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Air transportation safety investigation A15P0147

The TSB has completed this investigation. The report was published on 3 November 2016.

Table of contents

Engine power loss and forced landing

Beechcraft A36, C-GPDK
Osoyoos, British Columbia

View final report

The occurrence

On 07 July 2015, at approximately 1645 Pacific Daylight Time, a privately operated Beechcraft A36 Bonanza (registration C-GPDK, serial number E-1728) departed the Oliver Airport, British Columbia, with only the pilot on board for a flight to the Boundary Bay Airport, British Columbia. Approximately 6 minutes after takeoff, the aircraft suffered an engine power loss, and the pilot carried out a forced landing on Highway 97. The aircraft struck a truck and a power pole, and came to rest on the edge of the road. The pilot was able to egress, but sustained serious burns. A post-impact fire consumed most of the aircraft. The accident occurred 0.27 nautical miles northeast of the Osoyoos Airport, British Columbia, at a ground elevation of 1035 feet above sea level, during daylight hours. There was no signal transmitted from the emergency locator transmitter.

Media materials

News release


Engine power loss due to vapour lock led to July 2015 forced landing on Highway 97 near Osoyoos, British Columbia
Read the news release

Deployment notice


TSB deploys team to assess aircraft accident in Osoyoos, British Columbia

Richmond, British Columbia, 8 July 2015 - The Transportation Safety Board of Canada (TSB) is deploying a team of investigators to Osoyoos, British Columbia, where a Beechcraft A36 was involved in an accident. The TSB will gather information and assess the occurrence.

Investigation information

Map showing the location of the occurrence


Photo of Roberto Chiatto

Roberto Chiatto joined the Transportation Safety Board of Canada (TSB) in 2014 as a Senior Technical Investigator, Air Branch, for the Pacific Region and is based out of Vancouver. Mr. Chiatto has 24 years of civil aviation experience.

Prior to joining the TSB, Mr. Chiatto was an Inspector for Transport Canada Civil Aviation Enforcement. During his seven years at the Enforcement Branch, he carried out over 135 comprehensive investigations.

Mr. Chiatto has extensive experience in aircraft maintenance and repair. Prior to his position with Transport Canada, he worked for 17 years as an Aircraft Maintenance Engineer (AME) on numerous small and large transport category aircraft. The majority of his rotary wing experience was in the helicopter logging industry where he maintained the Boeing Vertol 107 II and MD 500D. Mr. Chiatto also has fixed wing experience on Boeing 767 aircraft and holds a valid AME license with M1 and M2 ratings.

  Download high-resolution photos from the TSB Flickr page.

Class of investigation

This is a class 3 investigation. These investigations analyze a small number of safety issues, and may result in recommendations. Class 3 investigations are generally completed within 450 days. For more information, see the Policy on Occurrence Classification.

TSB investigation process

There are 3 phases to a TSB investigation

  1. Field phase: a team of investigators examines the occurrence site and wreckage, interviews witnesses and collects pertinent information.
  2. Examination and analysis phase: the TSB reviews pertinent records, tests components of the wreckage in the lab, determines the sequence of events and identifies safety deficiencies. When safety deficiencies are suspected or confirmed, the TSB advises the appropriate authority without waiting until publication of the final report.
  3. Report phase: a confidential draft report is approved by the Board and sent to persons and corporations who are directly concerned by the report. They then have the opportunity to dispute or correct information they believe to be incorrect. The Board considers all representations before approving the final report, which is subsequently released to the public.

For more information, see our Investigation process page.

The TSB is an independent agency that investigates air, marine, pipeline, and rail transportation occurrences. Its sole aim is the advancement of transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability.