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Occurrences

A selection of recent occurrences is shown strictly for the purpose of maintaining or improving aviation safety and should not be used to attribute blame or liability.

Door opened in flight
 

I was ferrying for maintenance, after doing an successful walk around, I climbed in the aircraft started engines taxied and started take off roll uneventfully. Shortly after rotation RH passenger door opened by itself creating a hurricane inside the cockpit, I levelled off at 1200ft QNH and contacted LARS, reported the opened door and asked for a straight in approach. I attempted closing the door in flight, however as there was nothing to grab hold of. The rest of the flight was uneventful, although a bit cold and windy inside the cockpit. After landing I was followed by Emergency services to the stand and only realised that my headset case(made of soft plastic and cloth, ZULU Lighting 1 case) and plastic door handle were missing. I reported to departure and landing airfields in order for them to perform RWY inspection asap. After checking my flight path, the most likely location of where the case and door handle were lost was on crosswind RH leg. Conclusion: Door opened as it was improperly closed from the previous flight, on visual pre-flight inspection it looked flush with aircraft body, however it is possible for the door not to latch on. Next time will open and close all doors on this type of aircraft to make sure the proper
latching. 

Engine Failure at approx 100' on approach

A PFL (practice forced landing) from the overhead was requested from the AFISO. This was approved, and the aircraft was positioned overhead the airport at 2000' QFE. Carb heat was applied and the throttle closed to simulate an engine failure. A left turn to a left downwind for the active runway 25 was initiated. Twice during the descent, the engine was warmed by briefly increasing rpm to around 1500 then closed again. A tight downwind circuit was performed, and when it became apparent that the aircraft was low on the profile, an early left base was commenced. Shortly afterwards, it was decided that the glide approach could not be continued as the aircraft was too low to reach the runway, so the decision was made to revert to a normal powered landing and power was smoothly increased. The engine briefly responded with an increase in power, and then all power was lost. The propeller continued to windmill. Airspeed was low at this stage (around 50 KIAS/flap 10) and so a slight pitch down input was applied. The aircraft continued to the runway threshold which has a wooden fence around 1m high at its edge. In the pilot's opinion it was unlikely that the aircraft would clear this fence. A 'mayday' call was transmitted, but probably as a result of numerous other transmissions at the same time from other aircraft, this was not heard by the AFISO. As the aircraft approached the fence, the aircraft was pitched upwards slightly and managed to just clear the fence. This left the aircraft at about 5' agl with low airspeed. Full rearward pressure on the controls was applied and the aircraft touched down in a very nose high attitude but not unduly firmly. The propeller stopped turning at this stage. The aircraft came to a stop very soon after, still before the displaced threshold of runway 25. The ignition was turned and the engine started immediately and the aircraft taxied back to the ramp. 


PAN declared - Left engine low oil pressure indication


During the GH exercise a LH engine low oil pressure indication was noted. (yellow arc). The training event was discontinued. The QRH procedure was followed with a power reduction on the LH engine in accordance. A PAN call was made followed by a precautionary landing. Ops were informed. Analysis : Left engine oil pressure indicating low. No external indications of leaking oil in flight. No other cockpit indications in flight to support leaking oil. Cowlings removed. Oil found leaking inside the exhaust. Loss confirmed by oil level down by about 1 litre. ******* consulted, data download and sent for analysis. Because this was a new engine, ******** advised the engineers to run the engine at max power for 30 minutes to ensure 'o' rings on the turbo were properly bedded in. Corrective actions : Oil topped up then engine ground run for 30 minutes at maximum power. Engine then re-inspected, and no signs of oil leaks and no depletion in oil level. Aircraft was released back and test flown satisfactorily. Conclusions : All new engines on our aircraft are already ground run after fitment. A further inspection is done at 5 hours in accordance with manufacturers maintenance manual. Cause not specifically identified.  

PAN declared due rough running engine  

A/C called a PAN on the approach frequency with a rough running engine and decided to return immediately to the airfield. The a/c was checked in via EFPS in the normal manner but was heading towards the overhead instead of right base at an altitude of approx. 3500 ft. Higher than normal. When on frequency the pilot reported he wanted to join for a glide circuit to land. This was communicated to INT and Fire 1 was advised that A/C was number 1 to land. Pilot landed safely and taxied back to dispersal, at which point the fire service stood the incident down. a runway inspection was requested, nothing found.

Smoke in cockpit at holding point 

A/C had been holding to complete check pre departure. A/C reported returning to the Aero Club with smoke in the cockpit / cabin. Recordings not checked for exact wording. Call from A/C acknowledged. Aircraft Ground Incident initiated. A/C offered to hold position and ARFFS would come to his position. Pilot advised he was happy to taxi and no assistance required. ARFFS responded and were advised pilot was happy with situation and were advised by ATC that they were still to attend the aircraft. ARFFS subsequently reported there was still smoke being produced in the cockpit but that the area was cooling. No further action by ATC.

 
Concrete drain collapse caused damage to propeller and engine.

When parking the PA28 in an area that is standard accepted practice for parking of light aircraft. Concrete drain cover collapsed resulting in nose wheel falling into hole. Prop struck ground. Damage to prop and engine.


 



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