don't read the menu options and go directly to the page content 

Engineering Occurrences January 2015


Beech 200: P & W PT6 - en-route - 13/01/2015 (201500565)

While recovering from cruise phase of flight, the right hand front inner windscreen shattered with a loud bang.  The shattered inner glass laminate was retained in the windscreen and the outer glass laminate remained intact and undamaged.  The aircraft pressurisation was not affected.   The pilot reduced speed, started a slow descent and put on safety goggles.  All loose items were removed from the cockpit.  The aircraft was landed normally from a visual approach.  Assessment will be carried out when windscreen replacement work begins.  Aircraft currently awaiting permit to fly for input the repair station. Windshield is inspected for cracks and visibility every Phase inspection, Last Phase Insp (Phase 4) dated 25/11/14 at 12103.9 hours, next due at 12,303.9 hours. -(attached insp criteria, this is called out every Phase Insp) P2 replaced 19/05/99 at 9,182 hours and 8357 landings.  Windshield screws replaced 07/09/07 at 9,754 landings next due 19,754 landings (10,000 landings repeat) Windshield corners and doublers inspected 12/04/08 at 10,005 landings next due 11,005 (1,000 landing repeat).  Delamination on P2 Windshield noted dated 03/05/14 on Phase 2 but within the limits of the AMM.   Will update when further information is available. 

Beech B200: P & W PT6 - Hawarden - 29/01/2015 (201501163)

The aircraft was taxiing from apron to position for engineering high power runs. The controller issued a clearance taxiway limit to allow another aircraft past, after which onward clearance for the aircraft in question was issued.  He observed that the aircraft did not taxi and so asked if there was a problem and was informed that they had a brakes problem and were trying to resolve it.  The pilot then advised that the brakes had seized on, were unable to move the aircraft and required the aircraft to be towed back to the apron.  (GASCo Comment:  It would be good to hear the reason for this from the operator or maintainer).  

Cessna F406: P & W PT6 - Inverness - 19/09/2014  (201413262)

Aircraft had been hangared overnight while undergoing a repair to the front mud guard.  Part way through this repair the aircraft was towed out of the hangar for refuelling in order to meet with the timing of the planned patrol.  As the aircraft was being towed it was overlooked that the control locks were in place, as there was no display sign and none was found on the aircraft.  Having realised this had happened, an engineering check was carried out on the controls to ensure that no damage had been done to the locking mechanisms, the controls themselves or the airframe.  The incident is under investigation.  No damage occurred to the aircraft.  In addition to the internal and external locks being visible when in position, a sign is normally placed on the coaming, visible from the ground, advising that control locks are in place and warning that the rudder lock must be disengaged before towing.  Probable revision of lock signage and procedure required.

Champion 8KCAB: Lycoming O-360 - en-route - 16/11/2014 (201418151)

The pilot was authorised for a local flight with a passenger.  The weather was suitable; general cloud base 2,000ft with large gaps and a higher cloud layer.  The following morning an instructor noticed that the accelerometer registered 7G; the aircraft limit being 6G.  When contacted the pilot admitted he had at tempted a loop and had pushed at the top and on the subsequent pull through the speed was increasing quickly.  He pulled out but was unaware of the 'G'; a statement supported by the reading left on the accelerometer.  Being unaware that he had exceeded the 'G' limit he did not report the incident post flight verbally or in the Tech Log.  The pilot, an NPPL holder, does not hold an aerobatic rating; his only aerobatic experience has been with a relation in a Pitts Special.  Ensuring the aircraft's continuing airworthiness required replacement of all the wing attachment and engine mount bolts plus non-destructive testing of the wing strut attachment plates at a cost of over £2,500. Pilot left in no doubt regarding the risks his actions incurred to the public, other pilots of the aircraft and his passenger.

CAA Closure: Investigations confirmed that the pilot had conducted unauthorised aerobatic manoeuvres, which exceeded the G limitations of the aircraft.  Event discussed with head of training and appropriate advice given.

Jodel  DR100: Continental C90 - Halton - 22/01/2015 (201501191)

During a routine handling sortie, on recovery from a steep LH turn the engine ran down while feeding from the rear tank. The engine recovered after 10secs of level flight and was recovered to a safe height over a private airstrip and the LH turn was repeated.  The engine ran down again and recovered again after 15secs.  The aircraft recovered for a high circuit and glide approach.  After landing, significant fuel leak observed from the engine driven fuel pump.  Engineering investigation took place. The Occurrence Manager was the Air Ground Radio Operator at the time.  He was aware that the aircraft had returned early as previously the pilots had explained they would be coming back for circuits.  However, he was unsure why.  Having now seen the AEMS report for this, it has been discussed at the Flight Safety meeting, the outcome of which was that the pilot will be thanked for taking the time to report this as part of an ongoing request for more error/hazobs reports.  In this particular case it was felt the pilots should have made a PAN call to alert the airfield to their problem.  If the fuel leak had become worse then the airfield would have been in a better position to react and also cease any other movements until the aircraft was on the ground.  All OICs/OCs of Flying Units at the station agreed to ask their pilots to make PAN calls if they suspect they have an issue that could either get worse or are making a different recovery profile, such as this high approach.  (GASCo Comment: sound advice for all pilots).


Robinson R44: Lycoming O-540 - Redhill - 19/01/2015 (201500711)

While carrying out 100hr inspection on the aircraft, it was found that the electrical fuel pump assembly had been changed to the upgraded version KI-206. On visual inspection of the fuel pump assembly it was found to be incorrectly installed as per KI-206 Figure 1. Defects found included:-

• B426-2 Pressure switch in wrong location.
• Fuel pump outlet should be an elbow not "T" piece.
• Fuel pump inlet should be steel elbow not aluminium.
• Fuel pump inlet elbow retainer found not inside lock nut.


ATC have reported the following, but pilots/operators/maintainers have not provided any information.

  • Beech C90: Returned due to flap problem
  • Cessna 150: Total radio failure
  • PA 28: Pilot injured during turbulence
  • website by Hudson Berkley Reinhart Ltd