September 26, 2019

Incident at SAINT JOHN NB (CYSJ) (FOD (foreign object debris))

A Voyageur Airways Beech B200 (C-GYSC/VAL791) from Saint John, NB (CYSJ) to Moncton, NB (CYQM) reported a bird strike immediately after departure from Runway 14. A runway inspection was completed and a small bird carcass was discovered. Bird type not immediately known.

March 7, 2018

Incident at RIVIÈRE-DU-LOUP QC (CYRI)

Aviation incident report #15252: A Voyageur Airways Limited Beech B200 (C-GYSC) landed at CYRI while on the wrong frequency (122.8 instead of 122.775, as published by a NOTAM in August 2017). No other aircraft was present at that time.

January 29, 2018

Incident at 19NM RIVIÈRE-DU-LOUP QC (CYRI)

After having received and read back a clearance via VODIX at departure from Edmunston, NB (CYES), a Voyageur Airways Beech B200 (C-GYSC/VAL791), from Edmunston, NB (CYES) to Montreal/Pierre Elliott Trudeau, QC (CYUL) was seen heading to MIVAX. No impact on operations.

March 17, 2017

Incident at 5NM NE MAXOG

A Voyageur Airways Limited Beech B200 (C-GYSC/VAL791), from Rivière-du-Loup (CYRI), QC, to Québec (CYQB), QC, was flying directly through MAXOG descending to 2500 ft. At 5NM northeast of MAXOG, descending below 3000 ft, the aircraft made an unexpected 90° turn to the right. The flight crew reported a problem with the flight management system (FMS). No impact on operations.

October 11, 2016

Incident at In the vicinity of: POKEMOUCHE NB (CDA4)

A Voyageur Airways Beech B200 (C-GYSC/VAL791 Medevac) from Moncton, NB (CYQM) to Pokemouche, NB (CDA4) was hit by a green laser on the approach to Runway 31. The light came from behind the aircraft (4-5 o'clock position) and was visible on the cockpit instrument panel. The pilots were not blinded by the light and continued to the airport without incident. The laser seemed to be coming from the city. Information was passed to the Royal Canadian Mounted Police (RCMP) dispatch.

March 3, 2016

Incident at BATHURST NB (CZBF)

Update 198192-V2 - Aircraft landed without further incident at 0448Z. After exiting runway aircraft stopped due to tow bar still attached to nose gear.
UPDATE: TSB#A16A0022: C-GYSC, a Voyageur Airways Beech B200 aircraft, was operating as flight VAL791 from Moncton/Greater Moncton Intl, NB (CYQM) to Bathurst, NB (CZBF). On approach to Bathurst, the crew noted stiffness in the right rudder pedal. The crew decided to conduct a missed approach, declared an emergency and returned to Moncton. The aircraft landed safely in Moncton with ARFF on standby. During the landing, the crew noted a slight noise from the nose-wheel area. The aircraft was shut down after taxiing off the active runway and upon exiting the aircraft, the crew noted that the tow bar had been left attached to the nose landing gear and that there was damage to the landing gear doors. The nose gear doors and nose gear assembly will be replaced.
A Voyageur Airways Beech B200 (C-GYSC / VAL791) from Moncton, NB (CYQM) to Bathurst, NB (CZBF) conducted a missed approach and declared an emergency with CL controller. Aircraft indicated he had a rudder problem and requested a clearance back to Moncton with emergency response services (ERS) to be ready. Aircraft landed without further incident at 0448z. Joint rescue coordination centre (JRCC) Halifax advised.

June 22, 2005

Incident at CALGARY INTL AB (CYYC)

UPDATE TSB reported that the Sangel Corp. Beech 200, C-GYSC, was cleared to taxi on Taxiway Charlie for Runway 28 at Calgary Intl. (CYYC), with a restriction to hold short of Runway 25. When the aircraft approached Runway 25, the pilot was distracted by a passenger and the aircraft rolled past the hold-short line, but did not enter the runway. A Sunwest-Home Aviation Learjet 45, C-GVVZ, flight CNK 645, which was on short final for Runway 25, was instructed by the Tower Controller to overshoot as a result of the incursion.
The crew of a Beech King Air 200, registration C-GYSC, was given taxi clearance for Runway 28 at Calgary and instructed to hold short of Runway 25. The crew read back the hold short instruction. The aircraft was then observed crossing the hold short line while on Taxiway Charlie. Consequently, the Tower Controller overshot CNK 645, a Lear 45 on very short final, to avoid C-GYSC.

August 12, 2004

Incident at PEACE RIVER AB (CYPE)

C-GYSC aborted the takeoff roll because a window was open. The aircraft subsequently departed on Runway 22 at 22:19Z without further incident.

January 14, 2004

Incident at ESTEVAN REGIONAL SK (CYEN) (Aerodrome - runway or taxiway surface condition)

C-GYSC, a Beech King Air 200, was landing at Estevan and during rollout, the left training edge flaps hit a snowdrift on the runway. The crew could not see any damage when the a/c was parked and the flaps were retracted and later returned to base in Calgary. Maintenance inspection revealed that when the flaps were in the extended position, there was an assymetry evident in the left inboard flap, which was likely caused by the collision with the snowdrift.
Aerodrome Safety update reports that the landing portion of this event was not accurate, the snow drift was not on the runway. The airport winter maintenance program for proper snow dispersal on aprons, taxiways, runways as well as in and around the approach, runway and Papi lighting systems is dependent on the use of the cities snow blower. This is subject to the needs of the city. The airport maintainer operates a snow plough with a wing blade to remove snow. This type of vehicle is adequate when winter snow accumulations are normal. However these series of winter storms has forced the A.P.M. to issue a blanket Notam valid until April advising pilots to be extra vigilant when flying into and out of Estevan. Forty knot winds from the North, North West were producing obscured ceilings and reduced ground visibilities in blowing snow. The pilot reported that he elected to land on runway 33 rather than 26 because of the aircrafts crosswind limitations. The approach to 33 although bumpy and rough due to mechanical turbulence associated with the strong, gusting surface winds was accomplished with the green threshold light's visible. The pilot reported that just at round out he felt a shutter on the nose wheel. The aircraft was brought to a stop and turned to back track on runway 15 for the apron and terminal area, while back tracking the he noted that the red runway end lights were not visible. The pilot then saw that the snow had accumulated or been plowed between the runway end and the approach lights. The snow accumulation were estimated to be about three feet in height. On February 3rd Aerodrome Safety personnel flew to Estevan and conducted a winter / night inspection of the facilities there. Although the bank of snow at the end of runway 33 had been somewhat reduced snow build up was still in evidence as was tire marks prior to the approach lights and runway end. The airport manager has since reported that an older snow blower had been located and that the snow removal process is now on going. This should help restore normal operations. Aerodrome Safety have been in contact with the pilot from Sanjel Corp. regarding this event and have been assured that up to date runway condition reports will be obtained by flight crews from the A.P.M. or his representative at Estevan prior to departure. They will also advise A/S if and when other anomalies arise.
UPDATE TSB reported that the Sanjel Corporation Beech 200, C-GYSC, was on a corporate flight from Calgary, Alberta to Estevan, Saskatchewan. This was a single-pilot flight with no passengers. On landing at Estevan, the aircraft hit a snow drift that crossed the runway. The aircraft was placed in a hangar and no damage was noted. After a return flight to Calgary, during a daily inspection, it was noted that the left flap outboard section was misaligned with the inboard flap section. Flap assembly P/N 101-160001-17 was found to be buckled. The damage was not readily visible with the flaps in the flaps-up position, as the buckled area was hidden from view under the wing locker. The flap was removed for repair. Additional aircraft inspection has not identified any other related damage.
UPDATE TSB classification changed from ""Accident"" to ""Voluntary Incident"".

August 27, 2003

Incident at PEACE RIVER AB (CYPE)

A Beech King Air 200, C-GYSC, landed on Runway 22 at Peace River with no previous contact with the FSS on the airport Mandatory Frequency. The crew later advised that the wrong frequency 122.2 had been selected instead of 122.3.

July 8, 2003

Incident at RED DEER REGIONAL AB (CYQF)

UPDATE Nav Canada reported that the crew of C-GYSC cancelled IFR and was provided with traffic information regarding an opposite-direction VFR aircraft. When the aircraft had each other in sight and C-GYSC was leaving 7,100 feet, the Centre Controller instructed the crew to contact FSS. The FSS Site Manager indicated that C-GYSC contacted FSS approximately 2 minutes after the recorded time of the Centre instruction, perhaps due to frequency congestion.
Runway 11 at Red Deer was active with several aircraft doing circuits. The initial call to FSS from the crew of C-GYSC, a Beech King Air 200, was when the aircraft was beginning the downwind leg to Runway 16. C-GSYC was observed entering the circuit prior to initial contact. The pilot advised that ATC kept them on the ATC frequency due to traffic.

April 2, 2003

Incident at LLOYDMINSTER AB (CYLL) (ATS operating irregularity)

UPDATE ANS and Airspace reported that Nav Canada plans no futher action concerning this incident.
UPDATE TSB reported that the Beech 200 was inbound IFR to Lloydminster from Calgary and was cleared to descend to 6,000 feet ASL because of traffic, which was a Bell 206, call sign TEST 364, doing IFR approaches at 5,000 feet ASL and below. The Beech pilot was advised of the traffic and indicated he would cancel IFR when closer to the destination. The pilot was then advised to contact the local Flight Service Station (FSS) and advise them when cancelling IFR. The Beech 200 landed on Runway 07 at 1820 UTC without cancelling his IFR flight plan, while TEST 364 was on final approach for Runway 25. TEST 364 did a missed approach at 1822 UTC and then landed uneventfully on the second attempt. The pilot of both aircraft had visual contact with each other and there was no risk of collision, however, there was an Operating Irregularity when the Beech pilot did not cancel his IFR plan, and two aircraft were both on an IFR approach at the same time.
C-GYSC, a Beech King Air 200, was IFR inbound to Lloydminster (YLL) from Calgary and the crew was cleared to descend to 6,000 feet. Traffic was TEST 364, a military Bell 206, which was doing IFR approaches at 5,000 feet and below. The crew of C-GYSC was informed of the traffic and they advised that they would cancel IFR when they were closer to the airport. They were instructed to contact FSS and advise them that they were cancelling IFR. The flight subsequently landed without cancelling IFR. C-GYSC landed on Runway 07 while TEST 364 was opposite-direction on final for Runway 25. TEST 364 then did a missed approach. The crew of C-GYSC later called Edmonton ACC and acknowledged that they had forgotten to cancle IFR. An Operating Irregularity occurred when two IFR aircraft conducted approaches simultaneously, although it appears that it was a pilot-induced irregularity.

January 21, 2003

Incident at CALGARY INTL AB (CYYC) (Conflict - loss of separation, ATS operating irregularity)

C-FVAX, a Cessna 425, departed Runway 34 at Calgary on an IFR flight to City Centre. On contact with the Departure Controller, the a/c was radar-identified, but with no Mode C readout. The Controller turned the a/c to a heading of 040 degrees. C-GYSC, a Beech King Air, departed Runway 34 for Medicine Hat right behind C-FVAX and the crew was given a heading of 010 degrees by Tower. The Departure Controller advised there was no radar contact with C-GYSC and instructed the crew to maintain 5,000 feet. They responded that the a/c was at 5,500 feet and the Controller immediately turned the flight to 080 degrees. He then instructed the flight to continue the right turn to 100 degrees. A loss of separation occurred when the Departure Controller issued the heading of 040 degrees to C-FVAX with C-GYSC having been issued 010 degrees by Tower. Separation was reduced to 700 feet vertical and 1.5 miles lateral where 1,000 feet or 3 miles lateral is required.