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

June 2015


Cessna 172: Continental O-300: Turweston - 24/04/2015 (201508059)

During a re-spray of the aircraft it was brought to the owner’s attention by a type rated engineer that the elevator up-travel cable had been incorrectly assembled - both having been replaced by the owners previous maintenance company.  The hardware on the down-travel cable was correct, however, the up-travel cable hardware was found to be incorrect as the bolt passing through the clevis on the cable attached to the elevator bell-crank had no spilt pin hole and the nut was not a castellated type.  There was no split pin, hence no locking device stopping the nut from coming off the bolt and causing a potential catastrophic failure.  In fact due to the fact that the nut was a locking type, it was over tightened causing friction in the elevator circuit. The use of incorrect parts has been confirmed by both the engineer and owner with reference to the Aircraft’s I.P.C. and the owner has an Invoice showing that the wrong nut and bolt combination were fitted.  The engineer fitted the correct hardware, carried out cable tension and travel checks followed by independent inspections in order to release the aircraft to service in a safe manner. 

Cessna 172: Lycoming O-360: Cambridge - 20/06/2015 (201508426)

Shortly after take-off at approximately 500', the student declared a Mayday with elevator trim failure.  ATC asked the pilot if he could make it back to the airfield to which he replied he could and was cleared to land.  ATC implemented a Full Emergency.  When the a/c was downwind, ATC told the student not to panic and everything would be fine, which seemed to calm him down a little and he landed safely.  ATC instructed the student to use taxiway Charlie and hold position so his instructor could get in to the aircraft.   (GASCo Comment:  We are unaware of the operator’s side of the story).   

DHC1 Chipmunk: Gipsy Major: Goodwood - 01/06/2015 (201507421)

The Incident occurred on the first flight of the day during the initial stages of a familiarisation flight, the aircraft had been ‘A’ checked by the company engineer, with a second Inspection by both the instructor and Student during an extended pre-flight inspection for familiarity purposes.  During this time no abnormalities were identified, with the elevator trim control having been moved through full travel with a visual inspection as part of the checks.  The aircraft took off with the Student flying monitored by the Instructor and climbing at 70 kts lAS.  Shortly after departure the student mentioned that he was having difficulty trimming the aircraft in the climb, with substantial forward stick required to keep the aircraft at 70 kts.  The Instructor took control to confirm and decided to return for a precautionary landing, notifying FIS.  Substantial forward pressure was required in order to stop the aircraft from climbing and it was decided to make a flapless landing.  The aircraft required further
forward stick, close to 3/4 forward being required in order to descend, making a successful flapless landing.   

An after flight inspection carried out by an engineer found that the aft trim wheel cable had snapped at the point of the trim control causing the trim to travel to the full ‘nose up’ position. (GASCo Comment: has anyone else experienced a similar failure?)

Below is a small selection from over 30 reports going back several months of Grob G115 fuel gauge problems and cockpit fumes issues that only recently reached the CAA. 

Grob G115: Lycoming O-360: Benson - 25/03/2015 (201507018)

During the taxi to the runway holding point the left hand fuel gauge started to give erratic readings. The gauge would read
anywhere between 50 litre and zero litres despite having 60 litres on board. The right hand gauge read accurately. The a/c was returned to the flight line and placed u/s.  Fault was traced to a loose connection at 13VR connector.  Connection re-made and system tested. Fuel quantity indication incorrect, LH Fuel Quantity Transmitter replaced IAW MM28-40, P 4-5. Aircraft returned to service 

Grob G115:  Lycoming O-369: Barkston Heath 16/01/2015 (201507039)

50 mins into an otherwise uneventful low level navigation exercise the RH fuel gauge was seen to move rapidly between approx 45 litres to zero and back several times and then settled at zero.  Returned to base using the left tank and during the return the RH gauge was observed wandering between zero and approx 30 litres where it remained after landing.  The fuel warning light did not illuminate at any point. Contents gauge check for accuracy and found satisfactory.  Further investigation carried out, sender removed and connector tightened and sender refitted.  Plug behind right hand seat dismantled and pins cleaned, plus assembled with reference to wiring diagram, gauges checked for fluctuation over a 10min period without fault. Technical fault was contamination of electrical connections causing erratic fuel indication. Connections cleaned and aircraft returned to service with no recurrence.

Grob G115: Lycoming 0_360: Cranwell - 02/02/2015 (201507429)

During pre-landing checks, a fuel gauge reading of 22 (left tank) and 22 (right tank) was noted. Following a normal landing,
during the after landing checks the gauge was seen to be displaying 5 (left tank) and 22 (right tank).  After completing the Engine Shutdown checks, the battery switch was recycled to allow the gauge to be reset, subsequently showing 7 left and 30 right. The gauge had been seen to operate normally during flight.  Both plugs 13VP/VR & 14VP/VR examined -no defects.  Fuel quantity indicator tested with test box -no defects. LH tank defueled, probe access panel released and probe exercised - noted to be sticking. Probe fails resistance checks and was replaced.  Fuel contents calibration carried out, aircraft has flown in excess of 20 hours with no fuel related defects. 

Grob G115: Lycoming O-360: Barkston Heath - 07/01/2015 (201507625)

Following a normal VFR departure with fuel indicating 50 litres per tank, after less than 10 minutes the left tank indicated 60+ and the right tank indicated 40litres.  The left tank was selected in an attempt to qualise the fuel load and at the same time a strong smell of Avgas filled the ockpit and right tank was selected to isolate the left feed.  With FRC drills carried out the smell reduced ut was still present and a PAN call made for visual return to base.  During the return the smell increased onsiderably and it was noted that both tanks equalised prior to landing.  No fuel leaks were found and the fuel tank access anels re-torqued. The under carriage leg wing seals inspected and both found o have seals displaced, panels removed and refitted with seals in correct osition. The aircraft was returned to service and there has been no recurrence of fuel smell. 



website by Hudson Berkley Reinhart Ltd