An Island Express Air Piper PA-31 (IAX107) was issued a take-off clearance on Runway 08R with insufficient distance behind an Air Canada Rouge Boeing 767-300 (ROU1717) for wake turbulence. No wake turbulence encounter, no operational impact.
UPDATE AOR-259339-V2: Aircraft registration information added for the Island Express Air Piper PA-31-350 (C-FVVS/IAX107) and the Air Canada Rouge Boeing 767-35H (C-GHLK/ROU1717).

An Island Express Air Piper PA-31-350 (C-FVVS/IAX105) from Vancouver/Boundary Bay, BC (CZBB) to Vancouver, BC (CYVR) informed the tower of a gear issue. Tower initiated a pre-cautionary standby and IAX105 landed safely on Runway 26L.
UPDATE from Airworthiness: A Civil Aviation Safety Inspector (CASI) looked into this occurrence. After rectifying a related landing gear defect rectification on 24-Sep-29, the aircraft few 5 fault free legs on 25-Sep-19 and then suffered another right gear down indication fault. The aircraft was inspected by operator maintenance personnel and a Journey Log entry was made indicating no defects found. Gear was secured in down position and the aircraft was released for a ferry flight to YXX where a recurring defect inspection was undertaken. The gear retraction system was inspected for mechanical function. During disassembly of the down lock mechanism of the right hand gear it was found that the lubricant used was incorrect. The lock mechanism was cleaned, lubricated and reassembled in accordance with (IAW) Piper Maintenance manual and a piper service bulletin that refers to the lubrication and rigging of the down lock. Due to the finding of incorrect grease, the gear retraction system was disassembled and inspected, cleaned, reassembled and re-rigged throughout the aircraft. The aircraft was reassembled and gear retraction tests carried out with no defects found. The aircraft was released for flight with crew which returned without fault.

An Island Express Air Piper PA-31-350 (C-FVVS/IAX104) from Qualicum Beach, BC (CAT4) to Vancouver, BC (CYVR) declared "PAN PAN PAN" due to an unsafe gear indication. Tower initiated stand by. Aircraft flew by tower for visual inspection. Gear appeared down. Aircraft landed on Runway 08R without incident at 2153Z.
Update TSB Report #A19P0145: C-FVVS, a Piper PA-31-350 aircraft operated by Island Express Air, was conducting flight IAX104 from Qualicum Beach (CAT4), BC to Vancouver Intl (CYVR), BC with 2 flight crew members and 5 passengers on board. Upon selection of the landing gear down during approach to CYVR, the crew received an unsafe gear indication associated with the right main landing gear. The crew conducted the emergency gear extension checklist and performed a low pass for the tower controller to observe the position of the landing gear. The crew declared a Pan Pan. The aircraft landed without further incident. Subsequent maintenance action revealed a faulty main gear down lock switch. The aircraft was returned to service.
UPDATE from Airworthiness: A Civil Aviation Safety Inspector (CASI) looked into this occurrence. After inspection at YVR, aircraft was ferried to the operators maintenance base at YXX with gear down. The aircraft was jacked and the right hand gear was inspected. It was found that the down lock electrical switch was unserviceable due to the plunger being worn. The switch was replaced and rigged, and the gear retraction system tested with no defects found. The aircraft was released for flight.

A Island Express Air Inc. Piper PA-31-350 (C-FVVS/IAX304) from Abbotsford, BC (CYXX) to Victoria International, BC (CYYJ) was 12NM Southwest of CYXX when the pilot declared an emergency and a return to the CYXX due to high oil pressure, which led to the shutting down of the right engine. The aircraft landed safely on Runway 19 at 2334Z. No operational impact.
UPDATE from Airworthiness: A Civil Aviation Safety Inspector (CASI) looked into this occurrence. Maintenance investigated and found a clogged oil transducer. All lines were flushed and the transducer was checked for accuracy. Aircraft was ground run and returned to service.
Update TSB Report # A18P0125: C-FVVS, a Piper PA31 aircraft operated by Island Express Air, was conducting flight IAX304 from Abbotsford Intl, BC (CYXX) to Victoria Intl, BC (CYYJ) with 2 crew members and 2 passengers on board. While enroute, the flight crew observed an engine oil pressure warning caution light. Oil pressure and oil temperature on the right engine (Lycoming LTIO540-J2BD SN L-2222-68A) was rising. The flight crew notified ATC, declared and emergency and returned for landing at CYXX. The aircraft landed without further incident with ARFF standing by.

The pilot of a Sunwest Aviation Piper PA-31-350 (C-FVVS/ CNK55) from Grande Prairie, AB (CYQU) to Peace River, AB (CYPE) contacted flight service station (FSS) for an initial advisory, estimate time of arrival (ETA) 14 minutes. Initial advisory was provided at 1352Z for Runway 04. No further contact from CNK55 was received on mandatory frequency (MF) thereafter. The aircraft landed safely at 1406Z. No known adverse effect upon flight safety. No impact on operations.

A Sunwest Aviation Piper PA-31 (CNK55) from Calgary, AB (CYYC) to Lloydminster, AB (CYLL) rejected takeoff on Runway 35R due to an unknown reason. CNK55 taxied back to the apron. No impact on operations.
Update from Maintenance & Manufacturing: Aircraft registration identified as C-FVVS. Upon setting takeoff power, the right hand (R/H) propeller was observed at 2800 RPM setting for approximately 2-5 seconds. No action was required for the propeller over-speed. The engine over-speed inspection was completed. Parts replaced were the #1 and #2 engine cylinders, the right propeller governor and the right magneto.

The pilot of the Alta Flights (Charters) Inc. Piper PA31 (C-FVVS), VFR origin/destination unknown, reported being targeted by a green laser while orbiting the Jubilee Hospital area (48 25.90N 123 18.24W). Victoria Police were advised.

C-FVVS, a Piper Navajo, was inbound to Peace River 17 miles northwest of the airport at 5,500 feet planning a right hand approach to Runway 22. C-FHQA, a BAe 31, was also inbound 15 miles northwest at 4,400 feet also planning a right hand approach to Runway 22. Traffic was passed to both crews and acknowledged by both. When C-FVVS was on base leg at 5 miles, FSS asked if the pilot if he had his traffic. He reported that he did not have the traffic. FSS then asked C-FHQA for his position and he reported that the PA-31 had just passed under him at about 200 feet. C-FHQA then changed his approach to do a left downwind for Runway 22. The PA-31 pilot advised that he did not see the traffic.
UPDATE TSB reported that the Alta Flights PA-31 Navajo, C-FVVS was VFR, inbound to Peace River (CYPE) from the north. A company Jetstream 3100, C-FHQA, was IFR and also inbound to CYPE from the north. The pilot of C-FVVS broadcast his position on the mandatory frequency when the aircraft was 17 nm from CYPE, at 5,500 feet asl, with intentions to conduct a right hand approach to Runway 22. Shortly afterward, the crew of C-FHQA called the FSS at 15 nm, with intentions of a right hand approach to the same runway. Traffic was passed to both flights and acknowledged by both crews. When the pilot of C-FVVS reported his position on the MF at 5 nm from CYPE, with the aircraft in a 500 feet per minute descent through 4,500 feet asl at 170 kts, he was informed by the crew of C-FHQA that his aircraft had passed about 200 feet directly below the Jetstream. The crews of both aircraft did not see their traffic before the encounter, and the crew of C-FHQA responded to a TCAS RA to climb.

The pilot of C-FVVS, a Piper Navajo, entered the Villeneuve control zone and passed overhead the Tower without clearance.

The Alta Flights (Charters) Inc. Piper PA-31-350, C-FVVS, was performing a customer familiarization flight out of the Edmonton International. Airport. During the flare for the landing, the pilot heard the gear warning horn and commenced an overshoot. The pilot performed a 180° turn, selected gear down and landed on the reciprocal runway. Damage to the aircraft included curled propeller tips on the right engine and a damaged communications antenna on the underside of the fuselage.

UPDATE TSB reported that Alta Flights CNS 601, an SA227-DC, registration C-FDMR, was en route north from Calgary Intl to Edmonton City Centre at 16,000 feet and was given clearance to descend to 8,000 feet. Centennial Flight Centre CNS 351, a PA-31, registration C-FVVS, was en route south from Edmonton City Centre to Lethbridge at 9,000 feet. The flights passed with 1.4 NM lateral and 500 feet vertical separation where required separation was 3 NM or 1,000 feet.
CNS 601, a Metro III, was northbound IFR to City Centre Airport (YXD) from Calgary and was cleared to descend from 16,000 feet down to 8,000 feet. CNS 351, a Piper Navajo, was southbound IFR from YXD to Lethbridge at 9,000 feet. The two a/c passed with 1.4 miles and 500 feet vertical between them. Separation required was 3 miles lateral or 1,000 feet vertical.
UPDATE ANS and Airspace reported that Nav Canada will hold an Operational Safety Investigation concerning this occurrence.

Approximately 40 miles south of Slave Lake, Alberta, both aircraft were converging at 6000 feet with less than the minimal procedural separation. This occurred after radar contact may have been lost. The situation was resolved as soon as communication was restored. UPDATE: C-GLLH, a Piper PA34, with one pilot and three passengers on board, was northbound at 6000 feet IFR en route from Edmonton International direct to Red Earth, AB, and was estimating abeam Slave Lake, AB at 1858Z. C-GQHV, a Piper PA31, with one pilot and six passengers on board, was northbound at 6,000 feet IFR en route from Calgary International direct to Red Deer, AB direct Slave Lake, estimating at 1855Z. C-FVVS, a Piper PA31, call sign CNS351, with one pilot and six passengers on board, was southbound at 7,000 feet IFR en route from Red Earth direct to Edmonton International, and was estimating Slave Lake at 1827Z. The Edmonton Area Control Centre Whitecourt Sector Controller had planned to get C-FVVS and C-GLLH passed each other on radar, then climb C-GLLH to 7,000 feet before C-GLLH and C-GQHV disappeared on radar, so that he could apply radar separation instead of procedural controlling. As it happened, the controller could not radar identify or communicate with C-FVVS to confirm position by the time C-GLLH and C-GQHV disappeared on radar. Consequently, there was a loss of procedural separation and an operating irregularity. C-FVVS was eventually identified, C-GLLH was given a clearance to 7,000 feet and C-GQHV was cleared to the Slave Lake Airport for an approach. The situation was resolved as soon as communications was restored. An Edmonton ACC operating irregularity report has been filed with NavCanada.