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September 2013


Cessna F406 - P & W - Biggin Hill - 28/08/2013 (201311338)

Aircraft returned due to fuel imbalance.  The gauges had been checked prior to start and during normal pre- departure procedures when 1,200lb in each side was noted.  The fuel gauges were showing 1,150lb in the RH tank and 500lb in the LH tank on rotation and required LH aileron input to a degree that the crew elected to return. Fuel tanks were drained to ascertain the contents and these were found to correspond exactly with the gauge readings after landing.  Investigation being
carried out. 

Curtiss Wright H-75A - P & W R1830 -  Duxford - 26/05/2013 (201307574)

Whilst taxiing for an air display the PIC noticed smoke in the cockpit. He immediately shut down the engine and called for fire service attendance. The aircraft was towed to hangar for investigation. The hydraulic pump was found heavily disrupted with damage associated with overheating caused to battery cables and control wiring.  Damage was contained within the relay electrical junction box. The relay (B-8) is manufactured by a number of suppliers and the Autolite relay is of a lighter design than the replacement Hart relay which may have been a contributing factor. A B-8 relay of the Hart type has now been installed. 

Grob G115 - Lycoming O-360 - Cranwell - 19/09/2013 (201312028)

LH brake back-pack bolt failure.  Engine test check was carried out. The throttle was advanced to full at which time the aircraft was noticed to slide forward on the wet concrete.  As the throttle was brought towards idle, extra pressure was applied to both brake pedals. The LH brake pedal was felt to collapse to full travel at the same time as a bang and a jolt was felt. On attempting to taxi the RH brake felt normal,the LH brake had no feeling.  Aircraft was shut down as was unable to be taxied.  Brake pad was retrieved from the ORP. The removed brake back-plate, calliper and failed bolts have been sent for metallurgical testing. 84 bolts have been replaced across the fleet for either corroded/damaged bolts or bolts that do not have the required locking properties. 

MS Rallye 150ST - Lycoming O-320 - Bidford - 12/09/2013 (201311342)

During scheduled maintenance, a hole found in wing spar.  The manufacturer was contacted regarding the holes and reported back that two of the three should be present. The third hole should not and had to undergo structural analysis. A letter was issued to cover the one hole in each spar confirming that the analysis had been done and the aircraft could continue in service. They also stated that any other model would need to have a letter issued by the manufacturer for it to continue in service and for the same model if the holes varied in size or location.  Structural analysis completed and aircraft released back into service.  

Partenavia P68 - Lycoming O-360 - Liverpool - 10/09/2013 (201311868)

While in cruise, aircraft returned due to carbon monoxide detector activated during flight.  During the last 15-20 mins of flight, it was noticed that the Co2 detector had turned blue. It had been regularly monitored during the flight and was indicating normal up until that point.  The pilot ventilated the cabin and an immediate return was initiated. The pilot and observer self checked and cross checked one another for symptoms throughout the return journey and for 1 hr after landing. No symptoms present and no immediate source of the fumes could be found.  Further investigations later found that the contamination had originated from a slip joint in the LH engine inboard exhaust stack, which is there for expansion and was a little too free thereby allowing the gas to pass into the cowled area. The aircraft originally had de-icing installed and the modification had been removed by a previous operator.  On removal, three holes the size of an old penny, were left at the nacelle inboard leading edge, allowing the gas to be forced through the wing root and into the cabin. The holes have been sealed and the exhaust stack replaced. Tests carried out and no gas found to be present.  Investigation under 201309174. (GASCo Comment:  The event shows the value of low-cost Carbon Monoxide detectors).  

Piper PA28 - Lycoming O-320 - Lee-On-Solent - 06/09/2013 (201311567)

Loss of brake calliper on runway after landing.  'A' Check at departure airport did not detect any brake problems, although in retrospect it was noticed during brake checks that pressure was possibly slightly lower than normal on the LH side. The flight was uneventful but in the landing run the LH main wheel brakes lost all pressure so all braking was on the RH side.  When aircraft arrived on hard standing, it was discovered that the complete LH calliper was missing, including the brake pipe. The unit was found approx 150m in and close to the runway centreline. The brake pad nearest the wheel was missing and has not been located.  Repairs carried out and replacement parts fitted before aircraft returned to service.  

Robin HR100 - Lycoming O-360 - Le Touquet - 11/09/2013 (201311910)

The aircraft touched down at approx 75kts, the nosewheel was held off for a couple of seconds before settling onto the runway.  It immediately started to shimmy quite violently and the pilot attempted to release the weight on it by pulling back on the stick. This made no difference and braking was not an option due to full cycle travel of rudder pedals.  Aircraft stopped approx 50m before the first taxiway. The shimmy did not decrease until after the aircraft came to a halt.  During inspection the pilot discovered damage to the base of the rudder. The rudder appeared to have sheared from the base plate and was no longer connected to the pivot.  AOG awaiting repair. (GASCo Comment:  Have witnessed a similar event on a Robin DR400 resulting in expensive front bulkhead damage).  

Technam P2006 - Rotax - Gloucestershire - 02/09/2013 (201311419)

Four rear primary exhaust failures found during the last two inspections.


Aerospatiale AS365 - Turbomeca Arriel - Blackpool - 13/08/2013 (201310693)

Co-pilot's locking handle on the crew door would not move. Therefore the crew member was unable to open the LH crew door.  On inspection, it was noticed the upper locking lug had come loose and was causing the handle to stick. Pressure was applied to the upper part of the door in order to open it.  Engineering inspection of the door aperture found that the LH 25 deg frame was cracked all the way round just above the upper door jettison bush. The flexing of the canopy during flight had allowed the co-pilot's upper secondary door lock to migrate out of its keep during flight.  When the aircraft landed and the canopy flexed back again, the spigot of the secondary door lock jammed on the 14 deg frame, instead of going back into its keep.  Eurocopter were contacted for a repair scheme which was supplied and the repair carried out.

Eurocopter EC135 - Turbomeca Arrius - Glasgow City Heliport - 24/06/2013 (201307469)

Aft LH float module balloon found holed.  During routine inspection a tear/hole in the fabric was found in the area where the float balloon rest is against the rear module support bracket when the float is packed.  Chafing is also evident in the area of the front mount but has not punctured the balloon.  Mounting brackets and surrounding metal fixtures should be covered with layers of duct tape to provide anti-chafe protection however the application of tape is sparse.  Inadequate application of the anti-chafe tape has led to the edge of the mounting bracket chaffing through the balloon fabric.  Balloon will be repaired IAW
manufacturer’s instructions. 

MD900 - P & W - Manchester/Barton - 29/06/2013 (201307690)

Fuel drain cover detached in flight.  A sudden brief vibration was felt through the cabin floor. No disturbance was felt at the front and following a handling check, the aircraft was landed.  Inspection found the fuel drain cover missing and the retaining wire severed. The cover had been checked and secure before the flight.   Manufacturer contacted with remedial actions and no technical objection (NTO) letter received so aircraft returned to service. 

Sikorsky S76 - P & W PT6 - London/Stansted - 28/06/2013 (201307792)

Hydraulic leak in Nr 2 system.  During after flight maintenance, it was noticed that the level of fluid in the Nr 2 hydraulic system had dropped to near the refill marker. Subsequent investigation found a leak in the area where the emergency blow-down pipe connects to the NLG actuator.  Landing gear actuator replaced, hydraulics replaced and aircraft returned to service.  The leakage was found to be from integral union seal which forms part of the supplied actuator assembly.



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