Pasco BE20

[privateer]

I have to say that this was handled quiet nicely by the pilots. Good job getting back safely.

Detail Information
User Name: Bowyer, Brent 
Date: 2010-01-08 
Further Action Required: No 
O.P.I.: Maintenance & Manufacturing 
Narrative: A Pacific Coastal Airlines Ltd. Beech 200 operating Flight PCO411 was on an IFR flight from Vancouver to Trail, (CAD4). At 2305Z the pilot reported the right engine was shut down and requested return to Vancouver and was given clearance to do so. At 2310Z, in the vicinity of Penticton, the pilot declared an emergency and was given expeditious clearance to Vancouver. ERS on standby. Aircraft landed safely at 2357Z 
User Name: Samson, Donna 
Date: 2010-01-11 
Further Action Required: No 
O.P.I.: Maintenance & Manufacturing 
Narrative: UPDATE from JRCC: A2 - 072320Z. YVR EMERGENCY (491500N 1230720W - VANCOUVER). ACC REPORTED B200, TWIN ENGINE A/C, WITH 1 ENGINE FAILURE OVER PENTICTON. A/C RETURNED TO VANCOUVER. BUFFALO TASKED AIRBORNE TO YVR TO MONITOR, SIYAY TASKED TO STANDBY. A/C LANDED ALL OK. SIYAY - 0.0, BUF 462 442 - 0.0 [V2010-00035] 
User Name: Samson, Donna 
Date: 2010-01-13 
Further Action Required: No 
O.P.I.: Maintenance & Manufacturing 
Narrative: UPDATE / Add Info from TSB: A10P0008 - The Pacific Coastal BE20 aircraft (C-GPCP), operating as PCO411, was en route from Vancouver to Trail cruising at FL230. In the vicinity of Penticton the No. 2 engine (PWC PT6-41) indicated low oil pressure. The crew completed the appropriate QRH checklist and shut down and secured the engine. They declared an emergency, requested and were given priority to return to Vancouver at FL200. Aircraft Rescue & Fire Fighting was placed on standby. The aircraft landed at Vancouver without further event. The cause of the low oil pressure is under investigation by the company. 
User Name: Samson, Donna 
Date: 2010-01-15 
Further Action Required: No 
O.P.I.: Maintenance & Manufacturing 
Narrative: UPDATE from Maintenance & Manufacturing: The company confirmed the accuracy of the details reported and the occurrence has been recorded in their SMS reporting system. A Service Difficult Report (#20100114005) has been submitted. There have been no previous occurrences due to the particular part failure involved. 

[shrack]

Always check those dipsticks...I know make no assumptions

[Dust Devil]

Don't you just fill out an SDR for recurring defects? I wonder what the issue was?

Glad every one made it back ok.

[dtpilot]

Blew an oil line.

Captains last flight with the company before he went to WS if you would believe it.

[xsbank]

Gee, glad it wasn't a PC12......

[privateer]

Pffshh. Nice. I heard of a pc12 out of Victoria last year that blew an oil line and had to return. I bet the were shitting their pants as they saw that flying over the water and mountains at night. Nothing beats a old or new King Air!

[Widow]

Don't you just fill out an SDR for recurring defects? I wonder what the issue was?

How would TC (or anyone) know the defects were recurring if people only reported recurring defects ??? There's always gonna be a first ...

[ScudRunner]

I've said it before and ill say it again Twin Engine IFR just isn't safe.

[MrWings]

Wouldn't it have been more prudent to land in Penticton or Kelowna than go SE over the rocks again?

Ya, I know, maintenance and management would have probably been pissed to have to fix away from base.

[brownbear]

Dust Devil,
The definition of an SDR is any item that affects the safety of an aircraft if the failure of an item may cause further consequences that may affect the safety of an aircraft shall be reported. Not word for word.

Recurring is a different subject. SDR is in 591 of the CARS, read it. Not just for AMEs.

So literally anything safety related needs to be reported. Let's say this oil px fault is caused by a cracked line or broken oil cap, it needs to be reported.

Normal wear items like tires, do not need to be reported. Unless they wore out in an abnormal way and could effect safety.

The collection of this info is what gives us AD's or SB service letter or such. It's the core.

[freakonature]

The cadors states a Buffalo was launched. Is this normal? Also can someone tell me what SIYAY on standby means?

Good to see all safe and sound.

[Cat Driver]

Nothing beats a old or new King Air!

Except a Turbo Commander.

[HeavyG]

Siyay is the hovercraft in YVR.

[freakonature]

Thanks Heavy G. Is that an acronym or it's name?

[HeavyG]

Siyay is it's name.

http://en.wikipedia.org/wiki/CCGH_Siyay

[Dust Devil]

Dust Devil,
The definition of an SDR is any item that affects the safety of an aircraft if the failure of an item may cause further consequences that may affect the safety of an aircraft shall be reported. Not word for word.

Recurring is a different subject. SDR is in 591 of the CARS, read it. Not just for AMEs.

So literally anything safety related needs to be reported. Let's say this oil px fault is caused by a cracked line or broken oil cap, it needs to be reported.

Normal wear items like tires, do not need to be reported. Unless they wore out in an abnormal way and could effect safety.

The collection of this info is what gives us AD's or SB service letter or such. It's the core.

Thanks for that. Looks like I'll have to freshen up on that. And I didn't say 591 was just for AMEs

Actually it looks like 521 now

[Dust Devil]

521.403 A service difficulty report is not required for a reportable service difficulty that has been reported by another person or organization.

So how do you know if another organization has reported a service difficulty? Is there a data base somewhere?

Nevermind I found it

[brooks]

So how about that single engine PC12?

Maybe they could have glided to kelowna on the ILS or something.

[2R]

How many operators operate their single engine turbines on condition ?
How long can you run a single engine turbine past TBO ?
Or can you run them to destruction like a certain unnamed float operator

[ahramin]

There is at least one operator who do run their engines to destruction. No TBO.

[brownbear]

Hey Dust Devil,

Here is a good spot to read.

http://www.tc.gc.ca/CivilAviation/certi ... 91-001.htm

591 is still the SDR area though.

The recurring defect comment that you made earlier is not uncommon. Many people view the SDR like that. I've heard it from AME's etc many time for a long time. It's a very common misconception.

If in doubt of whether to report or not, just report. Multiple reports on the same defect (same plane, same defect) is not going to hurt anyone. Multiple defects found on different SN's of the same model should also be reports. Shows a trend that other operators would need to know about. the Severity then prompts a letter or at the worst an AD.

I always report items I find to be critical to the safety of flight, or if not found could lead to affecting the safety of flight. The rule is to report no less than 3 days since discovery. But reality is, they (TC) just want to know. Report even if you know of something that was found prior to 3 days...hell even a month or year. If the information is critical enough and could save lives timeframes don't matter. The 3 days is to be speedy with problems, rather than ignoring safety concerns.

[Doc]

Wouldn't it have been more prudent to land in Penticton or Kelowna than go SE over the rocks again?

Ya, I know, maintenance and management would have probably been pissed to have to fix away from base.

My thoughts as well. I wouldn't have overflown either of those airports. wx, may have been a factor though? Maintenance and management would have been a lot more pissed if they'd had a problem with the other one.

Not trying to be critical here, but we can learn from things that go well, just as we can from things that go, not so well....

[805ITT]

I believe weather that day had valley cap cloud that was pretty close to mins in Penticton that day, not to sure about Kelowna. The weather in the Fraser valley was clear up to FL200 and you could see Chilliwack from YVR. To draw a straight line between where the big hills that start west of Princeton to Hope isn't that far.

As for pissing off management or Mtce., I don't think they would care where they have to fix an engine as long as the aircraft is safely on the ground. Whether it is Masset or ZBB they will go where they need to go for an AOG.

Who knows what the right decision is to make other that the two guys who made that call that day, but all's well that ends well.

[624]

591 is still the SDR area though.

591 has been changed to 521 division lX
593 is now 521 division X
check it out here

[altiplano]

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