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December 2014


Britten Norman BN2B: Lycoming O-540 -  Kirkwall - 08/12/2014 (201417179)

After landing, while taxiing on the apron, excess rudder movement was suspected.  Rudder system inspected, and rudder final drive rod end bell crank found  damaged, bell crank removed, new levers fitted, bell crank assy refitted.  Rudder cable tension & rudder system rigged, range of movement checked at wh 11.30" & 11.20". 

Britten Norman BN2T: Rolls Royce 250 - Belfast Aldergrove - 06/12/2014 (201417050)

During the initial take off roll the primary ASI on the PFD indicated the expected airspeed increase and a cross check with the electronic standby instrument ASI confirmed a similar reading.  Pitot heat was selected OFF on both sources as the weather indicated no icing conditions for the intended flight.  Due to a low headwind component a higher groundspeed at Vr was anticipated.  As speed increased towards what felt from experience like rotation speed, the PFD showed the airspeed to be still 10 kt below Vr.  The aircraft felt lighter than normal but it was thought that a lower than normal take off mass accounted for this. The aircraft continued to Vr and took off without incident.   Climb rate was higher than normal and a cross check of the ASIs showed the PFD as 91kts and ESI at 114kts.  Pitot heat was selected resulting in the PFD speed slowly rising to under read the ESI by 5 kts.  A normal approach and landing was made to runway 25 and the fault was reported to maintenance.  Inspection of both Pitot-static heads on this aircraft and a similar one fitted to the second company aircraft showed all to be unserviceable.  All were fitted in recent months.  (GASCo Comment: we do not have access to details of the Manufacturer or the Part Number, it could be a faulty batch). 

Cessna F172: Lycoming O-320 - en-route - 30/11/2014 (201416720)

The flight was a checkout for a PPL holder to comply with club currency rules. As a stall approach was being practiced, when the PPL operated the flap lever a shower of sparks came from the area around the flap lever.  There is also a 12v power point next to the flap lever and it could not be determined in flight whether it came from there or the flap lever.  There was a smell of burning, but no flames were seen and the smell disappeared after about one minute.  The instructor declared a PAN and the aircraft was immediately returned to the airfield for an uneventful flapless landing.  Engineering inspection and found the metal sheath on the back of the auxiliary supply had come adrift and contacted the power feed wire causing the unit to short out.  The unit has a in-line fuse which had as designed blown.  The auxiliary supply unit appears to be the original from aircraft build and was fixed by means of a screw thread surround, with a serrated cap end which bites into the aft of the flight panel fascia.  No other ancillary units were affected and only marginal scorch marks were found on the supply surround. These serrated teeth had worn which allowed the cap to quickly unscrew through flight vibration.  There is some evidence that the unit may have had small tangs on the screw portion which would have also acted to prevent the surround unscrewing in this manner.  Due to the age of the aircraft and modifications/refits to avionics or nearby ancillary systems, it is feasible to assume the surround may have been removed on several occasions for access thus weakening and/or stressing these tangs.  A new complete unit has been ordered, the damaged unit has been removed, the supply wire capped and the fascia has been placarded as INOP. The unit appears to have failed due to age and deterioration.   

Cessna F405: P & W PT6 - Inverness - 24/11/2014 (201416836)

Crew report of autopilot disconnects when P2 transmits using PTT switch.  P2 electric trim intermittent and P2 unable to transmit on PTT when P1 uses electric trim. Trouble shooting to reproduce trim fault, cockpit went dark (power loss) with an associated burning smell.  S 7070 defect 1,2,3.2 broken wires in right hand control column wiring harness found causing short circuit.  Wires from plug J225 pins 2 and 4 to P2's control wheel.  Both damaged wires repaired with inline crimps IAW standard practices.  Functional test of elevator trim system and autopilot carried out while transmitting using P2's PTT switch - no faults found. Same occurrence also reported in April 2011.  

Diamond DA40: Thielert Centurion 1.7 -  Coventry - 29/10/2014 (201415336)

Fuel tank removed for the 1,000 hrs inspection, leak found, due to cracking around one of the welds. Current hours of the aircraft are 2,960.1 A/C TT.   

Piper PA28: Lycoming O-320 - Southend - 06/12/2014 (201416976)

Approx 40 mins into the flight with 16nm to the airfield and at 2,200 feet, there was a loud audible warning in the cockpit. Initially the pilot was not sure of the source of the warning but it became obvious when the cockpit started becoming hazy due to smoke/fumes.  The pilot checked the carbon monoxide alarm in the glove box which confirmed an engine issue.  The passenger then asked how the pilot was feeling as he was feeling light headed.  A PAN was declared and was given priority to land and kept an eye on vital instruments and gauges and continued the now hurried approach.  At this point the pilot opened the window and door to allow fresh air into the cockpit as he had started feeling slightly lightheaded and sickly.  He joined and landed safely and shut down on the runway and evacuated the aircraft. They were attended by the emergency services and due to carbon monoxide absorption they were taken to hospital.  After 6 hrs of high flow oxygen both were released.  Inspection found the exhaust silencer had failed due to fatigue.  

Piper PA 44: Lycoming O-360 - Bournemouth/Hurn - 24/11/2014 (201416543)

Incorrect parts found fitted to engine.  Current engine shows Part Number (cylinder and Head Assembly) as applicable on this engine model.  However, engine manufacturer have confirmed the IPC is incorrect and that only Part Number is applicable to this engine, hence the incorrect parts fitted to the engine.  (GASCo Comment: We do not have the Part Number details).


Aerospatiale AS350: Turbomeca Arriel - Denham - 01/12/2014 (201416894)

During annual inspection of fuel cell, multiple welds found to have failed from the internal baffles to outer skin. The result of the welds failing caused minor chaffing on the surrounding structure of the fuel tank.  No fuel leaks evident.

Schweizer 269C (300C): Lycoming O-360 -  01/12/2014 (201416792)

After Fuel Injector unit was removed for repair the Mixture cable was inspected and found worn aprox half way through where the inner cable exited the outer cable.  Portion of cable found worn is not normally visible when aircraft is on the ground.  Manufacturers Maintenance schedule make no reference to the inspection of mixture cable assy.  Maintenance Organisation will amend Maintenance Program to read as follows. ‘Lycoming 360 Series 50 hrs inspection, Check the mixture cable and throttle cable linkage for travel and freedom of movement, security of clamps and lubricate if required. Check inner cables for wear with mixture control and throttle control at both full and closed settings’.  The cable has been replaced.


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