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April 2014

FIXED WING

Beech 200: P & W PT6 - Cranwell - 01/02/2013 (201301202)
On selection of gear down in the circuit, the nose and RH main lights indicated down, followed by a period of approx 10secs in which the gear motor continued to run before the landing gear relay C/B tripped.  The bulbs were tested and found to be working.  Landing gear manual handle light remained ON.  Landing gear unsafe indication drill carried out followed by landing gear manual extension drill. Neither resolved the problem. Airborne inspection confirmed gear down.  After approx 2hrs the crash landing drill was carried out and a/c landed without incident.  On initial inspection the LH landing gear down lock was found to be partially engaged with the down lock pin.  A washer was found to be stuck between the mating faces of the upper and lower drag brace links (held in place by excessive grease), preventing full drag brace extension.  The washer was removed and mating surfaces cleaned and inspected for damage, none apparent.  Landing gear extended and confirmed locked down.  Unable to identify source of washer. The RH and nose landing gear bays plus the remaining a/c in the fleet were inspected and any excess grease removed.  No adverse findings.

Diamond DA42: Thielert Centurion 1.7 - Bournemouth/Hurn - 07/02/2013 (201301339)

A/c levelled to check cruise trim and it was found to be in full or near full forward condition despite cockpit trim indication in centre position.  Decision made to return as flight was IMC and icing conditions.  Engineering inspection revealed elevator trim wheel bearing was stiff and required adjustment and lubrication.

Glaser Dirks: DG500 Solo - Barrow/Walney Island - 23/04/2013 (201304321)

During pre-flight inspection, a crack was noticed running right across the leading edge and radially outwards on the underside of the propeller. No signs of impact were evident so the cause is most likely to be fatigue. Progressive failure could explain why the pilot has noticed a slight drop in engine revs on full climb in the past few flights.  When pressure is applied, slight flexing can be felt.  The engine and propeller have approx 170hrs total run time.

Grob 115 Lycoming O-320 - Dundee - 05/02/2013 (201301177)

During power checks the engine stopped with excessive back pressure applied to the throttle. The engine idled without issue when normal pressure applied to the throttle.  Upon restart a company a/c reported flames from the exhaust.  A/c commander decided this was due to over priming.  Power checks at various RPM settings, no signs of flames, slight smoke observed.  As this was deemed consistent with normal operation of the engine at idle, commander elected to continue with take-off.  At approx 200ft the cockpit began to fill with smoke. PAN declared and a/c returned.  Fire services attended.  Upon inspection no engine fault found, engineers suggest that a silicon lubricant used on the heating system had caused the smoke.

Piper PA28:P Lycoming O-360 - en-route - 06/04/2013 (201303951)

Pilot noticed no issues during the flight but after landing and vacating the runway, the engine stopped.  Both fuel tanks were indicating empty.  Changed to LH fuel tank and was able to taxi to stand.  On inspection, fuel was seen to be dripping from under the engine.  Engineering assistance sought.  The main carburettor fuel inlet union nut was found to be loose, with significant fuel leaking from it with the fuel pump running.  When the loose union was tightened, it was found that the wax seal marks on the nut and thread were misaligned, suggesting that the union had not been tightened fully when last inspected.  Return flight uneventful.  Reporter states that a Tech Log entry had been made from the previous flight advising of excessive fuel consumption. Reporter also commented regarding importance of checking fuel gauge readings during pre-flight checks.

Vulcan P68:  Lycoming O-360 - Hawarden - 15/04/2013 (201303932)

A/c on 50hr scheduled maintenance check following reports of RH seat difficult to adjust.  On inspection both seat pan reinforcing tubes found to be sheared at the rivet holes.  LH seat checked and one of the reinforcing tubes seen to be sheared at the same location. Other a/c found to have same defect. Seats have been removed and sent to manufacturer for investigation.

ROTARY WING

Aerospatiale AS355: Allison 250 - Leeds Bradford - 13/04/2013 (201304331)

In cruise the LH servo and limit captions illuminated.  FRC's checked.  A/c returned without further incident.  On landing the LH hydraulic tank was found to be split and empty of oil.   Engineering assistance sought and tank was replaced.

Aerospatiale SA365: Turbomeca Arriel - Newquay - 19/02/2013 (201301937)

During maintenance, the submersion actuator was found to be mounted in the incorrect location and orientation.  It was found to be unserviceable (possibly due to being mounted horizontally rather than vertically). If the a/c had ditched in water, the cockpit voice flight data recorder would not have stopped recording due to ingress of water.

Agusta A109: P & W PW200 - Northampton/Sywell - 18/02/2013 (201302004)

During defueling for a/c re-weigh, indications showed LH tank at 7kg but the RH tank at 94kg.  Both low level warnings had illuminated at the same time.  No previous reports of incorrect fuel indications. Contents indicating system fully checked and no adjustments were found to be necessary.

Agusta A109: P & W PW200 - Andover - 14/02/2013 (201301875)

Substantial oil system leak noticed from NR2 engine compartment drain.  Inspection found that the engine's drain pipe union was loose at the engine reduction gear box. Once the pipe union was tightened and the system replenished, no leaks were apparent during ground runs. The drain pipes are not safety locked.

Enstrom 480: Allison 250 - 08/04/2013 (201304303)

As the pilot climbed into the a/c a crack was heard.  On examination the tail rotor mounting bracket had partially come away from its correct position and was deemed unsafe.  After contacting the manufacturer it was apparent that the design of the bracket was changed a long time ago.  No Service Bulletin or Service Letter was published, so the necessary modification had not been carried out.  Awaiting a repair scheme and an alteration to carry out the modification on three other pedal mounting brackets.  Reporter believes other a/c could still be affected.

Eurocopter EC135: Turbomeca Arrius - Eaglescott - 16/02/2013 (    201301640)

Forward restriction in cyclic flying controls during approach.  Pitch flying control system visually inspected, cyclic movement checked, cyclic control operated with hydraulic power, no restriction found.  A restrictive vibrating or chattering force was momentarily felt (approx 2 secs) in cyclic stick when moved from an aft position moving forwards. The source was found to be the Pitch SAS SEMA (pitch damper). SEMA replaced.  Functional tests carried out and a/c returned to service.

Eurocopter EC135: Turbomeca Arrius - Oxford/Kidlington - 22/04/2013 (201304242)

Incorrect specification of rubber sleeve fitted to tail rotor drive shaft.  During maintenance, two of six tail rotor drive shaft bearing rubber sleeves were replaced. After having flown 76.25hrs it was established that the incorrect modification level of rubber sleeve was used.  AOG awaiting replacement.

Eurocopter EC135: Turbomeca Arrius - Roche - 25/02/2013 (201301975)

Fuel fumes apparent during approach.  Fuel leak from engine traced to nr2 engine adjusted fuel valve.  Valve replaced iaw EMM and ground runs carried out for leak checks, all satisfactory.

Eurocopter EC135: Turbomeca Arrius - Wick - 13/02/2013 (201301648)

Pre-flight when engine covers were opened, the decking of the engine bay was seen to be covered in a layer of fuel which was dripping from the collection box connecting the engine drain valve to the drain lines.  Engineering assistance sought and traced the fault to the nr1 engine adjusted fuel valve. Valve replaced and tested before a/c returned to service.

MBB BK117: Turbomeca Arriel - Lippits Hill - 19/04/2013    (201304131)

A/c returned due to abnormal intermittent rumbling noise in flight. No vibrations, control issues or indications apparent.  Inspection found the drive belt, between the tail rotor drive shaft mounted air conditioning pulley and the air conditioning compressor, was no longer under tension.  Further investigation revealed that the air conditioning drive belt pulley (normally attached to the rotor brake disc by three wire locked bolts) had detached and worked its way past the adjacent drive adapter/flexible coupling pack, causing considerable mechanical damage to the pack (from repetitive impact) and to the drive shaft (by scoring).  Remaining fleet grounded for inspections, no faults found. Initial examination of the Equipment Maintenance Manual indicates no specific inspection pertaining directly to this pulley although the compressor itself, the mount and the drive belt are mentioned.  The OEM has been appraised of the event.

MD900: P & W - Topcliffe - 23/04/2013 (201304340)

Engineers were carrying out reseating of main rotor blade pins.  On climbing on the a/c to carry out this task a loud creaking/grinding noise was heard coming from the RH side undercarriage damper.  On inspection the damper outer sleeve was found to be misaligned with the inner sleeve. The LH damper was inspected and found to be in the same condition.  On removing both outer covers, two of the LH side outer sleeve locating spigots had been sheared and one on the RH side.  There was evidence of binding between the inner and outer sleeves on both dampers.  Further inspection of the forward cross tube revealed significant lateral movement (1/2in) of the cross tube within the saddle clamps.  Engineers suspect the damage was caused by a heavy-landing.  A/c to be inspected for hard landing.  On loading the a/c onto the low loader for road transport the remaining three pins that had not sheared previously now sheared and both LH and RH damper sleeves were now free to move around the damper.

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