The nice thing about some of the incident reports that are published is that there are reports of occurrences where it appears that things were handled well. It is good to be able to review those as well and learn from them.....
C-FKMA, a Piper PA-31 operated by Aries Aviation, was conducting a survey flight from the
Springbank Airport, AB (CYBW). During the survey portion of the flight, the pilot noticed a slight
decrease in the right engine (Lycoming TIO-540) oil pressure indication. Continuing to monitor the
right engine oil pressure, the pilot observed that the oil pressure had continued to decrease. The
decision was made to abort the survey mission and return to CYBW. The pilot performed a
precautionary shut down of the right engine and conducted a single-engine approach and landing
at CYBW.
Subsequent investigation by company maintenance found that the right engine only contained
approximately 4.5 quarts of oil, and the oil scraper ring for one of the pistons was broken into
multiple pieces resulting in excess oil consumption during the flight.
Well Handled Incident thread
Moderators: sky's the limit, sepia, Sulako, lilfssister, North Shore
Re: Well Handled Incident thread
Good job that pilot!
I had the left engine of FKMA shut down during certification testing for a Vmca test of this rather unusual air sampling device many years ago:
I had the left engine of FKMA shut down during certification testing for a Vmca test of this rather unusual air sampling device many years ago:
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- PA31 with nose tube.jpg (160.66 KiB) Viewed 4744 times
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- PA31 Vmca testing 2.jpg (117.29 KiB) Viewed 4744 times
Re: Well Handled Incident thread
Interesting how one CB controlled many items. I guess it was an important one. Looks like the crew recognized the pop represented a breaker and continued for landing instead of being tempted to shut down an engine due to multiple indications of a failure. I remember the instructors of one aircraft type liked to fail an rpm gauge at a critical moment to see how we would react. When you think about it, the quick shutdown of an engine at critical moments of flight should typically be as much based on aircraft handling as the primary indication of a problem as engine instrument indications.
The Summit Air Dornier 228-202, C-FPSA, was operating as flight SU1023 from Hay River
(CYHY), NT to Yellowknife (CYZF), NT. While on final approach, approximately 6 nm from Runway
28, the flight crew heard an audible click and observed a 'power light' for the standby attitude
indicator had illuminated. Additionally, the right-hand engine indications all read zero, except for the
inter-turbine temperature (ITT) gauge, which was operating normally. Additionally, the first officer’s
communication radios were not working. The flight crew declared a PAN PAN and continued the
approach. Approximately 4 miles from the runway, the captain observed that the BW2 circuit
breaker had tripped. The circuit breaker was reset and the issues were rectified. The aircraft
continued on the approach and landed without further issues. There were no injuries.
Company maintenance performed troubleshooting and found no faults. The aircraft was returned to
service service.
The Summit Air Dornier 228-202, C-FPSA, was operating as flight SU1023 from Hay River
(CYHY), NT to Yellowknife (CYZF), NT. While on final approach, approximately 6 nm from Runway
28, the flight crew heard an audible click and observed a 'power light' for the standby attitude
indicator had illuminated. Additionally, the right-hand engine indications all read zero, except for the
inter-turbine temperature (ITT) gauge, which was operating normally. Additionally, the first officer’s
communication radios were not working. The flight crew declared a PAN PAN and continued the
approach. Approximately 4 miles from the runway, the captain observed that the BW2 circuit
breaker had tripped. The circuit breaker was reset and the issues were rectified. The aircraft
continued on the approach and landed without further issues. There were no injuries.
Company maintenance performed troubleshooting and found no faults. The aircraft was returned to
service service.
Last edited by pelmet on Sun Nov 13, 2022 5:18 am, edited 2 times in total.
Re: Well Handled Incident thread
C-GBHR, an Air Canada Rouge Airbus A319-114, was conducting flight ROU1611 from Fort
Lauderdale Intl (KFLL), FL to Montreal/Pierre Elliott Trudeau Intl. (CYUL), QC. During takeoff roll
runway 10L just prior to V1, flight crew observed small animal/large bird followed by loud noise and
smell. Due to speed, takeoff was continued, PanPan was declared, and aircraft diverted to Miami
Intl. (KMIA), FL. As flight crew suspected a blown tire, ARFF was requested, aircraft landed and
was inspected by ARFF without any fault. Flight taxied to the gate on its own power. Following the
occurrence, maintenance inspected the aircraft without evidence of blown tire and no damage
identified. Evidence of a bird strike on RH engine without core ingestion and evidence on RH Main
Landing gear impact was found.
Likely. a very important call was made by the captain......."Continue".
Lauderdale Intl (KFLL), FL to Montreal/Pierre Elliott Trudeau Intl. (CYUL), QC. During takeoff roll
runway 10L just prior to V1, flight crew observed small animal/large bird followed by loud noise and
smell. Due to speed, takeoff was continued, PanPan was declared, and aircraft diverted to Miami
Intl. (KMIA), FL. As flight crew suspected a blown tire, ARFF was requested, aircraft landed and
was inspected by ARFF without any fault. Flight taxied to the gate on its own power. Following the
occurrence, maintenance inspected the aircraft without evidence of blown tire and no damage
identified. Evidence of a bird strike on RH engine without core ingestion and evidence on RH Main
Landing gear impact was found.
Likely. a very important call was made by the captain......."Continue".
Re: Well Handled Incident thread
The block altitude request is a very good idea in a situation like this......
C-GWSR, a WestJet Airlines Ltd. Boeing 737-8CT was conducting flight 2419 from Cancun Intl.
(MMUN), Mexico to Saskatoon/ John G. Diefenbaker Intl. (CYXE), SK. During cruise at FL360 in
vicinity of Baton Rouge Metro/ Ryan Field (KBTR), LA, flight crew received an indicated airspeed
disagree alert on PFD (primary flight display). Flight crew actioned abnormal checklist and
determined the unreliable airspeed was on the Captain's side. After descending to FL340 due to
moderate turbulence, flight crew declared a PAN PAN with ATC and requested a block altitude.
Flight crew discussed with maintenance control via SATCOM and monitored an intermittent
indication for the remainder of the flight. Flight continued to destination using First officer and
standby instruments without further incident.
C-GWSR, a WestJet Airlines Ltd. Boeing 737-8CT was conducting flight 2419 from Cancun Intl.
(MMUN), Mexico to Saskatoon/ John G. Diefenbaker Intl. (CYXE), SK. During cruise at FL360 in
vicinity of Baton Rouge Metro/ Ryan Field (KBTR), LA, flight crew received an indicated airspeed
disagree alert on PFD (primary flight display). Flight crew actioned abnormal checklist and
determined the unreliable airspeed was on the Captain's side. After descending to FL340 due to
moderate turbulence, flight crew declared a PAN PAN with ATC and requested a block altitude.
Flight crew discussed with maintenance control via SATCOM and monitored an intermittent
indication for the remainder of the flight. Flight continued to destination using First officer and
standby instruments without further incident.
Re: Well Handled Incident thread
As far as GA aircraft go, this has to be right up near the top of "well handled". I've spoken to the pilot, Ed Wyer, in Dublin right after this happened. He was looking for a job. I didn't have one, but I'm sure he didn't have long to look.
https://www.youtube.com/watch?v=0erWd2euSMk
https://www.youtube.com/watch?v=0erWd2euSMk
Good judgment comes from experience. Experience often comes from bad judgment.
Re: Well Handled Incident thread
On 17 January 2023, the Air Canada A320-211 (registration C-FPWE, serial 175) was operating as
flight ACA234 on a scheduled passenger flight from Vancouver International Airport (CYVR),
British Columbia to Edmonton International Airport (CYEG), Alberta. On board were 6 crew
members and 125 passengers. Shortly after departing CYVR, the crew noticed the Brake Hot
indication on one brake. The climb was stopped and the landing gear was extended to allow the
brake to cool down. After the brake cooled down, the landing gear was retracted and the flight
continued to CYEG. At approximately 1045MST, during the descent into CYEG, the crew of
ACA234 declared a PAN PAN and requested Aircraft Rescue and Firefighting (ARFF). Upon
landing, the brake began to heat up again so the crew brought the aircraft to a stop, allowed the
brake to cool, and then taxied to the gate without further incident. There were no injuries.
flight ACA234 on a scheduled passenger flight from Vancouver International Airport (CYVR),
British Columbia to Edmonton International Airport (CYEG), Alberta. On board were 6 crew
members and 125 passengers. Shortly after departing CYVR, the crew noticed the Brake Hot
indication on one brake. The climb was stopped and the landing gear was extended to allow the
brake to cool down. After the brake cooled down, the landing gear was retracted and the flight
continued to CYEG. At approximately 1045MST, during the descent into CYEG, the crew of
ACA234 declared a PAN PAN and requested Aircraft Rescue and Firefighting (ARFF). Upon
landing, the brake began to heat up again so the crew brought the aircraft to a stop, allowed the
brake to cool, and then taxied to the gate without further incident. There were no injuries.
Re: Well Handled Incident thread
C-FJZN, a Bombardier CL-600-2D24 (CRJ900) aircraft operated by Jazz Aviation LP, was
conducting flight JZA8493 from Saint John airport (CYSJ), NB to Toronto/Pearson Intl (CYYZ), ON.
While taxing for departure, the crew noticed smoke emanating from the left side of the aircraft and
requested ARFF to investigate. The ARFF heat check inspection was negative, and smoke had
subsided. The aircraft had been de-iced prior to commencing the taxi, and the crew considered
that deice fluid heated by the left wing anti-icing system created the visible vapour. The crew
advised dispatch and ATS, and the aircraft resumed taxi for departure. The aircraft departed and
continued to destination without incident.
conducting flight JZA8493 from Saint John airport (CYSJ), NB to Toronto/Pearson Intl (CYYZ), ON.
While taxing for departure, the crew noticed smoke emanating from the left side of the aircraft and
requested ARFF to investigate. The ARFF heat check inspection was negative, and smoke had
subsided. The aircraft had been de-iced prior to commencing the taxi, and the crew considered
that deice fluid heated by the left wing anti-icing system created the visible vapour. The crew
advised dispatch and ATS, and the aircraft resumed taxi for departure. The aircraft departed and
continued to destination without incident.
Re: Well Handled Incident thread
N864AM, a U.S. registered Raytheon/Hawker 800XP aircraft operated by AirMed International,
was conducting a MEDEVAC flight from Birmingham/Shuttlesworth Intl (KBHM), AL to Gander Intl
(CYQX), NL. When on the ILS approach for Runway 13 at CYQX the crew noticed glide slope
anomalies with the avionics and executed a missed approach. On the second attempt the crew
opted for the RNAV approach for Runway 13 at CYQX however they continued to encounter
avionics issues. The crew decided to divert to their alternate airport, which was Deer Lake airport
(CYDF), NL. The crew noted that they would no longer have the required fuel reserves and
declared minimum fuel. The flight landed at CYDF without further incident.
Maintenance personnel consulted with the avionics manufacturer and determined that a corrupt
database may have caused an internal issue that resulted in the approach anomaly. The database
was reloaded, and the issue has not reoccurred. The approach information integrity continues to be
monitored.
was conducting a MEDEVAC flight from Birmingham/Shuttlesworth Intl (KBHM), AL to Gander Intl
(CYQX), NL. When on the ILS approach for Runway 13 at CYQX the crew noticed glide slope
anomalies with the avionics and executed a missed approach. On the second attempt the crew
opted for the RNAV approach for Runway 13 at CYQX however they continued to encounter
avionics issues. The crew decided to divert to their alternate airport, which was Deer Lake airport
(CYDF), NL. The crew noted that they would no longer have the required fuel reserves and
declared minimum fuel. The flight landed at CYDF without further incident.
Maintenance personnel consulted with the avionics manufacturer and determined that a corrupt
database may have caused an internal issue that resulted in the approach anomaly. The database
was reloaded, and the issue has not reoccurred. The approach information integrity continues to be
monitored.
Re: Well Handled Incident thread
Smart move to suspend service.
A bit different but reminds me of flights into certain tropical destinations where there are very tall cumulus build-ups but prior to them becoming thunderstorms where the cabin crew is still cleaning up while on vectors to final. ATC is vectoring through the buildups(nothing seen on radar) and these build-ups are safe for the aircraft to fly through but can create some significant jolts. Why not just take note in cruise that there are lots of build-ups for descent and ask the Chief Purser to plan on an early end to cabin service.....
C-GKQD, a Dehavilland DHC-8-402 operated by Porter Airlines Inc., was conducting flight
POE2463 from Toronto / Billy Bishop Toronto City Airport (CYTZ), ON, to Montréal / Pierre Elliott
Trudeau International Airport (CYUL), QC, with 4 crew and 66 passengers on board. After
receiving a report from ATC about moderate turbulence ahead on their route, the flight crew began
an early descent from their cruise altitude of FL250 and suspended in-flight beverage service.
While descending through FL215, they encountered severe turbulence, which caused the autopilot
to disengage and resulted in momentary difficulty controlling the aircraft. The encounter lasted for
approximately two seconds, after which the pilot flying took control and re-engaged the autopilot.
The flight continued uneventfully to the intended destination, and there were no reported injuries.
A maintenance inspection for severe turbulence was carried out and no faults were found, the
aircraft was returned to service.
....from TSB.
A bit different but reminds me of flights into certain tropical destinations where there are very tall cumulus build-ups but prior to them becoming thunderstorms where the cabin crew is still cleaning up while on vectors to final. ATC is vectoring through the buildups(nothing seen on radar) and these build-ups are safe for the aircraft to fly through but can create some significant jolts. Why not just take note in cruise that there are lots of build-ups for descent and ask the Chief Purser to plan on an early end to cabin service.....
C-GKQD, a Dehavilland DHC-8-402 operated by Porter Airlines Inc., was conducting flight
POE2463 from Toronto / Billy Bishop Toronto City Airport (CYTZ), ON, to Montréal / Pierre Elliott
Trudeau International Airport (CYUL), QC, with 4 crew and 66 passengers on board. After
receiving a report from ATC about moderate turbulence ahead on their route, the flight crew began
an early descent from their cruise altitude of FL250 and suspended in-flight beverage service.
While descending through FL215, they encountered severe turbulence, which caused the autopilot
to disengage and resulted in momentary difficulty controlling the aircraft. The encounter lasted for
approximately two seconds, after which the pilot flying took control and re-engaged the autopilot.
The flight continued uneventfully to the intended destination, and there were no reported injuries.
A maintenance inspection for severe turbulence was carried out and no faults were found, the
aircraft was returned to service.
....from TSB.
Re: Well Handled Incident thread
Great Pictures of KMA PilotDAR.
I had that pen holder in your second picture indicate I had a problem with KMA. After hundreds of hours of surveying with her the pens started to vibrate in a different pattern than I was used to seeing. I spoke to the engineer, he investigated and found a worn out bearing in the elevator.
"If nothing else works, a total pig-headed unwillingness to look facts in the face will see us through."
Re: Well Handled Incident thread
From TSB....
C-FMHR, a Mark Anthony Group Inc. Pilatus PC-24 departed Vancouver International Airport
(CYVR), BC, for an instrument flight rules flight to Kelowna Airport (CYLW), BC. After passing
FL240 while in the climb at 280 KIAS to the selected cruise altitude of FL270, the flight crew felt a
brief shudder followed by a loud bang. The aircraft yawed to the right, nosed down and began to
accelerate. The pilot-in-command retarded both engine thrust levers, applied left rudder pedal, and
requested the second-in-command to apply nose left rudder trim in an attempt to correct the
sudden yaw. Attempts to control the yaw with rudder trim were unsuccessful. Aircraft control was
passed to the second-in-command. Directional control was achieved by reducing airspeed and
applying differential engine thrust while both pilots applied pressure on the left rudder pedal. The
flight crew advised Vancouver Center of the flight control difficulty, declared an emergency and
requested that airport emergency services stand by for the landing at CYLW, where the aircraft
landed without further incident at 2139 PDT. Neither pilots, nor the passenger were injured.
Company maintenance conducted an initial inspection and found that the rudder mass balance
weight arm had broken off and became lodged in a position that prevented full movement of the
rudder. Further inspection found that the rudder trim tab control rods had become separated aft of
the rudder trim actuator.
C-FMHR, a Mark Anthony Group Inc. Pilatus PC-24 departed Vancouver International Airport
(CYVR), BC, for an instrument flight rules flight to Kelowna Airport (CYLW), BC. After passing
FL240 while in the climb at 280 KIAS to the selected cruise altitude of FL270, the flight crew felt a
brief shudder followed by a loud bang. The aircraft yawed to the right, nosed down and began to
accelerate. The pilot-in-command retarded both engine thrust levers, applied left rudder pedal, and
requested the second-in-command to apply nose left rudder trim in an attempt to correct the
sudden yaw. Attempts to control the yaw with rudder trim were unsuccessful. Aircraft control was
passed to the second-in-command. Directional control was achieved by reducing airspeed and
applying differential engine thrust while both pilots applied pressure on the left rudder pedal. The
flight crew advised Vancouver Center of the flight control difficulty, declared an emergency and
requested that airport emergency services stand by for the landing at CYLW, where the aircraft
landed without further incident at 2139 PDT. Neither pilots, nor the passenger were injured.
Company maintenance conducted an initial inspection and found that the rudder mass balance
weight arm had broken off and became lodged in a position that prevented full movement of the
rudder. Further inspection found that the rudder trim tab control rods had become separated aft of
the rudder trim actuator.
