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20221228022779I

Incident · Minor damage
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FAA incident report · Textron B300 · Golden, CO · December 28, 2022

FAA Aviation Safety Information Portal

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Date
December 28, 2022 · 20:09 local
Place
Golden, CO
Phase of flight
Takeoff: Climb Out
Operating rules
General operating rules (Part 91)
Operator
O2GA
Damage
Minor damage
Aircraft
N893UP
Reported as
Textron B300
Reported engine
Pratt & Whitney Canada PT6A-60A
People aboard
2
Fatal injuries
0
Other injuries
0
Pilot’s certificate
Airline transport
Pilot’s flight hours
1,917 total

From the FAA’s Accident/Incident Data System (AIDS), through its Aviation Safety Information Portal, as reported. The NTSB investigates accidents separately, and its record of an accident is the fuller one. The aircraft is matched to the registry by N-number and event date, checked against the reported make and model; the registry’s history has gaps, so older matches can be wrong. Compare the reported make and model.

What happened

The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.

On climb out of the denver international airport between flight level (FL)180-260. The copilot (SIC) noticed a crack in his windshield. Pilots confirmed the crack was on the outside layer of the windshield and performed actions contained in the pilot's operating handbook (POH) checklists. The pilots asked to stop climb at FL240 and divert the flight to the rocky mountain metro airport (kbjc) due to the cracked windshield. The pilots adjusted the pressurization controller accordingly and were issued several altitude changes and vectors for runway 30R into kbjc. Throughout the remaining flight, the crack continued to travel from left to right at top and FAR left sides of copilot windshield. The windshield heats were tested and placed in “normal” position prior to takeoff due to anticipated freezing temps and instrument meteorological conditions shortly after takeoff. When checking the windshield in flight for cracks pilots noted the “windshield-high-device” area (inner vertical strip) was considerably warmer than right side of copilot windshield and entirety of pilot’s windshield. At no time was pressurization lost. Pilots opted to wear smoke goggles upon descent. The pilots released the remaining cabin pressure prior to landing. The aircraft landed without further incident at kbjc.

As the FAA filed it

ON CLIMB OUT OF THE DENVER INTERNATIONAL AIRPORT BETWEEN FLIGHT LEVEL (FL)180-260. THE COPILOT (SIC) NOTICED A CRACK IN HIS WINDSHIELD. PILOTS CONFIRMED THE CRACK WAS ON THE OUTSIDE LAYER OF THE WINDSHIELD AND PERFORMED ACTIONS CONTAINED IN THE PILOT'S OPERATING HANDBOOK (POH) CHECKLISTS. THE PILOTS ASKED TO STOP CLIMB AT FL240 AND DIVERT THE FLIGHT TO THE ROCKY MOUNTAIN METRO AIRPORT (KBJC) DUE TO THE CRACKED WINDSHIELD. THE PILOTS ADJUSTED THE PRESSURIZATION CONTROLLER ACCORDINGLY AND WERE ISSUED SEVERAL ALTITUDE CHANGES AND VECTORS FOR RUNWAY 30R INTO KBJC. THROUGHOUT THE REMAINING FLIGHT, THE CRACK CONTINUED TO TRAVEL FROM LEFT TO RIGHT AT TOP AND FAR LEFT SIDES OF COPILOT WINDSHIELD. THE WINDSHIELD HEATS WERE TESTED AND PLACED IN “NORMAL” POSITION PRIOR TO TAKEOFF DUE TO ANTICIPATED FREEZING TEMPS AND INSTRUMENT METEOROLOGICAL CONDITIONS SHORTLY AFTER TAKEOFF. WHEN CHECKING THE WINDSHIELD IN FLIGHT FOR CRACKS PILOTS NOTED THE “WINDSHIELD-HIGH-DEVICE” AREA (INNER VERTICAL STRIP) WAS CONSIDERABLY WARMER THAN RIGHT SIDE OF COPILOT WINDSHIELD AND ENTIRETY OF PILOT’S WINDSHIELD. AT NO TIME WAS PRESSURIZATION LOST. PILOTS OPTED TO WEAR SMOKE GOGGLES UPON DESCENT. THE PILOTS RELEASED THE REMAINING CABIN PRESSURE PRIOR TO LANDING. THE AIRCRAFT LANDED WITHOUT FURTHER INCIDENT AT KBJC.