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May 2015


Beech 36: Continental  520: Oxford/Kidlington - 17/05/2015 (201506675)

After landing the pilot taxied to the apron and parked as instructed, the aircraft shut down and the three persons began to disembark.  ATC heard two short transmissions, the first just the initial letter 'N', followed be the TX switch being keyed the second time without speech.  As the ATC Controller checked the apron to see who was trying to transmit, the pilot transmitted 'MAYDAY,MAYDAY, MAYDAY, aircraft on fire'.  ATC acknowledged and initiated the alarm and directed RFFS to the stand, which was immediately outside the fire station.  One person was seen to move away from the aircraft and a child jumped out of the door followed by a significant amount of smoke.  A second child was seen running towards the fire engine.  Two appliances were were on the scene. The crew commander removed the children from the scene.  The RFFS found there to be little damage and terminated the incident.  (GASCo Comment:  Although N Registered, it would be good to have more details of this incident from the pilot or from the maintainers).  

Cessna 172: Lycoming O-320: Coventry - 11/05/2015 (201506257)

Due to cockpit smoke and fire the pilot requested a priority landing, which was approved, four persons onboard.  ATC declared Aircraft Accident Imminent and radio silence imposed.  Aircraft landed safely and taxied to West Apron. It was reported to be a fuse on fire; later reported out, with smoke in cockpit.  (GASCo Comment: see remarks above).  

DHC6 Twin Otter: P & W PT6: Land's End/St. Just - 18/04/2015 (201505227)

Whilst taxiing in a right hand turn to line up on runway 07, the pilot found he had lost nose wheel steering.  The aircraft was brought to a halt on the runway, ATC informed and requested a tow back to the apron where the passengers were disembarked.

Supplementary 18/4/15: Initial investigation pointed to the steering cables that run from the Captains Tiller arm to the steering actuator on the undercarriage leg had failed; upon opening various panels to gain access to the cable run it became evident that this was the case.  It had failed at the pulley at the base of the steering yoke. The cable in question had been installed on the aircraft during February 2010 and subject to repetitive inspections at 1200 hour intervals, the last inspection was on the 6th August 2014 on E23 inspection. The aircraft has flown 334 TAFHs since that date.  The cable mentioned above is post mod 6/1800, the purpose of the Modification was due to reports from in service aircraft of premature failure of the original cables installed, Mod 6/1800 introduced a replacement cable that provided improved flexibility and more resistance to fraying.  A complete inspection of the cable run was carried out with no anomalies or seized pulleys therefore a new cable was installed, the aircraft was returned to service later that day.  Engineering have been liaising with (the type certificate holder) over this failure to ensure that all checks and maintenance actions have been carried out. The root cause could not be established, however this cable is only supposed to be subject to light hand pressure from the Captain whilst steering the aircraft.  The cable sends a physical input to the steering actuator and this in turn provides the Hydraulic power to turn the undercarriage leg.  A letter has been circulated by the Deputy Chief Pilot of how the steering system operates, highlighting that the steering will only operate at its regulated speed, it is not determined by how much pressure is applied to the tiller arm and therefore the pilots in command should only apply light hand pressure to the tiller arm.  (GASCo Comment: useful advice for all who operate the type).  

Grob G115: Lycoming O-360: Leeming - 22/04/2015 (201506892)

During a general handling sortie, despite the fuel selector being set to LEFT, very little fuel appeared to be feeding from the left hand tank, which continued to read about 45 litres throughout with the right hand tank continuing to reduce.  Once the right hand tank was approaching 20 litres, with still no sign that fuel was feeding from the left, the sortie was curtailed slightly early.  

X'Air Hawk: Rotax 912: Carlisle - 22/04/2015 (201505307)

After landing, the Starboard main wheel had detached and rolled forward approximately 15 metres.  The aircraft remained upright resting on the wheel hub and brake disc.  Four of the six wheel bolts and washers were found on the taxiway between one and four metres behind the aircraft.  A thorough inspection of runway 25 did not reveal any further bolts or FOD.  Aircraft was removed to the apron on a trolley. Other aircraft were delayed whilst the runway inspection was completed.  (GASCo Comment: yet another where for a report as to the cause would be of benefit to other users).

Piper PA28: Thielert Centurion 1.7: Leeds Bradford - 10/05/2015 (201506290)

Thirty minutes into a trial flight that had been flown at 75% power @2500ft the pilot commenced a climb to 5000ft.  Just before TOC the engine made a thump and lost some power.   The pilot commenced a glide to investigate and got a yellow CED warning which cleared.  Everything was normal other than the power which would not read above 60%.  He was able to maintain level flight at 2000ft.  After landing it was found an intercooler pipe had come off the intercooler.  Hose inspected and re-secured using a new clamp. 


Guimbal Cabri G2: Lycoming O-360: Leicester - 29/04/2015 (201505574)

MAYDAY declared and immediate return to land due to slipping drive belts, vibration and power reduction.  During take-off at 100ft there was a loud squeal and noise from the main rotor, reduced available power and cyclic vibration.  It recovered for a short period and then happened again.  RPM reduced and a Mayday call was made.  During descent RPM recovered allowing a power on landing to be made.  Normal shutdown carried out.  Manufacturer informed. 



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