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November 2014


Beech 200: P & W PT6  - 21/11/2014 (201416432) 

During the first scheduled Phase 4 inspection by a new maintenance provider, it was noted that the aft rudder bell crank attach nuts were of the wrong type.  Parts installed were nuts requiring a split pin (no split pin hole in the rudder bell crank). IPC 27-20-01, Sheet 0A, Item 45 shows correct part as a self locking nut.  Original part installed was a simple castellated nut with no locking. Operator advised.  Maintenance provider to check fleet during scheduled maintenance. 

BN 2B:  Islander - Lycoming O-540 - Kirkwall - 15/11/2014 (201416122) 

Taxing from the hangar, with the intention of re-positioning to the apron for the afternoon flight, the rudder pedal jammed in full right position.  As taxing was no longer possible, engines shut down.  We found that with the rudder pedal adjuster unlocked and full right rudder with the pedals held forward of the front detent it is possible for the RH rudder pedal to foul and "hook" the nose wheel steering cable.  With the rudder pedals locked in any of the detents there is no possibility of this occurring. This was discussed with LMC who circulated an email.  A notice to crew has been raised in both log books and at LMC suggestion a decal has been fitted to the front of each log book.


Guimbal Cabri G2: Lycoming O-360 - Leicester - 29/09/2014 (201414192) 

On approach the aircraft yawed to the right with a loud bang at 30-50ft AGL.  Inspection of instruments showed a power indication of 118% twice that normal expected and a rate of descent of 100-200ft/min.  Realising insufficient power to maintain hover, at a height of 10-20ft AGL over RW10 I called PAN whilst manoeuvring the aircraft over the grass parallel to the runway. With a slow descent still in progress I performed a o/o landing onto the grass. During the shutdown process I confirmed a plasma ignition failure through the appropriate checks.  After the shutdown inspection of the aircraft showed no obvious damage.  

Guimbal Cabri G2: Lycoming O-360 - Leicester - 30/10/2014 (201415375)  

Towards the end of a dual training sortie the student had lifted to the hover and both student and instructor noticed the MLI indicating a higher than usual power (99%-102% compared with 80-85% previously indicated in the hover earlier in the same sortie when the quantity of fuel was higher). The indication was accompanied by a mild vibration which had a slight yawing oscillation (one or two degrees left and right). The instructor took the controls and landed the helicopter, noting that the power indication at 530 RRPM (middle of the green arc) whilst on the ground was 60% which is considerably higher than usual. The instructor elected to perform an ignition check to confirm normal operation of the magneto and plasma. The plasma was selected ‘OFF” and only a 20 ERPM drop was observed before switching the plasma back to “ON”. The magneto was selected “OFF” and an immediate drop in ERPM occurred which subsequently resulted in the engine stopping. The instructor expedited the rest of the shut down procedures and the fuel cut off was selected “OFF”. The aircraft was repositioned back to dispersal on its wheels. SMS incident number 13/14 opened whilst aircraft grounded awaiting engineers

Calidus Gyro: Rotax 912 - Wolverhampton - 23/10/2014 - (201415426)  

On take-off from runway, I was aware that normal climb attitude was not providing normal climb and that full revs were not available and I therefore pressed the variable pitch propeller control to fine the propeller pitch and despite several attempts this had no effect in increasing the revs.  Instead of immediately aborting the take-off while I still had plenty of runway ahead of me, I spent too long attempting to cycle the propeller into fine pitch and it was only when beyond the perimeter of the airfield that I made the decision that a safe climb-out was not to be relied on and therefore I made a precautionary landing in a field half a mile ahead and in line with the runway.  A normal short field landing was made in order to reduce the landing run and the aircraft was landed uneventfully.  The airfield was immediately notified of the fact of the safe precautionary landing and the landowner was contacted.  Cycling the propeller pitch control a couple of times from course to fine allowed take-off revs to be obtained and therefore following an examination of the aircraft to confirm no damage and the field to ensure safe take-off run, I was able to take-off normally and return without my passenger.  The propeller is a recent fitment having 20hrs 52 mins (45 take-offs including touch and go's) at the time of the occurrence and I have reported the occurrence to the manufacturer who supplied and fitted the prop. They are investigating the problem.  I am aware that the precautionary landing could easily have been avoided by a full power check prior to take-off and also by landing before running out of runway and I have altered my procedures accordingly.  I have since flown to the manufacturer for engineers inspection of the aircraft and the aircraft is safe to fly on fine pitch and I will not change the setting until the problem is fully resolved.  There were two components to this occurrence 1) I am aware that the precautionary landing could easily have been avoided by a full power check prior to take-off and also by landing before running out of runway.  I have altered my procedures accordingly.  It is now very clearly emphasised in my pre-take off checks that I cycle the prop with sufficient engine power to confirm the rpm available for take-off.  2) The failure of the prop to change pitch to fine when flying. I am working with the manufacturer to investigate and resolve the cause so as to prevent recurrence.



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