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March 2015

FIXED WING  

Beech 200: P & W PT6: Malaga - 10/03/2015 (201503165)

While climbing through FL230 for FL280 pilot checked the Cabin Alt and saw it was climbing slowly at less than 500ft per min through 9,000ft.  Passing FL250 it climbed slightly quicker and hit a cabin altitude of 12,000ft.  The warning came on and 3 masks dropped so he descended towards FL100 informing ATC of pressurisation issues. He wound the pressure gauge down and started a decent. The cabin started to descend and passing FL215 the cabin altitude was back at 8,000 ft.  Asked ATC for FL200 and called one of the Flight Medical Crew forward and completed the ITS brief.  At FL200 the Cabin Alt settled at 8,000ft. I decided to try a climb until Cabin Alt sat just below 10,000ft and managed to get to FL240.  He advised the Flight Medical Crew that cabin alt was slightly higher than normal and the flight continued normally to the destination.  The short re-position flight was completed at FL80 so no pressurisation concerns.

CAA Closure:
Investigations found the cause was a damaged passenger door inflatable seal.  Door seal replaced and function tested satisfactorily, since which the pressurisation system has operated normally. Door seals are subject to environmental/impact damage due to the nature of the aircraft's operation and the door seal is inspected during each Phase Check at 200 hours. 

Diamond DA42: Thielert Centurion 1.7: Boscombe Down - 27/02/2015 (201502533)

During taxiing out, the BEFORE TAKE OFF CHECK was being actioned, while performing the ELECTRIC ELEVATOR TRIM check, a restriction became apparent.  A check of the manual elevator trim confirmed the restriction.  Flight was cancelled and returned to dispersal.

Initial engineering investigation indicated the A/P elevator trim servo drive chain gear was mis-aligned due to its mounting bracket appearing to be bent out of shape. This in turn caused the trim drive chain to 'ride-up', potentially due to the chain slack caused by the angle of the gear.  Further troubleshooting is ongoing to ensure there is no further damage, a replacement bracket has been ordered and full system check will be carried out post fitment.  Current Tasks in AMP: The following task is called up every 200 hours/1 year and was last carried out on 12 September 2014 at 1,234 hours by the Authorised Service Centre. 'Examine the elevator trim control in the centre console: Make sure that there is full and free movement and no unusual play’.   (GASCo Comment: we do not know the age of this aircraft

Piper PA28: Lycoming O-320: Bournemouth/Hurn - 10/03/2015 (201503094)

Solo PPL student on a VFR Nav Ex.  The pre-flight inspection for this the second flight of the day, was conducted by the student & his Instructor when all appeared in order.  The Checks prior to departure and the engine parameters during the departure were considered 'normal'.  Took-off RW08 left turn, heading 290 to depart the CTR.  Reported leaving the Zone, conducted FREDA and full power checks to climb to 3,000ft planned cruise altitude.  On applying full power, the engine suddenly began producing a loud, rough running and rattling noise.  Power was immediately reduced and the aircraft was turned 180 deg.to head back to the Airport.  During the power reduction, the symptoms seemed to lessen but returned as the power was gently increased to reach salvation.  Declaration of an emergency for priority landing was not made, on which point the student was subsequently debriefed on the relevance of this.  The symptoms continued throughout the remainder of the flight which is recorded in the Technical Log as lasting 25 minutes airborne and taxi to vacate the runway.  

Post flight inspection revealed the RHS rear exhaust manifold riser pipe had fractured and become separated from its flange still bolted to the exhaust port of the cylinder, thus resulting in uncontrolled hot gas breakout within the engine compartment. Approx half the line of breakage appeared 'fresh'. The pipe was also completely loose at the other end where it entered the Heat exchanger below the engine.  Components appeared worn out, rusty and corroded.  The cockpit CO2 detector had not darkened to indicate noxious fumes and from discussion with engineering it is believed that there was no likelihood of this via the heater/defroster system.  A bolt was missing from another exhaust flange.  Engineering prepared and fitted a replacement exhaust riser pipe and released aircraft back in service.  Information regarding when 'new' parts are required for such an occurrence would be appreciated.  Details of occurrence will be disseminated in the March 2015 Flight Safety Memo calling for particular attention to these areas by flight crews during pre-flight.  

Piper PA28: Continental O-346: Chichester/Goodwood - 10/03/2015 (201503117)

After landing from a routine flight, it was apparent that there had been oil leak.  During the flight all instrument indications were normal.  Particular attention had been paid to the instrumentation during the flight following the first oil leak, ref MOR E21871/SRG1601. There was however a strong smell of hot oil in the descent. Ref MOR E21871/SRG1601.  The engineering were provided with a work order to investigate/rectify the oil leak. The company reported that a ground run had been carried out without the top cowl fitted and oil was seen to be leaking from the oil pressure hose at the turbo charger T piece union. The operator advised the engineering that this was where the initial oil leak had happened.  The hose was removed and the flare was found to be distorted and cracked 4 ways.  The hose was replaced, leak checked satisfactory. The aircraft returned and a further satisfactory leak check carried out.
 

SINGLE ENGINED ROTARY WING              NIL

 

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