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cluros(at)gmail.com
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 Posted: Tue Dec 31, 2019 8:58 pm Post subject: Interesting King Air Complete Electrical Failure |
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A Carson Air Ltd. Beech B300 (C-GILK/CA611) from Vancouver, BC (CYVR) to Campbell River, BC (CYBL) encountered electrical failure shortly after take-off. Aircraft requested to return to CYVR before losing contact with Vancouver (VR) Departure control. Aircraft then called the Vancouver/Boundary Bay, BC (CZBB) tower via phone, declared an emergency and landed on Runway 07 safely. No impact on operations.
Occurrence SummaryDate Entered:
2019-11-13
Narrative:
UPDATE from Airworthiness: A Civil Aviation Safety Inspector (CASI) looked into this occurrence. Aircraft C-GILK started up at approximately 1500Z, carried out pre-flight checks and positioned for take-off. Take-off occurred at approximately 1512Z, through 400 feet the landing gear was selected to up and both generators disconnected. The crew continued the departure to the southwest and reached an altitude of 4551 feet at approximately 1515Z and began a descent. The aircraft lost all power at 1516Z which put them 2.6NM NW of Boundary Bay Airport. The crew contacted Boundary Bay (CZBB) Tower on a cell phone, declared an emergency and landed safely after manually extending the landing gear. Total time in flight was 6.5 minutes. Maintenance investigated and noted the battery was still very warm, indicating a high rate of discharge. It is suspected that an internally failed battery coupled with a sudden high electrical load (landing gear retraction) caused the system voltage to drop enough to unlatch both generator buses. As this is not how the aircraft is designed to react, maintenance is working with Beechcraft (Textron) technical support for solutions. Once it is determined how the failure occurred an Service Difficulty Report (SDR) will be submitted.
Occurrence SummaryDate Entered:
2019-12-04
Narrative:
Update TSB Report #A19P0139: C-GILK, a Beech B300 operated by Carson Air, was conducting a flight from Vancouver Int'l (CYVR), BC to Campbell River (CYBL), BC with 2 passengers and 2 flight crew on board. On take off, when the crew retracted the landing gear, both generator annunciator lights illuminated. The flight crew actioned the memory checklist items for a dual generator failure. The crew began to declare an emergency with ATC when the radios stopped working and the screens for the G1000 flight instrument system failed. All electrical annunciators, communications and instruments failed except for the emergency back-up standby attitude indicator and altimeter. The crew were able to remain in VMC and elected to proceed to Vancouver/Boundary Bay (CZBB), BC airport because the aircraft was already proceeding in that direction. The first officer called the CZBB ATC tower by cell phone and declared an emergency. The captain actioned the checklist to manually extend the landing gear and the aircraft landed in CZBB without further incident. The operator's maintenance found the aircraft's main battery (Concorde p/n RG-380E/44K, s/n 40819077) was hot and testing at 20 volts. The main battery was removed and replaced with cap tested battery (serial number 40885147).
https://wwwapps.tc.gc.ca/saf-sec-sur/2/cadors-screaq/rd.aspx?cno%3d%26dtef%3d%26dtet%3d2019-12-31%26otp%3d-1%26ftop%3d%253e%253d%26ftno%3d0%26ijop%3d%253e%253d%26ijno%3d0%26olc%3d%26prv%3d-1%26rgn%3d-1%26tsbno%3d%26tsbi%3d-1%26arno%3d%26ocatno%3d%26ocatop%3d1%26oevtno%3d%26oevtop%3d1%26evtacoc%3d3%26fltno%3d%26fltr%3d-1%26cars%3d-1%26acat%3d-1%26nar%3d%26aiddl%3d-1%26aidxt%3d%26optdl%3d-1%26optcomt%3d%26optseq%3d%26optxt%3d%26opdlxt%3dResults%2bwill%2bappear%2bin%2bthis%2blist%26mkdl%3d-1%26mkxt%3d%26mdldl%3d-1%26mdlxt%3d%26cmkdl%3dC%26cmkxt%3dGILK%26rt%3dQR%26hypl%3dy%26cnum%3d2019P2503
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cluros(at)gmail.com
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| Posted: Wed Jan 01, 2020 2:59 pm Post subject: Interesting King Air Complete Electrical Failure |
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Keep in mind the way these reports are generated. The incident is recorded by atc and someone at Transport Canada decides to get follow up. They call the director of maintenance and get a verbal report. They are expecting an SDR so there is no investigation and no fact checking. There is no way to tell fact from fiction.
Thinking about it, perhaps the crew never got the generators online or selected them off right before takeoff when attempting to action a different switch such as the igniters or anti ice vanes. Then when the gear is selected up the hydraulic pump drains the battery. Unlikely but not so unlikely as a faulty battery taking the gens offline.
On Wed, Jan 1, 2020, 16:57 Robert L. Nuckolls, III <nuckolls.bob(at)aeroelectric.com (nuckolls.bob(at)aeroelectric.com)> wrote:
| Quote: | At 10:56 PM 12/31/2019, you wrote:
| Quote: | | A Carson Air Ltd. Beech B300 (C-GILK/CA611) from Vancouver, BC (CYVR) to Campbell River, BC (CYBL) encountered electrical failure shortly after take-off. Aircraft requested to return to CYVR before losing contact with Vancouver (VR) Departure control. Aircraft then called the Vancouver/Boundary Bay, BC (CZBB) tower via phone, declared an emergency and landed on Runway 07 safely. No impact on operations. |
It would be very interesting to read the
investigator's narrative on this incident.
If the battery was crapped . . . how long
since last cap-check? The King Airs run
nicely with no battery on line. I'm mystified
as to how a battery with dead/shorted cells
causes both generators to shut down. The
battery ammeter on the airplane would be
showing a HUGE charge current combined with
low bus voltage . . . telling crew that
the battery needs to be shut off.
The narrative says the removed battery was
low in output . . . but did anyone attempt
to charge and cap-check the battery? Skip
Koss frequently lamented the numbers of
batteries returned to Concorde where
inspection showed the battery to be
serviceable after receiving proper
attention.
There is a great deal more to this story
than what we're told. I'm betting that
there is an underlying history of poor
maintenance and/or crew understanding
that precipitated this event. None-the-less,
it will be cited as a total system failure
event causing poorly informed readers
to factor the story into their knowledge
base . . . bad mojo . . .
Bob . . .
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cluros(at)gmail.com
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| Posted: Wed Jan 01, 2020 6:51 pm Post subject: Interesting King Air Complete Electrical Failure |
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I don't know what the weather was like. They had a familiar airport at their 12 o'clock and decided to land there. They would have been closer to their departure airport but maybe the weather precluded a quick VFR return.
On Wed, Jan 1, 2020 at 4:04 PM Charlie England <ceengland7(at)gmail.com (ceengland7(at)gmail.com)> wrote:
| Quote: | On 1/1/2020 5:15 PM, Robert L. Nuckolls, III wrote:
| Quote: | At 04:56 PM 1/1/2020, you wrote:
| Quote: | Keep in mind the way these reports are generated. The incident is recorded by atc and someone at Transport Canada decides to get follow up. They call the director of maintenance and get a verbal report. They are expecting an SDR so there is no investigation and no fact checking. There is no way to tell fact from fiction.
Thinking about it, perhaps the crew never got the generators online or selected them off right before takeoff when attempting to action a different switch such as the igniters or anti ice vanes. Then when the gear is selected up the hydraulic pump drains the battery. Unlikely but not so unlikely as a faulty battery taking the gens offline. |
. . . too bad. There are many anomalous events
that go unexplored yet reported in "never again"
articles . . . or not at all.
If the crew did mis-position switches and
ran their battery down, it stands to reason
that they would be reluctant to advertise
the error . . . assuming also that they
even know what brought it about.
So much useful information lost in the noise.
Bob . . . |
6.5 minutes for total flight duration; generator loss to total battery failure and *then* fly to the next airport??
Charlie
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