November 17, 2017


An Orca Airways Piper PA-31-350 (C-GPAK/ORK151) on a flight from Vancouver, BC (CYVR) to Qualicum Beach, BC (CAT4) filed their flight plan as a Beech BE99, however the aircraft departed as a Piper PA-31-350. No operational impact.

February 3, 2017


UPDATE: TSB REPORT#A17P0021: C-FWIK, a Beech BE99 aircraft operated by Orca Airways, was conducting flight ORK500 from Vancouver Intl, BC (CYVR) to Victoria Intl, BC (CYYJ). Shortly after takeoff, the flight crew experienced difficulty retracting the landing gear. The aircraft returned to CYVR and landed without further incident. The operator?s investigation revealed that improper procedures were followed during maintenance work on the landing gear system.
UPDATE: JRCC Victoria SARSUM Report#[V2017-00186]: (491163N 1231107W - CYVR : Vancouver, BC). Vancouver Airport Operations called to report that an Orca Air flight had declared an airborne emergency following an unsafe gear indication. Sea Island was put on standby. The aircraft landed safely at CYVR without further incident.
An Orca Airways Beech B99 (C-FWIK/ORK500) from Vancouver, BC (CYVR) to Victoria, BC (CYYJ) departed Runway 08R and had to return due to an equipment issue and landed safely. No operational impact.

December 13, 2015


An Orca Airways Ltd Beech B99 (C-FWIK/ORK99) from Vancouver, BC (CYVR) to Calgary, AB (CYYC) was departing behind a Jazz de Havilland DHC-8-301 (C-GMON/JZA8416) from Vancouver, BC (CYVR) to Kelowna, BC (CYLW) with less than the required wake turbulence spacing. Only 3.4NM existed where 4NM should have existed.
UPDATE: TSB#A15P0242 - C-FWIK, a Beech BE99 operated by Orca Airways as flight ORK99 from Vancouver Intl, BC (CYVR) to Calgary Intl, AB (CYYC) was taking off behind a de Havilland Dash 8, C-GMON, operated by Jazz as flight JZA8416 to Kelowna, BC (CYLW) with less than the required wake turbulence spacing. Lateral separation was reduced to 3.4 nautical miles where 4 nautical miles is prescribed. C-FWIK did not encounter wake turbulence.

June 3, 2011


PAG113 BE99 departed Winnipeg at 1242z. Returned to Winnipeg due to open baggage door. Landed safely at 1248. No other aircraft affected. No operational impact.

February 18, 2010

Incident at WINNIPEG / JAMES ARMSTRONG RICHARDSON INTL MB (CYWG) (Conflict - loss of separation, ATS operating irregularity)

UPDATE A10C0019: A Beech 99, C-FRQI operated by Perimeter Aviation as flight PAG112, was vectored onto the runway 31 ILS by Winnipeg terminal and subsequently transferred to Winnipeg tower. The terminal controller planned a minimum of 2 NM spacing between PAG112 and the subsequent flight, a Beech 200 registration C-GFOL operated by Keystone Air Service as flight KEE209. The controller's separation plan was based on automatic control transfer (ACT) between terminal and tower. However, ACT was not in force and the required separation was 3 NM. Spacing between PAG112 and the KEE209 decreased to 2.3 NM during the arrival.
PAG112 BE99 and KEE209 BE20 were inbound from the North. The Terminal Arrival Controller issued vectors and planned to establish both aircraft on final with a minimum of 2 miles spacing. The Controller did not realize that Automatic Control Transfer was not in effect with the Tower and 3 miles spacing was required. Separation decreased to 2.3 miles.

July 13, 2008


The tire of the private American-registered Flanagan Enterprises (Nevada) Inc. Beech BE99, VFR Pitt Meadows (CYPK) to CYPK, blew on landing. The aircraft taxied off the active runway. There was no impact to operations.

July 30, 2008

Incident at SARNIA (CHRIS HADFIELD) ON (CYZR) (ATS operating irregularity)

The Skylink Express Inc. Cessna 208 aircraft (operating as SKK808) was on an IFR flight from Sarnia (Chris Hadfield) Airport (CYZR) to London (CYXU). The Freight Runners Express Inc. (Milkaukee WI) Beech 99 aircraft (operating as FRG4221) was on an IFR flight from Hamilton (CYHM) to St Clair County International Airport Port Huron, Michigan, USA (KPHN). The C208 departing Sarnia eastbound conflicted with a BE99 westbound at 4000 feet approximately 6 east of Sarnia. The controller issued a departure clearance for the C208 to maintain 3000 feet. Upon contact after departure the controller issued a clearance to maintain 4000. The controller observed the C208 climb through 3000 feet and subsequently re-cleared him to 3000. Separation reduced to 3.7 NM and 400 feet before being re-established.
UPDATE From TSB Daily Notification Log 05-08-2008 Occurrence Summary A08O0205: The Beech 99 airplane, operating as Freight Runners flight 4221, was en route IFR from Hamilton to Port Huron/St. Clair County airport and was approaching the Sarnia NDB from the east level at 4000 feet. A Cessna 208 Caravan airplane, operating as Skylink flight 808, was departing Sarnia on an IFR flight to London and had been issued a departure clearance on the ground to climb to 3000 feet and proceed direct to London. Upon contact after takeoff, the ATS controller unintentionally issued a clearance to maintain 4000 feet which was read back, but the error not detected. The controller observed the Cessna 208 climb through 3000 feet and immediately recleared it to maintain 3000 feet. Separation reduced to 3.7 nm/400 feet, where 5 nm/1000 feet is required, before separation was re-established.

December 24, 2007


Ameriflight Beech BE99 flight AMF5452, IR Bellingham to Vancouver was issued a descent clearance to 8,000 feet. Pilot read back 8,000. Aircraft observed on radar to be descending below 7,800 feet and was reissued 8,000. Aircraft descended to 7,500 feet before climbing back to 8,000.

July 19, 2006


Transport Canada Flight TGO990 a Beech BE99 reported a bird strike while departing on Vancouver Runway 08R. The runway was closed for inspection from 1652Z to 1700Z. No remains were found.
UPDATE from Aerodrome Safety: No further action required. The Vancouver Airport has a wildlife program in place meeting the regulatory requirement of CAR 302.

February 15, 2006

Incident at HAY RIVER / MERLYN CARTER AIRPORT NT (CYHY) (Incursion - runway - vehicle, Aerodrome - other)

CARS operator initially approved a Blower to enter the manoeuvring area but then attempted to rescind the approval. the blower entered an area of runway 04/22 and a short while later a BE99 landed on runway 31. No direct conflict.

August 29, 2006


CME9721 BE99 enroute Moncton (CYQM) to Montréal (CYUL) returned to Moncton due to failure of landing gear retraction. Nil TSB

March 29, 2005


Ameriflight flight AMF1708 was changed at the last minute from Swearingen SW3 (med) to a Beech BE99 (lght) but not refiled. The pilot claims to have advised Seattle (Boeing Field) but the change was not passed on. No operational impact. SEA ARTCC advised.

February 10, 2005

Incident at WABUSH NL (CYWK)

CME9732 BE99 departing Wabush (CYWK) to Goose Bay (CYYR) aborted takeoff on runway 18 from Wabush at 1235Z. Pilot said that their brakes ""did not feel right"". Pilot confirmed that no assistance was required and returned to the apron. No impact. Nil TSB
Maintenance and Manufacturing:Pilot thought a brake was dragging,instead there was a flat tire causing the drag.

January 20, 2005


Maintenance and Manufacturing Update: Gear intransit light came on shortly after gear retraction. Maintenance had replaced mlg door linkage parts & c/o retraction test before this flight. Subsequent retraction found mlg doors rigged too tight causing uplock switch to break contact.
CME9721 BE99 departing Moncton (CYQM) for Montréal (CYUL) at 0444Z. Shortly after departure, CME9721 requested a return to Moncton due to an unspecified cockpit indicator light. Aircraft landed in Moncton at 0457Z without incident.

July 9, 2004

Incident at ST-GEORGES QC (CYSG)

The Prince Edward Air BE99, was conducting an instrument flight rules (IFR) flight between Moncton (CYQM) and Dorval (CYUL). While in cruise flight at 8 000 ft near the American border, the pilot requested to land at the closest airport due to smoke in the cockpit. Air traffic control (ATC) services lost contact with the aircraft when it was at 2 500 ft and 2 NM on final for the St-Georges airport (CYSG). Police services and Trenton were notified. Ten minutes later, the company dispatcher notified the area control centre that the aircraft had landed without further incident.
Update #1: The number and class of TSB investigation were added. The aircraft registration was added. Ajout de l'immatriculation de l'aéronef.

July 19, 2004

Incident at SIOUX LOOKOUT ON (CYXL) (Conflict - potential, Communication error, Alleged Canadian Aviation Regulations (CARs) infraction)

1945Z the owner/operator of Slate Falls Airways called YXL FSS to advise of N112SS taxiing at the water base and apparently unfamiliar with MF and aerodrome procedures. Subsequent telephone calls indicated that the pilot made 2 attempts to take-off prior to actually departing. N112SS did depart at 2015Z and attempts to establish communication prior to and immediately after were unsuccessful. N112SS was observed to depart eastward along the waterfront, then turn towards the airport crossing the threshold of Rwy 34 before passing east of the FSS cab and west of the NDB returning over the threshold of Rwy 16 before turning northbound. N112SS did make a call airborne and north bound passing through the runway environment but attempts at further communication were unsuccessful. BLS01T a BE99 doing a touch and go Rwy 34 diverted course due to the uncertainty of N112SS's flight path.

February 20, 2004


Supplemental information from T.S.B. Initial Notification (#A04C0039): Air Bravo flight AB700, a Rockwell 700 aircraft, registration C-GBCM departed Thunder Bay on a medivac to Geraldton. Approximately 20 nautical miles out of Thunder Bay, the right engine (Lycoming TIO-540) began to run rough. The aircraft returned to Thunder Bay with ARFF on stand-by for the landing. The aircraft then landed without further incident. The operator advised that while taxiing to the ramp, the engine condition cleared up and a subsequent inspection of the aircraft revealed no anomalies.
The Air Bravo Corp. aircraft (AC11)(operating as AB700) was an IFR flight that departed the Thunder Bay Airport (CYQT) for the Geraldton Airport (CYGQ). When 20 nm northeast, the pilot advised that he was returning to CYQT due to a rough-running engine. AB700 landed at 1633Z with ARFF standing by. Ops. impact -- A Bearskin Lake Air Service BE99 was delayed 5 minutes.

August 26, 2004

Incident at WABUSH NL (CYWK) (TCAS alert)

SPR901 SF34 enroute Goose Bay to Wabush level at 10,000 feet received a TCAS alert on CME1299 BE99 enroute Wabush to Goose Bay at 9,000 feet. Both aircraft were confirmed to be at assigned altitudes. No loss of separation. Nil TSB

July 27, 2004


CME7721, a BE99 IFR CYQM CYUL, departed runway 29 at CYQM at 0339Z. The pilot advised the tower of door open indication and requested landing runway 11. No assistance required. Aircraft landed safely and subsequently departed without further incident at 0352Z. Nil TSB

April 10, 2004

Incident at Gander Low Oceanic

C-FPCD BE99 was enroute Iqaluit to Nuuk. Gander ACC was unaware of VFR C-FPCD operating Iqaluit to Nuuk until flight made contact with Nuuk. Aircraft had flight planned to operate above 5,500 feet on this route and no radio contact and no position reports were made indicating the operating altitude while in Gander Ocean. On the return, C-FPCD flight planned VFR at 8,500 feet and was advised VFR not permitted above 5,500 feet and subsequently operated at 4,500 feet while on the ocean. Nil TSB

November 6, 2003


The Bearskin Lake Air Service Ltd. aircraft (BE99)(operating as BLS311) was an IFR flight that departed the Sioux Lookout Airport (CYXL) for the Red Lake Airport (CYRL). BLS311 aborted take-off due to an unspecified reason, taxied back to the threshold and departed without further incident.

October 5, 2003

Incident at RED LAKE ON (CYRL) (Incursion - runway - animal)

The Bearskin Lake Air Service Ltd. aircraft (BE99)(operating as BLS311) was a VFR flight that departed the Sioux Lookout Airport (CYXL) for the Red Lake Airport (CYRL). BLS311 did a missed approach to runway 26 due to geese on the runway. BLS311 landed without further incident on runway 08 and advised that no bird strike had occurred.

September 19, 2003

Incident at RED LAKE ON (CYRL) (ATS operating irregularity)

The Perimeter Airlines Ltd. aircraft (BE95) (operating as PAG909) was an IFR flight that departed the Red Lake Airport (CYRL) for the Winnipeg International Airport (CYWG). The Bearskin Lake Air Service Ltd. aircraft (BE99)(operating as BLS362) was an IFR flight that departed CYRL for the Sioux Lookout Airport (CYXL). An Operating Irregularity occurred involving PAG909 and BLS362. After PAG909 departed CYRL, cleared to maintain 6000 feet, BLS362 was cleared to CYRL via R6 / to maintain 9000 feet / depart runway 08 / proceed on course / not above 5000 feet until 10 miles southeast of CYRL. Prior to issung the clearance for BLS362, PAG909, when asked, stated his position as on course, 10 miles southwest of CYRL, leaving 3600 feet. The controller thought PAG909 has said he was leaving 5600 feet.

September 17, 2003


The Bearskin Lake Air Service Ltd. aircraft (BE99)(operating as BLS6713) was an IFR flight that departed the Sioux Lookout Airport (CYXL) for the Pikangikum Airport (CYPM). BLS6713 struck a seagull on take-off from runway 16. BLS6713 cancelled IFR and returned to CYXL. The pilot subsequently reported that there was no damage to the aircraft.

August 2, 2003


The Bearskin Lake Air Service Ltd. aircraft (BE99)(operating as BLS6527) was an IFR flight that departed the Round Lake (Weagamow Lake) Airport (CZRJ) for the Sioux Lookout Airport (CYXL). BLS6527 reported a bird strike on final for runway 16. There was no reported damage.

July 21, 2003


The Bearskin Lake Air Service aircraft (BE99)(operating as BLS316) was an IFR flight that departed the Keewaywin Airport (CPV8) for the Sioux Lookout Airport (CYXL). BLS316 advised FSS of a possible stuck gear at 1834z and requested a low approach to verify that the gear was down. FSS asked the pilot if any other assistance was required. The gear appeared down, then BLS316 flew a circuit and landed on runway 34 without further incident at 1842z.

May 11, 2003


The Bearskin Lake Air Service Ltd. aircraft (BE99) (operating as BLS02T) was a VFR flight that departed the Sioux Lookout Airport (CYXL) for the Dryden Regional Airport (CYHD). BLS02T departed CYXL for a training flight and advized they had a door warning light indication. BLS02T returned to CYXL and landed without further incident. No inconvenience was caused to other aircraft.

May 4, 2003


The Bearskin Lake Air service Ltd. aircraft (BE99)(operating as BLS01T) was a local VFR flight that departed the Sioux Lookout Airport (CYXL). BLS01T departed at 1507Z to do a training flight to the southwest. At 1511Z, BLS01T reported an unspecified problem, required no assistance and was returning to land. BLS01T landed without further incident at 1518Z.

February 10, 2003

Incident at RED LAKE ON (CYRL)

The Bearskin Lake Air Service Ltd. aircraft (BE99) (operating as BLS367) was an VFR flight which departed the Deer Lake Airport (CYVZ) for the Red Lake Airport (CYRL). BLS367 reported inbound to CYRL at 2219z with one engine unserviceable. BLS367 indicated that no emergency assistance was required and that they may need a tow off the runway after landing. The CYRL Airport Manager was advised. BLS367 landed without further incident and taxied off runway at 2241z without assistance.

April 4, 2003


Update - Maintenance and Manufacturing - A Metal Tab that actuates the indicator light microswitch for the RH baggage door was found bent enough to prevent a positive actuation of the switch, causing warning light to come on after departure.
CME7721 BE99 departing Moncton reported a Door Opening Warning and request return to the airport. Flight landed Safely 0500. Nil TSB

December 17, 2002


Update from TSB 2002/12/24: A02C0265: The Bearskin Lake Air Service Beech 99, C-GFQC, was on approach to Round Lake, ON. when the landing gear could not be selected down. The aircraft overshot and continued to Sioux Lookout, the company's base. After exhausting the checklist procedures, the nose gear would only partially extend. The aircraft was landed on the mains and the nose lowered at slow speed with the engines shut down and feathered. There were no injuries. Information provided indicated that the end cap of the nose gear actuator fractured and hydraulic fluid was lost. The company has submitted an SDR. This is the second end cap fracture that the company has experienced within six months. The company has forwarded one end cap to a commercial laboratory for analysis. The second end cap will be analysed by TC.
The Bearskin Lake Air Service Ltd. aircraft (BE99) (operating as BLS327) was a VFR flight that departed the Round Lake (Weagamow Lake) Airport (CZRJ) and was inbound to the Sioux Lookout Airport (CYXL). BLS327 advised FSS that they had a gear indication problem. BLS327 initially circled the CYXL area attempting to get the gear down but, when unsuccessful, declared an emergency. AFF was put on standby. BLS327 landed on runway 16 at 0248Z. At approximately mid field on the rollout the nose gear collapsed. BLS327 remained on the centerline of the runway. There were no reported injuries. Ops. impact -- Runway 16 was Notamed closed and was expected to return to service at 2002/12/17 at 0600Z. One other aircraft diverted to the Dryden Airport (CYHD). One aircraft was held on ground.

November 13, 2002

Incident at SIOUX LOOKOUT ON (CYXL) (Alleged Canadian Aviation Regulations (CARs) infraction, ATS operating irregularity)

The Keystone Air Service aircraft (PA31) (operating as registered C-GGQU) was an IFR flight which departed the Sioux Lookout Airport (CYXL) enroute to the Pikangikum Airport (CYPM). The Bearskin Lake Air Service Ltd. aircraft (BE99) (operating as BLS318) was an IFR flight which departed the Red Lake Airport (CYRL) and was inbound to CYXL. Air Traffic Control (ATC Kenora sector) issued a clearance to C-GGQU which restricted the climb of C-GGQU to 4000 feet and issued a clearance to BLS318 to maintain 5000 feet. At 1500Z, radar information indicated that C-GGQU was climbing through 2800 feet, and at 1501, climbing through 4000 feet. ATC requested Sioux Lookout FSS to instruct C-GGQU to make contact on the ATC Centre frequency and also instructed BLS318 to turn left. At 1502Z, C-GGQU was level at 5000 feet and contacted ATC. ATC, for separation, also turned C-GGQU left. The pilot of C-GGQU indicated that there had been a mis-understanding regarding the departure instruction and the clearance. A subsequent review of the Winnipeg ATC and CYXL FSS tapes indicated that the pilot of C-GGQU received and readback the clearance to 4000 feet. Ops. impact -- separation between C-GGQU and BLS318 reduced to approximately 7 miles before vertical separation was established.

February 23, 2002

Incident at SIOUX LOOKOUT ON (CYXL) (Conflict - potential, ATS operating irregularity)

Bearskin flight 309 (BLS309), a BE99 enroute from Wunnummin Lake (CKL3) to Sioux Lookout (CYXL) was cleared for an approach to Sioux Lookout at 1904Z and descended below radar coverage approx. 15nm north at 4,000 feet. Subsequently Bearskin flight 01T (BLS01T), holding northwest of Sioux Lookout at 9,000 feet, requested a clearance to Sioux Lookout. A clearance for an approach to Sioux Lookout was issued to BLS01T at approx. 1914Z. Shortly after clearance was issued to BLS01T, Sioux Lookout FSS called with a down time of 1916Z on BLS309. The controller recognized the error and reported the incident to the Supervisor immediately. The preliminary investigation revealed a technical loss of separation occurred between BLS309 and BLS01T as BLS01T was descending through 7,000 on radar with a clearance to Sioux Lookout when BLS309 was reported down.

June 18, 2002


CME7721 BE99 aborted takeoff runway 29 due to Door Indicator Light. Aircraft taxied to position runway 11 and departed without further incident. Nil TSB
Update from Maintenance & Manufacturing Received 2002/06/24 - This was actually a nose baggage door gave unsafe indication. Pilot opened & relatched door & light extinguished. Maintenance inspected the mechanism at it's next opportunity and no discrepancies were noted.

January 8, 2002


Update Jan 8, 2002. Maintenance and Manufactruing. VOR needle pointing wrong way. Pilot discovered wrong frequency was selected. After return to Moncton, a fuel cap was discovered leaking which maintenance corrected.
CME1299 BE99 shortly after departure from Moncton reported an equipment problem with ""a guage reading backwards"" and requested return to Moncton. Aircraft landed at 0700z. No assistance required. Nil TSB

January 20, 2001


CME1299, a Prince Edward Air BE99, had taken off from Rwy 24L at Dorval (CYUL) on an IFR flight to Wabush (CYWK). When it was 5 miles northwest of the airport, the pilot declared an emergency because one of the engines was on fire and requested to turn back to Dorval. He was cleared to land on the runway of his choice. He landed on Rwy 10 with emergency services standing by to stabilize the situation. Damage to the engine only is reported. CME1299, BE99 de Prince Edward Air, avait décollé de la piste 24L à Dorval (CYUL) pour un vol aux instruments (IFR) à destination de Wabush (CYWK). Alors qu´il se trouvait 5 milles au nord-ouest de l´aéroport, le pilote a déclaré une urgence car un des moteurs était en feu et il a demandé un retour à Dorval. Il a été autorisé à atterrir sur la piste de son choix. Il a atterri sur la piste 10 avec les services d´urgence qui l´y attendaient pour stabiliser la situation. Des dommages au moteur seulement sont rapportés.
UPDATE: The TSB initial notification number and investigation class have been added. The aircraft registration has been added. The TSB reports that, during climbout, a thump was heard coming from the right engine followed by flames issuing from the right engine nozzle. The pilot-in-command decided to shut down the engine, declared an emergency, turned back and landed at Dorval Airport without incident. The inspection performed by the maintenance crew on the P&W PT6-28 engine discovered that one of the compressor turbine blades had come loose from the disc root. The internal damage was considerable. The engine is going to be returned to the manufacturer for analysis. The TSB is awaiting a date for the dismantling of the engine. Mise à jour: Le numéro de l´avis initial et la classe d´enquête du BST ont été ajoutés. L´immatriculation de l´appareil a été ajoutée. Le BST rapporte que durant la montée initiale un bruit sourd provenant du moteur droit s´est fait entendre suivi de flammes émanant de la tuyère du moteur droit. Le commandant de bord décide de fermer le moteur, a déclaré une urgence et effectué un demi-tour pour revenir atterrir sans problème à l´aéroport Dorval. L´inspection effectuée par l´équipe d´entretien sur le moteur P&W PT6-28, a permis de découvrir qu´une des pales de la turbine du compresseur s´était détachée à l´emplanture du disque. Les dommages internes sont considérables. Le moteur va être retourné au manufacturier pour analyse. Le BST est en attente d´une date pour le démantellement du moteur.

March 23, 2000


Le vol CME 1299 de la compagnie PEI Air (BE99) était parti de Moncton (CYQM) pour un vol aux instruments (IFR) à destination de Dorval (CYUL). Le train d´atterrissage s´est affaissé à l´atterrissage de l´aéronef sur la piste 24R. La tour de contr,le a fait appel aux services d´urgence via l´alarme d´écrasement (crash bell). Les 2 personnes à bord n´ont pas été blessées. La piste a été fermée par NOTAM jusqu´à 1135Z. Aucun autre impact sur l´exploitation. MISE À JOUR 05-04-00: Le B.S.T. rapporte que lors de l´atterrissage, les 3 voyants lumineux de couleur verte indiquaient que le train d´atterrissage était sorti et verrouillé. L´appareil a touché la piste fermement. Sans quitter le sol, il s´est toutefois élevé jusqu´à l´extension maximale des amortisseurs avant que le poids de l´appareil compresse les amortisseurs et permette une meilleure adhérence avec la surface de la piste. La roue de nez s´est déposée sur la piste et quelques secondes plus tard le train principal droit s´est affaissé suivi immédiatement par le train principal gauche. Aucun incendie ne s´est déclaré et personne n´a été blessé. Selon le personnel de l´entretien, l´appareil a subi des dommages aux hélices, aux volets intérieurs gauche et droit ainsi qu´au revêtement ventral. Il a également été constaté que les vérins de chaque train principal étaient cisaillés et qu´ils ont endommagé le longeron principal. La vérification de l´appareil se poursuit et des détails suivront sous peu. PEI Air Flight CME 1299 (BE99) had departed Moncton (CYQM) on an IFR flight to Dorval (CYUL). The landing gear collapsed when the aircraft landed on Rwy 24R. The Control Tower called emergency services using the crash bell. The 2 persons on board were not injured. The runway was closed by NOTAM until 1135Z. No further impact on operations. UPDATE 05-04-00: The TSB reports that, on landing, the 3 green warning lights indicated that the landing gear was down and locked. The aircraft touched down hard on the runway. It did not leave the ground, but rose to the maximum extension of the shock struts before the weight of the aircraft compressed the struts and allowed better adhesion with the runway surface. The nose wheel settled on the runway, and a few seconds later the right main landing gear collapsed, followed immediately by the left main landing gear. No fire broke out, and no one was injured. According to the maintenance staff, the aircraft suffered damage to the propellers, the left and right inboard flaps and the belly skin. Each of the main landing gear rams was also found to have sheared off, damaging the main spar. Inspection of the aircraft is continuing, and details will follow shortly.

February 2, 2000

Incident at SEPT-ÎLES QC (CYZV)

Comet 1199, un BE99 de la compagnie Prince Edward Air, effectuait un atterrissage selon les règles de vol aux instruments (IFR) à Sept-Iles (CYZV). L'aéronef s'est immobilisé sur la piste 09-27 à cause d'un frein gelé. La piste est restée non diponible pendant 30 minutes. Un B190 de la compagnie Régionnair a été retardé de 18 minutes et Air Nova 725 de 12 minutes. Comet 1199, a Prince Edward Air BE99, was making an IFR landing at Sept-Iles (CYZV). The aircraft came to rest on Rwy 09/27 due to a frozen brake. The rwy was unavailable for 30 minutes. A Régionnair B190 was delayed for 18 minutes and Air Nova 725 for 12 minutes.

July 27, 2000

Incident at Iqaluit, NT (Conflict - loss of separation)

As a result of N10PW a BE36 not adhering to his clearance to maintain 10,000 feet WICA, a loss of separation ensued when this aircraft reported 35 DME, 070 radial Frobisher Bay at 6,000 feet where BKA492 a BE99 inbound on the 062 radial Frobisher Bay 37 DME at 6,000 feet had just been cleared for the approach one minute previous and communication transfer to the FSS had been effected. Through data position communication with FSS, it was confirmed that BKA492 was passing 3,600 feet in descent. A regulatory infraction report will be filed. OPI - Enforcement

December 28, 2000


CME1299 BE99 departing Moncton for Montréal aborted takeoff due to an open baggage door. Nil TSB

December 14, 2000

Incident at WABUSH NL (CYWK) (Aerodrome, runway or taxiway shutdown)

Incident #s 2000A0730 & 2000A0734: This recurring problem is mostly with one aircraft with Cleveland brakes installed. The brake manufacturer has been contacted for any information they may have. The company is also implementing a new operating procedure in an attempt to prevent freezing of brakes following departures from slushy runways. This involves warming the brake by using brake pressure to control taxi speed (instead of prop pitch) and applying some brake pressure during the takeoff roll so any moisture will dry before freezing.
CME1299 BE99 landed Wabush at 1156z. Brakes locked up after landing and aircraft disabled on runway. Assistance provided by ground crew (glycol) and Runway Foreman. Aircraft taxiied off runway unassisted at 1251z. Runway notamed closed from 1223z til 1252z. (Voice advisory on runway closure from 1156z-1223z). Two aircraft were delayed departing Sept. Isles. Nil TSB

December 13, 2000

Incident at WABUSH NL (CYWK)

CME1199 BE99 landing Wabush reported that the brakes had locked up and possibly flattened two tires. No loss of control or damage. Nil TSB

October 28, 2000

Incident at GOOSE BAY NL (CYYR)

CME199 BE99 shortly after departure at 0150 advised having difficulty keeping the aircraft flying straight and requested to return to Goose.Bay vectored to Goose using right hand turns at pilot´s request, landed at 0200. TSB Evaluating. Update November 8, 2000 from Maintenance and Manufacturing. No mechanical defect found. Suspect airframe ice buildup on one side. A/C was de-iced before departure but fluid used has short holdover time. A00A0167: CME 1199 was to be an IFR cargo flight from Goose Bay to Wabush. Shortly after departure the pilot advised of difficulty in keeping the aircraft flying straight, and requested a return to Goose Bay. The aircraft was provided with vectors back to Goose Bay and the aircraft landed uneventfully. No mechanical reason for the control difficulties were found by company maintenance. Icing conditions existed at Goose Bay prior to the aircraft´s departure, and the aircraft had been de-iced. Assessment by the operator was that either there was undetected ice remaining on the aircraft after de-icing, or ice had accumulated in the interval between de-icing and take off. The aircraft has been returned to service.

March 25, 2000

Incident at Wabush NF

CME1299 BE99 while parked on the ramp at Wabush was leaking fuel from the right side engine compartment. Airport staff advised and "Quick Dry" was used to clean up the spill. Fuel spill estimated to be less than one litre. CME1299 departed 1429z for Goose Bay. Nil TSB Update: Maintenance and Manufacturing: A/C registration should be C-FJCC. Minor fuel seepage at filter housing. "O" ring replaced.

January 22, 2000

Incident at Wabush NF (Aerodrome, runway or taxiway shutdown)

CME1199 BE99 landing Wabush Runway 01 advised the FSS that they had a stuck Brake and could not proceed any further. Runway 01 was closed until 0422z. Aircraft was repaired and able to taxi clear. The runway closure cause an approximately 1 hour delay in the departure of ARN877. TSB evalua;ting. More information to come.

January 17, 2000

Incident at Sydney NS

CME110 BE99 landed rwy 07 at 0308. Pilot advised he was shutting down aircraft on taxi "J" due to suspected frozen landing gear brakes. On inspection, pilot discovered that two tires on the left main landing gear had blown out on landing. Taxi "J" closed, no impact on rwy availability. Nil TSB Update: Frozen brakes caused the blown tires. Happened again on this aircraft this morning at another site, one tire on each side. Company is reviewing circumstances and operating procedures, plus contacting other operators of this a/c type, trying to determine a cause and will advise. Information on file MAH Moncton.

January 11, 2000

Incident at Wabush NF

CME1299 BE99 landing Wabush experienced Frozen Brakes on landing. Aircraft was disabled on Runway from 1125z-1220z. TSB Case Closed. Update. Nil TSB Update: Pilot flying indicated that runways were slushy when a/c left Montreal & gear was left down longer than normal to allow slush to blow off. On landing in Wabush, brakes were not completely locked up but a/c stopped very quickly & difficult to taxi. With no reported traffic in area, pilot elected to call for heat. Note: this aircraft has normal landing gear installed (small wheels) and no brake de-ice provisions (bleed air heat option).

September 4, 1999

Incident at SEPT-ÎLES QC (CYZV)

À l'atterrissage à l'aéroport de Sept-Iles (CYZV), CME1299 (BE99) a frappé un goéland avec une hélice. Aucun dommage. Une patrouille pour le péril aviaire avait été effectuée une heure avant l'impact. ***Details*** On landing at Sept-Iles Airport (CYZV), CME1299 (BE99) struck a seagull with a propeller. No damage. A bird strike hazard patrol had been carried out an hour before the strike.

March 16, 1999

Incident at 15nm au nord-est de Dorval

IFR aircraft (BE99) on a flight between Moncton (CYQM) and Dorval (CYUL). When the aircraft (CME117) was about 75 NM east of Dorval, the pilot reported that he thought he had a fuel-gauge problem. The controller therefore assigned him a direct route to Dorval. When the aircraft was about 15 NM northeast of the airport (CYUL), the pilot declared an emergency. He was cleared for a direct approach to rwy 24L. Emergency services were advised. The aircraft landed at 0224Z without further incident. The pilot explained that everything was fine, but he had shut down engine 1. UPDATE: The TSB investigation revealed that the crew of the Beech 99 noticed a gradual loss of oil pressure in the left engine in flight. Further information to follow shortly. Aéronef IFR (BE99) sur un vol Moncton (CYQM) - Dorval (CYUL). Alors que l'aéronef (CME117) était à environ 75nm à l'est de Dorval, le pilote indique qu'il croit avoir un problème avec une jauge à carburant. Le contr,leur lui assigne alors une route directe pour Dorval. Alors que l'aéronef était à environ 15nm au nord-est de l'aéroport (CYUL), le pilote a déclaré une urgence. Il fut autorisé pour une approche directe piste 24L. Les services d'urgence furent avisés. L'aéronef a atterri à 0224Z sans autre problème. Le pilote a précisé que tout allait bien mais qu'il avait fermé le moteur no. 1. MISE À JOUR: L'enquête du BST a révélé qu'en vol, l'équipage du Beech 99 a remarqué une perte de pression d'huile graduelle au moteur gauche. D'autres informations suivront sous peu.

November 4, 1999


The aircraft KFA586 was on an IFR flight from Thunder Bay (CYQT) to Winnipeg Intl. (CYWG). KFA586 advised rolling runway 25 at 0305Z. Take-off was rejected. Prior to FSS inquiring as to why the take-off was aborted, the pilot inquired if another aircraft had just landed on runway 12. KFA586 was informed that nothing had landed or was maneuvering on the surface prior to or during the take-off roll. FSS explained that BLS327, BE99, had landed runway 12 previously and reported clear of runways at 0303Z and on the apron prior to KFA586 commencing take-off roll. After a short pause, KFA586 crew advised the object which they had thought was an aircraft appeared to be a train locomotive going over the overpass in the distance off the far end of runway 25. KFA backtracked and departed runway 25 at 0308Z without further incident. Ops. impact - unknown. S.O.B - Two (2)