October 29, 2006

Accident at TROUT LAKE NT (CEU9) (Aerodrome - runway or taxiway surface condition)

C-GNSO, a Piper Navajo with 2 pilots and one passenger, landed about 1/3 of the way down Runway 13 at Trout Lake, NT and went off the end of the runway. The aircraft came to rest in a ditch about 150 meters from the runway, resulting in substantial damage to the aircraft and one minor injury to the passenger. A NOTAM had been published indicating that the 2,500-foot gravel runway was 100% compacted snow. The weather was good VFR with a 10-knot crosswind. TSB report to follow.
UPDATE TSB reported that the Peace Air Piper PA-31-350 Navajo, registration C-GNSO, overran the end of Runway 13 at Trout Lake, NWT, during the landing roll. The aircraft came to rest in a ditch about 150 meters from the threshold of Runway 31. There were two pilots and three passengers on board. One passenger sustained minor injuries; the remaining occupants were uninjured. The aircraft was substantially damaged. The weather conditions were described as CAVOK, with a 10 knot crosswind from the right. The surface of the 2,500 foot long gravel runway was covered with about one inch of compacted snow.

January 30, 2006

Incident at SLAVE LAKE AB (CYZH)

UPDATE Maintenance and Manufacturing reported that the cause of the loss of power in flight occurred when the crankshaft idler gear came out of mesh with the crankshaft gear. The crankshaft idler came out of mesh following failure of the crankshaft idler gear shaft and the idler gear bosses in the crankcase and accessory housing. The failure may have been initiated in the form of cracking in one of the bosses by a kick back or a backfire which would have occurred sometime prior to the final failure.This type of failure is not common
UPDATE TSB reported that the Peace Air Ltd. Piper PA-31-350, C-GNSO, was operating as a charter flight from Edmonton, AB (CYXD) to Peace River, AB. While in the vicinity of Slave Lake, AB, the #2 engine (Avco Lycoming, TIO-540-J2BD) began to lose power. The flight crew shut down the engine and diverted into Slave Lake and completed an uneventful singe-engine approach and landing. Maintenance has removed the engine for inspection and overhaul.
C-GNSO, a Piper Navajo with 2 crew and 5 passengers, was en route from Edmonton City Centre to Peace River when the crew reported that they had shut down the starboard engine. They diverted the flight to Slave Lake, where the a/c landed safely at 2213z. Maintenance is currently troubleshooting the problem.

November 30, 1999

Incident at Peace River, AB

The pilot of C-GNSO, a Piper Navajo, rejected the takeoff on Runway 22 at Peace River because the gear warning horn sounded. He taxied the a/c back to the hangar for inspection and subsequently departed for Grande Prairie a short time later. OPI - Maintenance and Manufacturing UPDATE M. & M. reported that a landing gear squat switch had some slush in it and froze. This caused the landing gear horn to sound on take-off and the take-off was subsequently aborted. On return to the hangar, the switch was sprayed with some cleaner. The aircraft then took off without incident.

March 2, 1999

Incident at Between Dawson Creek, BC and Grande Prairie, AB

The pilot of C-GNSO, a Piper Navajo, had departed Dawson Creek for Grande Prairie and was issued an IFR clearance through FSS to maintain 7,000 feet ASL. Sometime after departure, the controller observed C-GNSO climbing through 7,200 feet to 8,000 feet ASL. The controller was providing radar spacing between C-GNSO and another a/c 10 miles in trail. The controller re-cleared the pilot of C-GNSO to 7,000 feet ASL. OPI - Enforcement

November 30, 1996

Incident at 38 NM SE High Level, Alberta (ATS operating irregularity)

Little Red Air 911 a BE100 was on a flight from High Level to Fort Vermilion at FL190. They were on Edmonton Centre frequency 133.1. Seventy-five NM back from Fort Vermilion they were told to switch to 126.7, an enroute FSS frequency monitored by High Level. The customary procedure had previously been to be handed off to Edmonton Centre frequency 133.05, where descent, approach and advisories were received. The crew received no traffic advisory and assumed that they had been cleared for the approach and commenced their descent. At 18,000 feet, 54 NM back from Fort Vermilion, Little Red Air 911 broadcast their intentions on 126.7 and talked to High Level. While monitoring 126.7 they became aware of C-GNSO, a PA-31 who had requested a weather update at High Level. It was VMC with the PA-31 reporting the BE100 in sight and the BE100 had Fort Vermilion in sight. The PA31 was monitoring 134.6, another IFR frequency but had gone to 126.7 for a weather update. The BE100 crew talked to Centre after landing and were informed that there had been possibly a loss of separation. The pilot was informed that the deviation in normal radio frequency procedures was due to workload at Fort McMurray.