAILURE IN FLIGHT AT FL190. PROCEEDED TO EDMONTON MUNI AND LANDED SAFELY. TIME - 0548Z. ACTION - SAH. MAITENANCE FACILITY IN EDMONTON REPORTED REPLACING A FAULTY LEFT STARTER/GENERATOR, OVER VOLTAGE RELAY, AND CHARGING THE BATTERY.

BE90 KINGAIR MONARCH AIR 91 - A/C ENROUTE CALGARY TO VANCOUVER DID AN APPROACH AT CASTLEGAR. ON MISSED APPROACH, A/C DID NOT STOP CLIMB AT MISSED APPROACH ALTITUDE OF 9000' BUT WAS CLIMBING TO 16000'. TIME = 2035. ACTION = TAR.

BE90 KING AIR AWOOD AIR LTD C-GASR - THE A/C RETURNED SHORTLY AFTER DEPARTURE DUE TO AN ILLUMINATING SAFETY LIGHT. THE A/C LANDED SAFELY AS CFR VEHICLES STOOD BY. TIME = 0236Z. ACTION = TAH.

BE90 KING AIR MONARCH AIRWAYS - AN INSPECTION PANEL POPPED OPEN AFTER TAKE-OFF. THE PILOT RETURNED AND LANDING SAFELY. TIME = 2030Z.

BE90 KING AIR TGO944 - AFTER TAKE-OFF FOR LOCAL FLIGHT, GEAR WOULD NOT RETRACT. A/C LANDED RWY 06L WITH ERS ON STANDBY. A/C TAXIED CLEAR OF RWY. NO REPORTED DAMAGE OR INJURIES. OPS IMPACT - NONE. TIME = 1818Z. ACTION = PAF, PAH.

C310 TWIN CESSNA N69811 - A BE90, TGO857, WAS INBOUND FOR YAM APPROX 35 NM SE OF A/P ON V300 AT 7000'. C310 WAS GIVEN AN APPROACH CLEARANCE TO DRUMMOND ISLAND, WITH INSTRUCTIONS TO LEAVE 7000'. PILOT DID NOT COMPLY FOR APPROX 15 NM. BOTH A/C WERE TURNED 30 DEGREES RIGHT. A/C CAME WITHIN 5.5 MILES OF EACH OTHER, WHEN TEN MILES WERE REQUIRED. OPS IMPACT - NONE. TIME = 1508Z. ACTION = PAE.

BE90 KINGAIR NOMARCH89 - A C172, C-GRZD, REPORTED THAT FUEL WAS VENTING FROM RIGHT ENGINE OF PREVIOUS DEPARTURE (MONARCH89). SAULT TOWER ADVISED YYZ ACC OF SITUATION OPS IMPACT - UNKNOWN. TIME = 1905Z. ACTION = PAX, PAH.

BE90 KING AIR AIR SCHEFFERVILLE C-FCGM - IN CRUISE FLIGHT, LEFT ENGINE CHIP DETECTOR WARNING LIGHT ILLUMINATED. CREW CARRIED OUT PRECAUTIONARY SHUTDOWN AND REQUESTED ERS. LANDED SAELY. MNTNCE FOUND METAL ON CHIP DETECTOR. PROCEDURES FROM ENGINE MANUFACTURER AND OVERHAUL FACILITY WRE FOLLOWED AND NO MORE METALWAS FOUND ON FOLLOWING GROUND RUNS. A/C WAS RETURNED TO SERVICE. ENGINE HAD JUST BEEN OVERHAULED AND METAL ON THE DETECTOR WAS CONSIDERED NORMAL. FROM TSB INITIAL NOTIFICATION. TIME = 1900Z. ACTION = PAX, PAH, PAE.

BE90 KINGAIR TGO975 - CREW REJECTED TAKE-OFF DUE TO PROP PROBLEM. NO FURTHER INCIDENT. TIME = 2237Z.

BE90 KING AIR C-FHWI & C414 CHANCELLOR C-GKKI - BE90 WAS ENROUTE FROM STONY RAPIDS VIA LA RONGE V303 AT FL170, ESTIMATING PRINCE ALBERT AT 2315Z. C414 WAS ENROUTE FROM LARONGE V303 TO PRINCE ALBERT AT FL110. ESTIMATING PRINCE ALBERT AT 2325Z. BE90 TAS WAS 210 KTS, C414 TAS WAS 190 KTS. AT 2304Z, BE90 WAS CLEARED TO 5000 FT AND AT 2309Z, BE90 CONFIRMED OUT AT FL120 WHEN QUERIED ABOUT HIS ALTITUDE. SHORTLY, DISTANCE MEASURING EQUIPMENT WAS ESTABLISHED AND PROBLEM WAS SOLVED. TIME = 2304Z.

BE90 C-GMBX - A/C BLEW A LEFT MAIN TIRE ON LANDING. POST INCIDENT BRAKE & TIRE EVALUATION DID NOT REVEAL ANY ABNORMALITIES. TIME - 1442Z. ACTION - NIL.

BE90 MONARCH90 - A/C LANDED ON RWY 01 & BLEW RIGHT MAIN TIRE. TOWER PERSONNEL NOTICED SMOKE FROM THE TIRE & ADVISED THE AIRCRAFT CREW. CREW DECLARED EMERGENCY & SHUT DOWN THE AIRCRAFT ON RWY. TIRE WAS REPLACED & A/C WAS MOVED. RWY WAS CLOSED FOR APPROX. 1 HOUR. TIME - 2205Z. ACTION - NIL.

BE90 MNRC88 - MNRC88 LANDED ON RWY 13R. THEN BACKTRACKED ON RWY & CLEARED ON TAXIWAY BRAVO. A/C THEN CONTACTED GROUND & WAS CLEARED TO TAXI TO APRON. CONTROLLER ASSUMED MNRC WAS ON TAXIWAY DELTA (A/C ON BRAVO). PILOT OF MNRC88 HELD SHORT OF RWY 13L WHEN HE NOTICED PRFT06 ON SHORT FINAL. SOUTHPORT TOWER MANAGER & CATC FLIGHT SAFETY OFFICER ARE INVESTIGATING. TIME - 1542Z. ACTION - NIL.

DC3 DAKOTA C-FRSA - REPORTED INBOUND ON ONE ENGINE & REQUESTED PRIORITY LANDING. LANDED SAFELY AT 2111Z & TAXIIED OFF RWY UNDER ITS OWN POWER. A BE90 DELAYED DEPARTURE. MAINTENANCE DETERMINED EXTERNAL DRIVE HAD STRIPPED ON LEFT MAGNETO. MAGNETO & DRIVE ASSEMBLY WERE REPLACED. A/C RETURNED TO SERVICE. WX 2100Z- 60SCTD 15 2412G18 981 CU1. TIME - 2107Z.

2 BE90 KING AIR MNRC87 & MNRC86 - MNRC87 WAS ON A MISSED APPROACH AT BRANDON CLIMBING TO 7000, IFR TO WINNIPEG. MNRC86 WAS INBOUND TO BRANDON FROM PORTAGE LA PRAIRIE, IFR 8000 FT. MNRC86 WAS CLEARED TO THE BRANDON VOR NO DELAY EXPECTED. 1 MINUTE LATER, MNRC86 REPORTED COMMENCING THE APPROACH. A/C WAS IMMEDIATELY TOLD TO MAINTAIN 8000. PRELIMINARY INVESTIGATION INDICATES MNRC86 MISUNDERSTOOD THE CLEARANCE TO THE VOR AS A CLEARANCE FOR A VOR/DME APPROACH. TIME = 1550Z.

BE90 KING AIR 90 C-???? - THE CREW OF A/C ON FINAL APPROACH FOR RWY 13R NOTICED 2 PEDESTRIANS STANDING AT THE APPROACH END CENTERLINE AT THE EDGE OF THE RWY. THE CREW RECONFIRMED THEIR PRESENCE UPON BACK-TRACKING. THE FIREHALL WAS NOTIFIED AND THE RCMP INFORMED. AT 0320Z, THE RCMP WERE ON SITE. TIME = 0300Z.

BE90 KING AIR C-GMBW - A/C COMPLETED A TOUCH-AND-GO ON RWY 31L. JUST AFTER LIFT-OFF, THE PILOT DECLARED AN EMERGENCY AND ADVISED THE TOWER OF A FLAP PROBLEM. A/C RETURNED AND LANDED SAFELY AT 1552Z. TIME = 1548Z.

BE90 KING AIR C-GTWW -KENORA FSS CALLED AT 1512Z AND STATED THAT BE90 HAD REPORTED GEAR TROUBLE AND REQUESTED ERS STANDBY. A/C LANDED SAFELY. TIME = 1512Z.

BE90 KING AIR MONARCH87 - REPORTED ENGINE PROBLEMS WHEN ON FINAL RWY 31L. LANDED WITHOUT INCIDENT AT 1735Z. OIL TO FUEL THERMOSTATIC VALVE HAD MALFUNCTIONED CAUSING FUEL TO OVERHEAT RESULTING IN FLUCTUATING FUEL FLOW, ITT, TORQUE, & N1 READINGS. TIME = 1731Z.