Well Handled Incident thread

[pelmet]

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.

[PilotDAR]

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:

[pelmet]

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.

[pelmet]

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".

[pelmet]

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.

[cncpc]

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

[pelmet]

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.

[pelmet]

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.

[pelmet]

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.

[pelmet]

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.

[Roar]

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:

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.

[pelmet]

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.

[pelmet]

From TSB....

C-GQXD, a Piper PA-31-350 operated by 2080061 Ontario Inc. (dba SkyCare Air Ambulance), was
conducting flight PHX2063 from Kenora Airport (CYQK), ON, to Sioux Lookout Airport (CYXL), ON.
During the descent into CYXL, the flight crew experienced a loss of aileron control. The flight crew
used rudder and differential power to conduct a flapless landing. The aircraft landed safely and did
not require assistance.

The operator's maintenance inspected the aircraft and found the right aileron control cable had
completely failed at F.S. 58.5, where the cable is redirected 90 degrees by a pulley from the
vertically positioned aileron interconnect chain. The aileron cable was replaced and the aircraft was
returned to service. A Service Difficulty Report (SDR) was filed with Transport Canada. The
operator conducted a fleetwide campaign to inspect the other PA-31-350s for the same fault, but
none were found.

[pelmet]

From TSB via Google translate......

C-FYMN, a Pilatus PC-12/47 operated by Chrono Aviation inc. under the code NDL987, carried out
a flight under instrument flight rules from Quebec/Jean Lesage airport, QC
(CYQB) to Bagotville, QC (CYBG) with 2 crew members and 1 passenger. During
of the initial climb, passing 2500 feet, the trim control got carried away
and caused a steep climb that was difficult to control. The crew declared an emergency and
cut off power to the compensation control before regaining full control of
the plane. The plane returned to land at CYQB without incident. During troubleshooting, the
maintenance department found the K21 relay defective. The relay has been replaced and the system
successfully tested.


I wonder if they had to put the airplane into a steep bank to prevent a stall. Apparently a Falcon jet pilot did that a few years back.

[pelmet]

From TSB via Google Translate.....

C-FYPN, a Boeing 737-2T4 operated by Chrono Jet inc. under the code MBK50, carried out a
flight test after local maintenance according to instrument flight rules from the airport
from Montreal/St-Hubert, QC (CYHU). During takeoff, the crew had to apply a maximum
pressure towards the front of the stick and activate the full electrical compensation towards the front
to reduce the climb angle. Power has been reduced to help with pitch control and
the plane stabilized at 5000 feet. The flight was canceled and the crew returned to CYHU for a
landing without incident. Elements of the compensation control connector have
were found broken. The connector was changed and the system retested successfully.

I think they are talking about a trim issue.

[rookiepilot]

From TSB via Google translate......

C-FYMN, a Pilatus PC-12/47 operated by Chrono Aviation inc. under the code NDL987, carried out
a flight under instrument flight rules from Quebec/Jean Lesage airport, QC
(CYQB) to Bagotville, QC (CYBG) with 2 crew members and 1 passenger. During
of the initial climb, passing 2500 feet, the trim control got carried away
and caused a steep climb that was difficult to control. The crew declared an emergency and
cut off power to the compensation control before regaining full control of
the plane. The plane returned to land at CYQB without incident. During troubleshooting, the
maintenance department found the K21 relay defective. The relay has been replaced and the system
successfully tested.


I wonder if they had to out the airplane into a steep bank to prevent a stall. Apparently a Falcon jet pilot did that a few years back.

Hmmmmm. Would that be controllable? The forces offsetting one another?

[pelmet]

From TSB via Google translate......

C-FYMN, a Pilatus PC-12/47 operated by Chrono Aviation inc. under the code NDL987, carried out
a flight under instrument flight rules from Quebec/Jean Lesage airport, QC
(CYQB) to Bagotville, QC (CYBG) with 2 crew members and 1 passenger. During
of the initial climb, passing 2500 feet, the trim control got carried away
and caused a steep climb that was difficult to control. The crew declared an emergency and
cut off power to the compensation control before regaining full control of
the plane. The plane returned to land at CYQB without incident. During troubleshooting, the
maintenance department found the K21 relay defective. The relay has been replaced and the system
successfully tested.


I wonder if they had to out the airplane into a steep bank to prevent a stall. Apparently a Falcon jet pilot did that a few years back.

Hmmmmm. Would that be controllable? The forces offsetting one another?

Have done it in the sim.

From the Boeing FCTM....

"If normal pitch control inputs do not stop an increasing pitch rate, rolling the
airplane to a bank angle that starts the nose down should work. Bank angles of
about 45°, up to a maximum of 60°, could be needed. Unloading the wing by
maintaining continuous nose-down elevator pressure keeps the wing angle of
attack as low as possible, making the normal roll controls as effective as possible.
With airspeed as low as stick shaker onset, normal roll controls - up to full
deflection of ailerons and spoilers - may be used. The rolling maneuver changes
the pitch rate into a turning maneuver, allowing the pitch to decrease. Finally, if
normal pitch control then roll control is ineffective, careful rudder input in the
direction of the desired roll may be required to induce a rolling maneuver for
recovery.

Only a small amount of rudder is needed. Too much rudder applied too quickly or
held too long may result in loss of lateral and directional control. Because of the
low energy condition, pilots should exercise caution when applying rudder.
The reduced pitch attitude allows airspeed to increase, thereby improving elevator
and aileron control effectiveness. After the pitch attitude and airspeed return to a
desired range the pilot can reduce angle of bank with normal lateral flight controls
and return the airplane to normal flight."

Some detail of the Falcon incident....

https://aerossurance.com/safety-managem ... er-defect/

[pelmet]

From TSB...

C-GEEN, a Westjet Encore De Havilland Aircraft of Canada Dash 8 Q400 departed Vancouver
International Airport (CYVR), BC, on flight WEN3297, under instrument flight rules, to Prince
George Airport (CYXS), BC. The flight crew conducted a missed approach in CYXS due to weather
and diverted to CYVR. The flight crew informed air traffic control (ATC) that they were at minimum
fuel. En route to CYVR, the crew reduced airspeed and set bleed air to minimum to reduce fuel
consumption. The crew contacted ATC and requested a shortened routing and steeper than usual
descent into CYVR. Prior to descent the flight crew calculated that they would land with less than
the required minimum fuel reserve and declared a Mayday. The aircraft landed without further
incident with 1200 pounds of fuel on board.

[Dias]

Wonderful job, not running out of fuel.

[pelmet]

Wonderful job, not running out of fuel.

I think so.

I found it interesting and wasn't sure which thread to put it into and try not to minimize the number of threads that I start.

[Tolip]

When weather is in doubt, this is a good lesson and reminder to petition your dispatcher for additional fuel. Or start your diversion early, when your fuel is still above your Minimum diversion fuel.

I can only imagine how the flight crew felt looking at their fuel on board and knowing they only have about 30 mins of flying time left.

[pelmet]

From TSB....

C-FSLZ, a Swearingen SA-226-TC aircraft operated by Perimeter Aviation LP, departed Thompson
Airport (CYTH), MB, on an IFR flight to Winnipeg/James Armstrong Richardson International
Airport (CYWG), MB. While enroute in cruise, the flight crew noticed smoke coming from the cabin
floorboard vents. The flight crew ran through the quick reference handbook but were unable to
isolate the source of the smoke. They shut off both bleed air systems and descended while
ventilating the cabin. The smoke dissipated. After declaring an emergency, they continued to
CYWG and landed uneventfully. Emergency vehicles followed the aircraft to the ramp and checked
for overheats after shutdown.