August 24, 2004

Incident at WINNIPEG / JAMES ARMSTRONG RICHARDSON INTL MB (CYWG) (Aerodrome, runway or taxiway shutdown)

UPDATE Maintenance and Manufacturing reported that the landing was normal until speeds were selected low and nose steering was selected on. At 40 knots, the rudders became ineffective and it was then the crew noticed the nose steering was not functioning. The aircraft continued in a slight left turn until they stopped the aircraft short of going off the runway. The crew advised Tower of the problem and had dispatch tell maintenance to retrieve the a/c with the tractor. Ground was advised of the 10 minute wait for the tractor, and Runway 18 was closed. The R/H command wire was found broken leading to the steering pot. The wire was repaired and the aircraft returned to service.
PAG 940, a Metro II, arrived at Winnipeg after a flight from St. Theresa Point and during the roll-out on Runway 18, became disabled south of Kilo Taxiway due to nose wheel vibrations. The aircraft was towed to the apron at 1640Z. Runway 18 was the active. Tower switched to Runway 13 until Runway 18 was returned as the active about 30 minutes later at 1643Z. Departures delayed were: JGO 171, MD-83; NWA 790, DC-9; PAG 101, SW4; C-FPCD, Beech 1900; C-GKEY, Cessna 337. Arrivals delayed were: C-GEBA, C-PAYE; TGO 983, Beech 90.

July 9, 2004

Incident at WINNIPEG / JAMES ARMSTRONG RICHARDSON INTL MB (CYWG)

Aerodrome Safety reported that the type of gull which was involved in this event is believed to have been a Franklin, there was no reported aircraft damage nor interruption to air traffic. The WIA have a comprehensive wildlife program which was in effect at the time of the occurrence.
The crew of the Piper Cheyenne, C-GEBA, reported hitting a bird on rotation on Runway 31 at Winnipeg. Airport maintenance found a gull on the runway. The crew advised there did not appear to be damage to the aircraft and continued. No other aircraft were inconvenienced.

August 21, 2003

Incident at THE PAS / GRACE LAKE MB (CJR3)

The Piper PA-31T Cheyenne aircraft, registration C-GEBA was on a medevac from Grace Lake, Manitoba to Winnipeg. While in cruise at 17,000 feet, the right propeller was struck by lighting. The lightning strike did not affect the performance of the aircraft and the crew elected to continue to Winnipeg where the aircraft landed safely. The operator advised that the aircraft suffered minor damage to the propeller, flap and elevator trailing edges.
UPDATE M & M reported that an initial inspection of the a/c revealed major damage to the RH engine and propeller, plus associated damage to the RH flap/elevator and lower aft fuselage belly skins. The engine and propeller were sent to AMO's for assessment and repair. The a/c is presently parked at Esso Avitat in Winnipeg. It will require a complete inspection including avionics, plus structural repairs to the damaged skin blow holes and arcing trails. In the interim, the company has leased another PA-31T

October 8, 2002

Incident at THE PAS / GRACE LAKE MB (CJR3)

C-GEBA, a Piper Cheyenne, was en route IFR to Grace Lake at 16,000 feet when the crew began their descent without clearance. They levelled at 8,500 feet and were instructed by Winnipeg FSS to contact ACC for a clearance. No other traffic was affected.

January 8, 1999

Incident at Grace Lake, MB

C-GEBA, a Piper Cheyene, departed Grace Lake on a medevac flight to Pukatawagan with three people on board, and when the crew selected gear up after takeoff, the gear would not fully retract and the "in transit" light remained illuminated. They then selected gear down and the gear would not extend fully. They elected to return to Grace Lake, where they flew a holding pattern to use up fuel. The emergency system was used to extend the gear, but the pump handle broke. The crew of an RCMP Twin Otter confirmed that the nose gear was not completely extended. After consultation with another operator, the crew pushed the landing gear selector past the down detent, and the system energized to the extent that all three gear moved to the down and locked position. The a/c landed without further incident. The operator suspects that there was an internal fault related to the sequencing valve in the hydraulic power pack. The crew reported that the landing gear moved down and hung up against the gear doors. OPI - System Safety UPDATE Maintenance and Manufacturing reported that the hydraulic powerpak had a faulty gear solenoid switch and dirt and water was found in the hydraulic system itself. A new powerpak was installed along with a new hand pump assembly. The system was flushed and several gear cycles carried out with no further problems. The a/c was returned to service and the investigation into the source of the contamination is ongoing.