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October 2014

FIXED WING  

Diamond DA40: Thielert Centurion 1.7: Bournemouth/Hurn - 02/07/2014 (201408944)

Shortly after take-off at about 200 ft the pilot heard a 'flapping' noise from the engine compartment and reduced power.  He advised ATC and started a low level circuit to land.  Almost immediately he had an alternator failure warning, shortly after the coolant temperature rose into the red and oil pressure reduced into the amber range.  A safe landing was made approx. 2 mins after the initial event.  Investigation found that the alternator belt (V-ribbed Belt) had failed. The aircraft was on loan from another flying school. The incident has been referred back to them and their engineering team.

Supplementary 22/07/14: V-ribbed belt supplied as part of replacement engine installed 24-08-2010, being engine upgrade to Centurion 2.  Photos of belt following failure show 'shredding' of belt into rib sections, belt not parted.  Last maintenance activity affecting belt was scheduled alternator change at 599 engine hours.  Belt not removed, but de-tensioned and freed from alternator pulley.  Alternator replaced, belt tensioner manipulated to allow re-fitment of belt.  Visual inspection of correct alternator installation, belt placement and tension carried out without any findings.   Belt run for 39 hours in service before failure. Unable to attribute belt failure to last maintenance action due maintenance integrity and unit time in service. 

Grob G115: Lycoming O-360: Colerne - 14/09/2014 (201413515)

Description of occurrence as known at this time (Captain not available).  Post landing of an uneventful sortie the canopy was opened as normal and on vacating the aircraft it was noted that the canopy lock bracket had sheared through its centre.  The defective part was replaced.  On receiving the information regarding this incident the CAM requested the defective Canopy Lock Bracket be sent to Operations Centre for the attention of the CAM.  On examination with a x10 magnifier it was confirmed there was wear apparent on the lock hook contact area and on closer examination suspect corrosion was evident on the first few beach marks before ‘clean’ beach marks and ultimate failure. This is the first failure within our fleet.  OEM advised and a System Notice - Sheared Canopy Lock Bracket issued to all Sites to raise awareness and to inspect all Canopy Lock Brackets ahead of any OEM instruction.  Fleet Check returns required by end-of-flying on the 25 Sep 14.  

Grob  G115: Lycoming O-360: Cranwell - 03/10/2014 (201414233)

Aircraft had undergone a 2,000 hour maintenance inspection including a pressurisation test of the aircraft integral fuel tanks.The aircraft was released to service and had flown twice.  Following the second flight the re-fuellers had difficulty opening the wing tank fuel caps and called for engineering advice.  The engineer was able to open the fuel caps but noted that there seemed to be a vacuum in the tanks as air was drawn in as the caps were removed.  The engineer was aware that the aircraft had been on maintenance and had a fuel tank pressurisation check, but had not been involved with the task.  On closer inspection it was discovered that the wing lateral vent valve test blanks were still fitted and the outboard vent lines were still disconnected.  This meant that the wing tanks were effectively sealed and unable to allow air into the tanks thus causing the vacuum in the tanks as fuel was used.  Further inspection found that the collector tank under the left hand seat had partially collapsed due to the vacuum in the system.  A formal company Maintenance Error investigation is currently being undertaken, after which the aircraft will be repaired as required.
 

SINGLE ENGINED ROTARY WING 

Aerospatiale AS350: Turbomeca Arriel: Aberdeen - 03/08/2014 (201410509)

Early in the cruise P1 noticed a couple of flashes of TGB T light, light then illuminated constant.  P1 conducted a line test, and line test confirmed Pass.  Airspeed reduced to 80kt.  PAN declared & RTB was immediately requested.  Crew then elected to descend to 1000ft.  Drill 7/6 was then carried out with another line test.  Line test now failed. ILS carried out.  

Hughes 369: Allison 250: Blackpool - 02/10/2014 (201413936)

Upon receipt of the aircraft records from the former Part M management organisation, numerous anomalies were discovered, including no recorded life data for the tail transmission input coupling adapter despite an airworthiness life limit of 4,980 hours. The subject part was subsequently found cracked.  The tail transmission complete with driveshaft was removed for verification of component part numbers and serial numbers.  At which time, the tail transmission coupling was found to be cracked.  The crack extends for almost half the circumference of the aft plate. The coupling was fitted in November 2001 at 15,702.5 airframe hours and has operated for 263.4 hours since installation.  The coupling had been removed as serviceable from another aircraft and installed.  Although aircraft remains registered, the last recorded hours on CAA G-INFO database are 1,441 hours at 31/12/1983.  No time since new was recorded on the log card at the time of removal from another aircraft or at installation.

 

 

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