Here - Civil Aviation Authority
Contents
1. event is free although aircraft flying in will be subject to a small facility charge Those without internet access should write stating the number of places required and whether they wish to of vapour lock the alcohol can corrode parts made of rubber and other materials which in turn may cause deterioration and malfunction of the fuel system or fuel leakage with the associated risk of fire It can also increase the likelinood of any water in the fuel separating out at low temperatures with the alcohol can corrode consequent increased risk of carburettor icing and of water being drawn into the engine instead of fuel Finally because the presence of alcohol reduces the energy content of the fuel the aircraft will suffer a reduction in range For these reasons all current exemptions allowing aircraft to use motor gasoline contained in Airworthiness Notice 98C require that the fuel be free from alcohol Microlight aircraft are covered by Airworthiness Notice 98B and although alcohol is not prohibited in MOGAS used by applicable 12 apply for a fly in place if available to Project Officer MCASD 2007 Defence Aviation Safety Centre PO Box 333 RAF Bentley Priory Stanmore Middlesex HA7 3YN microlight aircraft operators should consider the possible consequences of using fuel containing alcohol SafetySense leaflet 4 includes a suitable test for the presence of alcohol 1 Obtain a clear tube2. selects the altitude facility Mode C in addition When requesting a Flight Information Service from London Information as opposed to very short duration information requests weather reports etc you are likely to hear for example G ABCD squawk 1177 Flight Information Service You should only of course select the code when requested by the London FISO If communication is lost or as soon as you leave the FIS frequency you should deselect it selecting 7000 if appropriate If pilot was able to abandon his aircraft using a parachute it appears that the escape of the other pilot may have been impeded by the wiring of his electronic devices he carried in the glider Reports from the AAIB and foreign accident investigators contain instances of forced landings which have resulted in the pilot having difficulty in making a rapid exit Whether we fly gliders or powered aircraft nothing must be allowed to impede exit in an emergency an aircraft is identified as requiring radar assistance to prevent an infringement the radio message is likely to be in the form G BCDE at WESTBURY RADAR request contact WESTBURY RADAR XXX XXX immediately The FISOs at London Information do not operate from a radar console and although they have access to a range of systems providing aeronautical information they do not have a display of radar derived aircraft positional data as can be confirmed from the picture I
3. FAA Bi weekly listings of Airworthiness Directives We are aware that the following have appeared in these listings since the last GASIL publication date but owners should regularly check the web sites of the Regulatory Authorities for whatever State produced their aircraft and all its equipment FAA ADs including the Bi weekly listings for small aircraft are available on the internet through www faa gov Under Aircraft select Advisories and Guidance Aircraft Safety Alerts and Airworthiness Directives Biweekly AD Aircraft equipment type Item 2006 25 2006 24 07 Hartzell amp McCauley Propellers Previous inspections and repairs 2006 25 2006 24 11 Raytheon Beech 1900 1900C 1900D Wing rear spar lower caps 2006 26 2006 23 02 Raytheon Beech C90A B200 amp B300 series Flight controls 2006 26 2006 25 08 Columbia Lancair LC41 550FG 42 550FG De icing system 2007 01 2006 26 08 Raytheon 390 Hydraulic pump outlet tube 2N Letters to Owners Operators The following Letters to Owners Operators LTOs have recently been issued by the CAA An LTO does not in itself contain any mandatory requirements but is intended to pass information It may contain for example an item of significant airworthiness information received from a foreign Aviation Authority LTOs are listed with Airworthiness Directives on the CAA website www caa co uk through srg and airworthiness LTO 2967 LTO 2851 RevA LTO 2882 RevA Certificate
4. General Aviation Admin Section Aviation House Gatwick Airport South West Sussex RH6 Aircraft equipment type Bellanca 7GCBC Cessna 172R Cessna 182 Cessna 206 207 210 series Cessna 560 Cessna series Cessna T210M Continental TSIO 520NB engine Continental TSIO 520 M engine Dassault 20 Diamond DA40F Diamond DA40FP Gulfstream GIV Gulfstream IV Lancair LC41 Lear 55 Learjet 35 Lycoming 0360 A3B6D engine Mooney M20C Piaggio P 180 Piper PA25 Piper PA44 180 Rockwell 112A Item Wing spar crack Oil pressure sensor failed windscreen splashed with oil in flight Broken nosegear downlock pins Water retained in elevator trim tabs Cabin entry frame cracked at aft step attachment Plastic control wheels cracking and failing Cabin step cable interfered with nose gear linkage Cylinder head cracks 5 out of 6 ECI cylinders found cracked Landing gear uplock switch inoperative Alternator output wiring failed total electrics failure Fuel filler caps loose allowing water ingress 3 instances Fuel shutoff solenoid valve missing alignment pin Thrust reverser actuator defective unlock light in flight Oil pressure union cracked through Outboard gear door hinge broke door fell off in flight Air Data Computer failed in flight 3 instances Loose bushing in accessory drive Nose gear assembly tubes broken collapsed on landing Rudder trim tab lower contol rod attach lug found broken Argentinian AD on horizontal
5. Unfortunately the safety device which should have prevented the gear actually unlocking was faulty and the left undercarriage leg collapsed causing damage to the wing gear and flap The Apache has an anti retraction valve whose operating Figure 1 ALL relic lig valve im closed posi lion airerall m Wight rod had apparently seized in the flight position shown in figure 1 below As the investigation pointed out the valve should be inspected at every 50 hour inspection Many pilots of older aircraft appreciate the increased likelinood of older aircraft parts seizing or failing and having learnt about their undercarriage systems have developed the habit of inspecting the visible Nnti retraction valve Aetuating rod Operating arm e a i e parts of their undercarriage carefully during their pre flight inspections However this particular part is in an extremely awkward place for such a visual inspection as seen in the final photograph which required a flash gun and even the most conscientious pilot is unlikely to be able to identify that the microswitch arm is in the extended position and its return spring is at full stretch Figure 2 Anti rotraction valve in open position aircraft on ground 19 It ll be OK The AAIB s bulletin 11 of 2006 includes a report on an accident to a Skyranger microlight whose Rotax 912 UL engine failed shortly after take off The aircraft w
6. adapter shaft broke during removal Rolls Royce 250C20B engine Combustion can cracked TOT increased by 40 degrees C Rolls Royce 250C2OB engine Snap ring groove broken 25 CAA NEWS Charity Flights The CAA has recently reviewed the contents of the AIC relating to Charity Flights and the new version has been re issued as AIC 25 2007 White 136 which contains all the conditions that are applicable to conducting a charity flight One change to the previous conditions is a Clarification of the licensing requirements Another is that pertaining to the pilots age The upper age limit for conducting a passenger Charity Flight in aeroplanes and helicopters has been increased from 60 to 65 The age limit for conducting a passenger flight in a Class C airspace above FL195 glider has been increased to 70 and over 70 with a JAA Class 2 medical For balloons the age limit has been removed Full details will be available from the www ais org uk website Follow the link to Publications then AIC then White and look for Charity Flights On the 15 March 2007 all UK airspace at or above Flight Level FL 195 became Class C controlled airspace The upper limit of aeronautical information on the CAA 1 500 000 chart has been reduced to FL195 AIC 1 2007 Yellow 227 contains detailed information on the subject including charts showing TRAs and TRAs G gliding As detailed in the last issue of GASIL there are a numbe
7. aircraft are US designed Others contain engines or other parts produced in the USA and therefore subject to FAA regulation It is the owner s responsibility to ensure that his aircraft and component parts comply with all regulations including Airworthiness Directives For that reason GASIL continues to draw attention to the FAA Bi weekly listings of Airworthiness Directives We are aware that the following have appeared in these listings since the last GASIL publication date but owners should regularly check the web sites of the Regulatory Authorities for whatever State produced their aircraft and all its equipment FAA ADs including the Bi weekly listings for small aircraft are available on the internet through www faa gov Under Aircraft select Advisories and Guidance Aircraft Safety Alerts and Airworthiness Directives Biweekly AD Aircraft equipment type ltem 2007 02 2007 01 05 Sikorsky S 61L N R NM Main gearbox input freewheel unit 2007 04 2007 05 51 MD600N Mixer link Emergency AD 23 Airworthiness Directives CAP 747 Mandatory Requirements for Airworthiness is the primary UK reference for Airworthiness Directives ADs and other mandatory airworthiness information applicable to aircraft registered in the UK CAP 747 contains in full all new ADs for UK products as approved by the European Aviation Safety Agency EASA together with ADs issued by EASA for products designed outside the EU CAP 747 also
8. contains the UK Airworthiness Directives and import requirements that continue to be required for UK registered aircraft in addition to EASA standards These measures have been notified under Article 10 1 of Regulation EC No 1592 2002 CAP 473 and CAP 474 have now been withdrawn and foreign ADs should now be obtained directly from the States of Design many of whose web sites are listed on the CAA s own web site www caa co uk through srg and airworthiness The final issue of CAP 476 remains applicable as it specifies UK mandatory requirements for UK products issued before 28th September 2004 and adopted by EASA as the European standard Any deletions from CAP 476 are notified in CAP 747 CAPs 476 and 747 are available free of charge from the CAA Web Site www caa co uk publications Paper copy of CAP 747 may be purchased including amendment service from TSO TSO PO Box 29 Norwich NR3 1GN Telephone 0870 600 5522 Fax 0870 600 5533 E mail book orders tso co uk Website www tso co uk bookshop EASA approved foreign issued Airworthiness Directives are available as are bi weekly summaries of recent EASA ADs through EASA s web site www easa eu and the most recent EASA approved airworthiness directives may be accessed through a specific part of that site http ad easa eu int We are aware that the following ADs have been recently issued however this list is certainly NOT exhaustive and must not be relied on AD
9. from which the engine is drawing fuel is likely to result in at best rough running and possibly engine stoppage When close to the ground or at any time in a diesel engined aircraft it is unlikely that the engine will re start in time to climb away such problems are unlikely to occur There are several ways of organising fuel use to achieve this but a simple one was suggested to us some time ago During a routine top of climb cruise or navigation check the pilot should look at his watch or clock While the minute hand is pointing to the right first half of the hour he should have the right tank selected and when the minute hand points to the left select the left tank Of course those pilots who use a digital timepiece will need to develop their own system Go around technique An accident reported in the AAIB s bulletin 11 of 2006 involved a Rockwell Commander whose pilot decided to fly a go around from a bounced landing which is normally considered to be the safest course of action In this case however it seems that as he raised the flaps the aircraft sank back onto the runway and the nosewheel collapsed As demonstrated during flying training the final stage of flap retraction often results in a loss of lift It is therefore advisable for the pilot to retract flap in two stages during a go around However as in many aeroplane types the flap selector on this aircraft is an electrical switch whi
10. fuel will flow from the higher to the lower tank remind pilots how important it is to understand the function of the various systems in their aircraft especially how fuel reaches their engine The Flight Manual or Pilot s Operating Handbook for those without a Flight Manual describes the systems and usually gives guidance on normal operating procedures as well as those recommended in an emergency situation Two recently reported accidents involved high wing aeroplanes although the problem is not confined to those Operators of aircraft such as most light Cessna types should be aware that if the fuel selector is placed in the LEFT or RIGHT position fuel flows to the engine from the selected tank but cannot More on fuel flow Other accidents have occurred to aeroplanes where fuel cannot be transferred between tanks and the pilot has used all the fuel out of one tank If air is sucked from an empty tank into the engine it will take time for fuel from a hurriedly selected alternative tank enter the other tank However if the selector is in the BOTH position there is no such restriction Some low wing aircraft may have similar systems If the aeroplane is parked on sloping ground fuel will flow from the higher to the lower tank sometimes obvious if the tanks are almost full as a leak from the vent of the lower tank If the aeroplane is flown out of balance the same force which pu
11. genuinely failed engine by selecting the electric fuel pump ON and the aircraft was landed using power from both engines However this incident should provide a salutary lesson to all instructors that xxx s law is likely to catch us out at just the time we don t want it to Can I do a practice approach In a report from the BFU German AAIB we read of a PA 28 pilot who had planned a night VFR cross country flight which is permitted in Germany The Air Traffic Control service at his destination closed before he took off but the aerodrome continued to provide a Flight Information Service for VFR traffic until just after he was due to arrive The aerodrome was equipped with an Instrument Landing System ILS but the pilot held no instrument qualification As the Cherokee approached its destination the FISO reported a visibility of 2000 metres under a 400 foot cloudbase The pilot asked if he could make a simulated ILS approach for which the FISO gave his agreement A few minutes later the FISO heard the aircraft s callsign then nothing more was heard from it despite repeated calls The wreckage was found later in a field 3 kilometres from the aerodrome and close to the runway approach path Evidence suggested that the pilot had attempted to join the ILS localiser from an angle of 90 degrees Having flown through the the pilot held no instrument qualification centreline the aircraft descende
12. quarter producing a cheaper and simpler system than the existing one The CAA would like to see as many aircraft as possible have their airworthiness managed professionally so is putting a lot of energy into ensuring that there are enough CAMOs to go around This includes giving full recognition to existing approved organisations to significantly reduce the paperwork and cost of acquiring the new approvals In order to get the new system ready the CAA will replace all expiring Certificates of Airworthiness with non expiring ones from 28 September this year and will issue the first ARC itself Owners who wish to take full advantage of the CAMO facility should make suitable arrangements as soon as possible and certainly before the non expiring C of A is issued For the attention of Owners Operators and Maintainers The Civil Aviation Authority is now accepting applications for approvals under Part M Subpart G and Part M Subpart F in order to meet new EASA regulations by 28 September 2008 To provide assistance to the GA sector for the transition to Part M the CAA is prepared where time and resources permit to provide guidance and briefings to groups of interested parties For further enquiries please contact the CAA via partm srg caa co uk 17 Airworthiness Directives CAP 747 Mandatory Requirements for Airworthiness is the primary UK reference for Airworthiness Directives ADs and other mandatory airw
13. such as a fuel sampler and mark a line on it about 10 from the bottom 2 Add water to the tube until it comes to the line Fill the tube with the fuel sample until it is near the top 3 Shake vigorously for 10 15 seconds then let it settle 4 Ifthe meniscus dividing the fuel from the water is on the line the fuel sample is alcohol free 5 If tt is above the line because the alcohol has mixed with the water alcohol is present and the fuel must not be used in an aircraft How far can you see The AAIB s recent special bulletin on a fatal glider collision reports that the aircraft were soaring at about 1500 feet near to the base of cloud when the surviving pilot suddenly saw the other glider very close to him He attempted to avoid the collision but the aircraft collided almost head on Glider pilots wear parachutes when flying partly because they understand that their operations in close proximity to each other are more likely to result in a collision than those of most other aircraft However height and time are needed first to escape from the Ajo Alcohol present aircraft and then for the parachute to open after operation Few pilots of other aircraft wear parachutes Power pilots might consider that the greatest collision risk to a glider would occur during thermal soaring when the aircraft are circling close together However an equally great risk results from the fact that in
14. t GASI GENERAL AVIATION SAFETY INFORMATION LEAFLE The CAA Accident Prevention Leaflet Fuel tank vents We frequently remind readers of the hazards of insects and their debris entering and blocking instrument lines through pitot heads and static vents We hope that pilots not only cover tubes and vents when parked for any length of time but also inspect them carefully during pre flight checks Itis however important to check other small holes in the airframe for blockages The photograph below shows the wing of a US registered AA 5 taken after landing from a trip during which we can only assume the pilot received a nasty scare The fuel tank seems to have imploded because the air pressure inside the tank became considerably less than the air pressure outside As the fuel was consumed from inside the tank sucked out by the engine fuel 1 of 2007 issued March less than the air pressure outside pump and perhaps the booster pump also it seems there was no way for air to enter the tank and occupy the space vacated by the consumed fuel The investigating engineer reports that the vent was clogged with insect debris As the report states it is important to periodically check the fuel vents for obstructions especially when tied down on grass The daily Check A would appear to be a suitable occasion Fuel tank vents JAA Medical Certificates More on fuel fl
15. 042 A2857 06 Til 30 Sep AD Beacon u s U1789 06 Til 31 Dec AD Beacon withdrawn C0243 07 Til 16 May VOR u s B1076 06 Til 1Jul NDB RDL transmitting on test 345KHZ L0435 07 2R
16. Charts and Data section In addition the charts updates pages also include the latest versions of the frequency cards normally provided with new charts These frequency cards are normally updated every AIRAC cycle so are likely to be more current than the frequency lists printed on the charts themselves Pilots are advised to download these latest versions of the frequency cards for their own use Aeronautical Information Circulars Recent AlCs of interest to General Aviation pilots are listed below They like all AlCs are available on the AIS website www ais org uk or by contacting Tangent Marketing Services Ltd at 37 Windsor Street Cheltenham GL52 2DG telephone 01242 235151 fax 01242 283131 PINK AIC 122 2006 Pink 108 Controlled Flight into Terrain CFIT risk avoidance AIC 126 2006 Pink 109 Reporting amp investigating of interference on aeronautical frequencies AIC 127 2006 Pink 110 Take off climb and landing performance of light aeroplanes AIC 3 2007 Pink 111 Risks and factors associated with operations on runways affected by snow slush or water MAUVE AIC 8 2007 Mauve 215 Restriction of Flying West Wales Airport Aberporth 1Mar 13 Jul 2007 YELLOW AIC 123 2006 Yellow 225 Restricted area temporary RA T AIC 1 2007 Yellow 227 Extension of Class C airspace within the UK FIR above FL195 AIC 4 2007 Yellow 228 Trial use of discrete SSR code during flight around London Luton Stansted In addition to the infor
17. Number EASA 2007 0002 EASA 2007 0006 EASA 2007 0012 EASA 2007 0018 EASA 2007 0021 E EASA 2007 0010 EASA 2007 0026 EASA 2006 0056R1 TC CF 2007 01 EASA 2007 0043 EASA 2007 0043 EASA 2007 0041 EASA 2007 0038 EASA 2007 0044 Applicability Turbomeca ARRIEL 1B 1D 1D1 engines Turbomeca ARRIEL 2B1 engines Eurocopter EC225 LP Turbomeca ARRIEL 1B 1D 1D1 181 engines Eurocopter EC135 Agusta A109 E Turbomeca ARRIEL 2 engines EC225 Bell Textron Canada 206 series Agusta AB 206A B Turbomeca ARRIEL 1 engines Agusta A109 A All C Agusta A109 E Turbomeca ARRIEL 2 engines 24 Description 2 stage guide vanes Fuel control Main rotor blade de icing harness 2 stage turbine Fuselage wire harnesses Tail rotor HMU acceleration control axle Flight limitations Tailboom attachment Exhaust duct grooved clamps Return from outside civil authority control Exhaust duct grooved clamps Hydraulic pipes HMU drive link spines Mandatory Permit Directives The following Mandatory Permit Directive MPD for rotary wing aircraft has recently been issued by the CAA and will be published in the next amendment to CAP 661 which contains all previously issued current MPDs and is available for free download from the CAA s web site www caa co uk publications Compliance is mandatory for applicable aircraft operating on a UK CAA Permit to Fly MPDs are listed with Airworthiness Directives on the CAA website www caa co uk through
18. ansport operation is one which requires an aircraft operator s certificate AOC e For pilots undertaking other commercial operations JAA Class One medical certificates are valid for one year under the age of 60 and for six months from the age of 60 JAA Class Two Medical Certificates e For pilots under the age of 40 JAA Class Two medical certificates are now valid for five years JAA Class Two medical certificates issued to pilots under the age of 40 will not be valid beyond a pilot s 42nd birthday e As previously JAA Class Two medical certificates are valid for two years for pilots between the ages of 40 to 49 and for one year from the age of 50 These validity changes only apply to medical examinations performed after 1 December 2006 There is no retrospective recognition of medical certificates issued prior to this date Please note that it is the pilot s responsibility to ensure that his or her own medical certificate is valid for the type of flying operation undertaken And if the engine starts misfiring A report in the AAIB s bulletin 11 of 2006 concerns a fatal accident to a Mooney M20J Most of the investigation concentrated on maintenance matters including inconsistencies in the use provision and availability of information However the accident itself occurred shortly after take off when the engine appears to have faltered It seems the aircraft commenced a turn at about 300 feet during whic
19. as damaged in the ensuing forced landing On the previous day the pilot owner had performed an oil and filter change on the aircraft using a filter obtained from another owner who stated it was suitable for use in his own engine The filter was slightly longer than the Original one and the pilot had difficulty installing it In fact it seems the filter threads had Stripped during the attempt to install it The UK distributor for Rotax apparently advises that only one type of filter is approved for use in that particular engine as illustrated below The one the pilot had installed was not that approved type Only ever use the correct approved parts in an aircraft If an owner or even possibly an engineer cannot obtain the correct part as quickly as desired it is always tempting to fit something which appears to be suitable rather than wait until the correct part can arrive This accident will hopefully remind us all that such a practice can have very serious consequences lt may also remind us of the dangers of trusting what someone else tells us FAA Bi Weekly Lists Many UK registered aircraft are US designed Others contain engines or other parts produced in the USA and therefore subject to FAA regulation It is the owner s responsibility to ensure that his aircraft and component parts comply with all regulations including Airworthiness Directives For that reason GASIL continues to draw attention to the
20. bt the assistance of a flight instructor is strongly to be advised that pilots with low experience on type as against low overall experience are more likely to be involved in serious aviation accidents Lack of familiarity on a new type or variant can catch us all out we must make sure we really understand the Flight Manual and do our checks with careful reference to it We should also consider seeking Familiarisation Training from a suitable instructor LASORS 2007 available from The Stationery Office or free for download from the CAA s web site www caa co uk publications contains at Section F pages 6 to 9 some very useful advice and guidance to both pilots and instructors on both Differences and Familiarisation Training Fatal Microlight Accidents 2006 The reported 3 fatal accidents to UK registered microlight aeroplanes which occurred during 2006 are listed below A total of 4 persons were killed in these accidents While the graph shows the actual numbers of fatal accidents in recent years it would be wrong to draw conclusions with such small numbers involved The AAIB s web site www aaib gov uk contains details of the accidents they investigated and will include reports on all current investigations as they are concluded Date Aircraft type Reported circumstances 12 Jun Raven X Solo student pilot went missing during general handling flight 6 Aug Letov Sluka Pilot reported control problems aircraf
21. ch when selected to UP continues to move the flaps fully upwards unless the pilot deliberately resets the selector switch to NEUTRAL It is possible for a pilot to find the trim Helicopter vortex We recently received a report from the pilot of a light aeroplane While flying cross country he had seen a large military helicopter which he assessed was below him and passing just in front of his aeroplane He kept the helicopter in sight passed behind the helicopter and above it As he crossed behind the helicopter he experienced what he assessed as very severe changes from the flap retraction and the increased power applied during the go around occupying his full attention as it seems to have been in this case It is important that a pilot regularly practises all necessary handling techniques in the aircraft he is flying to ensure he can use them instinctively when they are required In the case of an aircraft with major trim changes during the go around practice at a safe height might be considered advisable However it is generally recognised that most problems on turbulence This surprised him as he was expecting strong wake turbulence in the area below the helicopter s flight path but not above it A helicopter s rotors move a considerable amount of air to achieve the necessary lift The heavier the helicopter the greater the amount of disturbed air The air moved downwards by the rotor provi
22. d below the glidepath According to a witness it appeared out of the mist at very low height before crashing into the field and exploding While one might criticise any decision to fly when the forecast suggests VFR flight to be inadvisable we should note that several fatal accidents seem to occur when a pilot has completed the majority of his journey before encountering bad weather It seems that once a person has invested considerable time and effort in the flight he seems more reluctant to throw that investment away by diverting or returning to his starting point If a pilot discovers that an approach aid is still switched on outside its operating hours it may be very tempting to use it for guidance However the necessary safety procedures will no be longer in place and it cannot be relied on even if the pilot is qualified to use that aid under normal circumstances and current in doing so Too slow in the climb The AAIB have published a report in their bulletin 12 of 2006 about an accident which occurred to a PA 22 shortly after take off As with many of their investigations the report is worth reading in full and may be downloaded from the AAIB s web site http Awww aaib gov uk publications index cfm lt was a warm summer s day with little wind and the aircraft was Close to its maximum authorised take off weight Shortly after take off the pilot apparently realised that he had select
23. des that lift and is the landing area consequence of a poor approach We would recommend that if the pilot knows he will be faced with awkward trim changes on a go around it makes it particularly important that he recognises an incorrect approach early and commences the go around with plenty of height to spare disturbed air extends upwards obvious threat However more air is drawn into the area from which the downwash began and a complete flow pattern similar to that produced in convective thermal currents is formed The disturbed air extends upwards from the rotor disc as well as downwards and may remain in place for some time after the helicopter has passed While the disturbed air does not normally extend vertically over any great distance and should slowly sink it is advisable to not only avoid passing below but to pass well above the immediate wake of a helicopter 500 feet above probably provides a safe margin in most cases but in the case of a large helicopter more might be advisable Double hush The New Zealand CAA s safety magazine Vector includes a report of an engine failure in a PA 34 during a training flight caused by the failure of the mechanical fuel pump Unfortunately this failure occurred as the student pilot was carrying out the failure drills on the other engine on which the instructor had just simulated a failure It proved possible to restore power to the
24. ecent EASA approved airworthiness directives may be accessed through a specific part of that site http ad easa eu int We are aware that the following ADs have been recently issued however this list is certainly NOT exhaustive and must not be relied on AD Number EASA 2006 0373R1 E EASA 2007 0001R1 E EASA 2007 0014 EASA 2007 0015 EASA 2007 0016 EASA 2005 0028R1 EASA 2007 0017 EASA 2007 0025 EASA 2007 0027 EASA 2007 0028 CASA AD GA8 5 amat1 EASA 2007 0039E EASA 2007 0042 EASA 2007 0032 EASA 2007 0034 Applicability Stemme 10AP F 10AP V 11AP V propellers Solo Kleinmotoren 2 625 01 2 625 02 engines Apex CAP 10B Apex CAP 10B Dassault Falcon 2000 Apex HR100 R1180 series Apex R 3000 series Rotax 912 amp 914 engines Vulcanair ex Partenavia P68 RUAG ex Dornier 228 Gippsland GA amp Shorts SD 3 Schleicher ASW 28 18E Dassault Falcon 2000Ex 900EX EADS Socata TB9 TB10 TB200 18 Description Blade follower Propeller slip clutch Press to talk wiring through flight controls Wing main spar Engine cowlings Wing spar Wing internal structure Crankcase Wing safe fatigue limits Fuselage frame 19 Horizontal stabiliser Engine amp landing gear control cables RRPM sensor amp fuel pump attachment plates Avionics software Engine amp nose gear life limits Mis selection In the AAIB s bulletin 1 of 2007 we read of a PA 23 pilot who mistakenly selected undercarriage up while stationary
25. ed an inappropriately high nose attitude and the airspeed was not rising as it should have been Although he knew that the solution to the problem was to lower the nose the high nose attitude seems to have caused him a further problem in that he could not see his position relative to the runway or the relatively high hedge at the Weight and balance Recent AAIB bulletins have contained several reports of accidents in which the aircraft were flown outside the authorised limits of their weight and or centre of gravity C of G position Some of these were fatal The CAA requires pilots to carry out accurate weight and balance calculations and to avoid flight outside the limits not because we want to increase a pilot s work load but to maintain the aircraft in an airworthy condition If an aircraft is flown overweight it will not perform as the Flight Manual would lead the pilot to expect Take off distances end of it Since he was concerned that lowering the nose might have brought him into contact with the hedge he opted to continue the climb with the high nose attitude until he had reached he opted to continue the climb with the high nose attitude a safe height Whether as a result of turbulence from the nearby trees or just a reduction in airspeed during the climb the aircraft seems to have stalled in the climb Many pilots who have practised stall recoveries from a high nose attitude with full power a
26. er movement and that reduction in control effectiveness together with the consequent change in inertial forces is likely to make spin recovery very difficult An aeroplane whose Certificate of Airworthiness or Permit to Fly prohibits intentional spinning is likely to be difficult to recover from a spin even when loaded within permitted limits Swinging dodgy While accepting that for certain aircraft it is the norm we frequently draw attention to the potential hazards of attempting to start an aeroplane engine by hand swinging the propeller Because there are many facets to hand swinging it is very difficult to provide generic advice which is why we emphasise the importance of proper instruction from a qualified person before attempting the task oneself One point to remember is that swinging should only be attempted if it is permitted by the Flight Manual As accident reports all too frequently remind us if the pilot or otherwise qualified person is not sitting in the cockpit with direct control over the throttle and brakes if fitted the aircraft may move forward out of control However a possibly greater danger is posed by the ignition system of virtually all light aeroplanes Because a broken the engine may spark into life wire in the system will prevent the magneto current running safely to earth when not required it is always possible that the engine may spark into life at any time if the pro
27. fly below one they will experience not only considerably reduced flight visibility almost zero if it is cold enough for snow but also a lower cloudbase in the shower than under a cloud which is producing no precipitation Even if we have avoided the shower itself the low altitude wind direction and strength is likely to vary in the vicinity It must also be remembered that any water which has fallen from the sky will affect the surface of the ground beneath If rain has fallen on our intended landing site our landing distance will be increased as explained in SafetySense leaflet 7 aeroplane performance This applies even on a hard surface but to a much greater extent on a grass one especially if the shower has fallen on short grass over basically firm ground as the pilot of a Cessna 182 appears to have found to his cost according to a report in the AAIB s bulletin 11 of 2006 14 A less obvious ground hazard In the AAIB s bulletin 11 of 2006 we read that the pilot of a Van s RV 6A had discovered that the aircraft battery was flat when he arrived at the aerodrome He apparently decided to use jump leads from his vehicle connected to the aircraft battery terminals to provide power to start the aircraft engine lt seems that once the engine had started his head came into contact with the throttle while he was disconnecting the jump leads The aircraft moved forwards breaking the tie down from the left
28. h it appears to have entered the incipient stage of a spin from which it did not recover We continue to stress in these pages the importance of maintaining control of the aircraft if things go wrong Decision making is often a comparison of apparent risks which is made easier if these risks have been compared before the situation arises A landing ahead even if the area on which that landing must be made seems totally unsuitable at least gives the occupants a chance of survival Losing control in a low turn does not GASIL Editorial office Flight Operations Inspectorate General Aviation attn GASIL Editor Safety Regulation Group Civil Aviation Authority Aviation House Gatwick Airport South West Sussex RH6 OYR Telephone 01293 573225 Fax 01293 573973 e mail david cockburn srg caa co uk Distribution non subscribers Subscriptions Telephone 01293 573525 Photocopying and extracts duly acknowledged Content FOI GA Admin address and fax as above Telephone 01293 573525 16 per annum credit cards accepted contact FOI GA Admin address and fax as above Photocopying this leaflet is permitted and short extracts can be published provided the source is CAA staff comment and deductions are based on available information The authenticity of the contents or the absence of errors and omissions cannot be guaranteed Nothing in GASIL relieves any pilot operator or engineer of his her dut
29. h smoke observed coming from the exhaust The pilot seems to have made the sensible decision to land in a field ahead and although the aircraft was destroyed the occupants suffered only minor injuries The investigation found the auxiliary fuel pump selected to HI In this type as in others that selection is designed to provide sufficient fuel flow to compensate for a failed engine driven pump or to purge the system of vapour in extremely hot weather The Flight Manual for a UK registered example of the type contains the statement that the auxiliary fuel pump is not to be used while the engine is running during normal operation because with the engine driven pump functioning a fuel air ratio considerably richer than best power is produced The report also notes that the pilot had only a few minutes experience on the aircraft before the accident Statistics indicate Li ve EW w ee restriction Many light aeroplane types require positive control movements when flaring for landing which a pilot used to power controls may find unusually heavy With the coming of better flying weather many pilots may find themselves trying to regain their flying currency The legal minimum currency requirements for a pilot to carry passengers should in no way be regarded as guaranteeing safety the pilot himself is responsible for ensuring he is capable of carrying out the flight If there is any dou
30. if and how seriously any damage may have occurred the aircraft should not be flown One fatal consequential failure is too many the collective moved up and the helicopter took off It climbed to about 10 feet while turning through 360 degrees before settling in some trees OVerspeed e ree 22 Unmanned aerial vehicle 22 Rotorcraft accidents 2006 23 FAA Bi weekly lists 23 Airworthiness Directives 24 Mandatory Permit Directives 25 Letters to Owners Operators 25 FAA Maintenance Alerts 25 Civil Aviation Fatal rotorcraft accidents 2006 During the year there was one fatal accident to a UK registered gyroplane and one fatal accident to a UK registered helicopter below 5700 kg max take off mass involving a total of 8 fatalities As always we remind readers that it would be inappropriate to draw conclusions from such small numbers As detailed in the general section the AAIB s web site www aaib gov uk contains details of the accidents they investigated and will include reports on all current investigations as they are concluded Date Type Reported Circumstances 1 Jun RAF 2000 Autogyro Under investigation but AAIB noted potential for control restriction 27 Dec Eurocopter SA 365N Seen to descend into the sea under investigation 7 fatalities Helicopter fatal accidents Fatal accidents to helicopters lt 5 00kg Gi Fatalities FAA Bi Weekly Lists Many UK registered
31. licable to Annex II aircraft On 28 September 2008 the European Aviation Safety Agency EASA will impose some significant changes upon the way UK aircraft are kept airworthy Effects on aircraft with EASA Certificates of Airworthiness will be seen as early as September this year The current UK continuing airworthiness system relies upon the periodic renewal of Certificates of Airworthiness each renewal being preceded by an application a technical review and usually a fee Once the CAA receives confirmation that airworthiness has been assured or restored it then issues a new Certificate of Airworthiness for the next period traditionally for 3 years The new European system dispenses with the need to renew Certificates of Airworthiness by rendering them non expiring but will introduce a new Airworthiness Review Certificate a new type of approved organisation to manage continuing airworthiness and two alternative control regimes running in parallel The Airworthiness Review Certificate ARC is valid for only one year but can be extended A new category of approved organisation is created the Continuing Airworthiness Management Organisation CAMO which reviews and controls aircraft airworthiness A CAMO can extend or re issue ARCs itself One control regime allows official customers of a CAMO to have their ARCs extended or re issued entirely by the Management Organisation Under this regime there will be
32. mation in AlCs airspace users still need to check the Pre flight Information Bulletins PIB through the same AIS website www ais org uk for airsoace arrangements at individual events For example temporary ATZs may be established by NOTAM For Restricted Airspace Temporary and other last minute information call freephone 0500 354802 27 GA Safety Evenings The current programme of safety evenings is almost finished The remaining events are listed below and all pilots and others associated with General Aviation operations in the area are strongly encouraged to attend one of them Although the emphasis may be slanted towards the host organisation the content is relevant to all forms of general aviation It is usually appreciated if those attending let the organiser know of their intention to give an idea of probable numbers Most events are free although a small charge is sometimes necessary to cover the cost of hiring the venue or providing refreshments The evenings start at 7 30 pm unless otherwise advertised to last approximately 212 hours including a short break The main speaker from Flight Operations GA is normally accompanied by a guest and discussion and questions are encouraged Everyone present has the opportunity to win prizes donated by generous sponsors The programme is also available on the CAA s web site at www caa co uk srg general_aviation and any changes or additions will appear Locatio
33. mportantly therefore the assignment of this code does not imply the provision of a radar service lt is stressed that no change is being made to the FIS provided by London information and notwithstanding the use of this SSR code pilots must remember that FIS is a NON RADAR INFORMATION SERVICE Get some help The AAIB have published a report concerning an accident to a Cessna 172 Apparently the pilot had not flown a single engine piston aircraft for 6 months He therefore decided to carry out at least 3 practice take offs and landings as required by the Air Navigation Order before the passenger whom he intended to carry joined him in the cockpit During the first landing the aircraft was observed to pitch up unexpectedly and it seems the pilot then pushed the nose down in an attempt to prevent the aeroplane from stalling Shortly afterwards the aircraft touched down heavily on its nosewheel causing the nose gear to partially collapse and the propeller tips to contact the runway The report states that the pilot s most recent experience had been in the simulator of a jet transport aircraft The accident the pilot himself is responsible report noted that the pilot had expressed concern that he may have experienced a control Fuel pumps know your aircraft We read in a report from the BFU German AAIB about a Reims Cessna 172E Rocket which suffered a power reduction shortly after take off wit
34. n Merseyside Police Sports and Social Club Prescot Road Fairfield Date Area airtield 20 03 2007 Liverpool 21 03 2007 Welshpool 27 03 2007 Sywell 29 03 2007 Wickenby Aerodrome Cirrus Room Aviator Hotel Control Tower Organiser Keith Rotherham Bob Jones Gareth Aggett Malcolm Howell there Work on next winter s programme will commence shortly and any organisation who wishes to host an evening then or at any time in the future should contact David Cockburn at the address given on page 2 or by e mail to david cockburn srg caa co uk Insert from access database table p promotion safetyevenings programme zprogramme2006 7 in date order and only those with a date allocated after 15 March 2007 Columns date airfield location organiser phone only phone 0151 426 6320 01938 555552 01604 496600 01673 885100 NOTIFIED CHANGES TO AIRSPACE INFORMATION 1 of 2007 Temporary changes not listed below may be deleted from those in the changes sheet of GASIL 4 of 2006 AERODROME AVAILABILITY amp COMMUNICATIONS Aerodrome Service e Belfast City AD e Coventry AD e Coventry AD e Gatwick AD NAVAIDS Barkston Heath AD Norwich AD Newcastle VOR Redhill NDB Remarks Perm Avgas not avbl A0362 07 Perm 5 5 PAPI withdrawn from service C0382 07 Till 30 Jun ATIS telephone number out of service 0381 07 Perm NATS Flight Briefing Unit tel no changed to 01293 601
35. no need to make any applications to the CAA The other regime allows aircraft owners to manage their own continuing airworthiness However each year they will still require an airworthiness review from a CAMO They must then apply to the CAA directly for the certificate The charge currently made at renewal of a Certificate of Airworthiness funds all the CAA activity which takes place during its period of validity That activity is vital to safety and EASA will not be involved so after an industry consultation the CAA is proposing to charge owners and operators for the issue of ARCs in order to continue with this activity If a private owner wishes to manage his or her own maintenance then a fee will have to accompany the application for a new ARC each year as at present However those who place their aircraft under the care of a CAMO can have their ARC extended twice thus a new ARC is only required every 3 years And even then the CAMO can do this without asking the CAA The price of a CAA annual ARC will be similar to that currently charged for an annual C of A renewal A professionally managed or Controlled Environment ARC will be noticeably cheaper and a full review is only required every 3 years As before the fees are set on aircraft weight When a CAMO is managing continuing airworthiness they will send data to the CAA each time they extend or issue an ARC The CAA will then send it a bill once a
36. order to find good soaring conditions gliders frequently fly close to cloud and often under instrument flight rules IFR Because they are always climbing or descending they do not follow the quadrantal rules which provide an element of protection to other IFR aircraft cruising above 3000 feet in the UK and may be found travelling in any direction at any altitude Pilots of other aircraft who elect to fly near cloud should bear this fact in mind Although PPL holders are restricted to a flight visibility of 3000 metres and remaining in sight of the surface the restrictions do not prevent pilots from flying very close to cloud and do not apply to those with IMC ratings Think carefully before flying close to cloud Could there be another aircraft just about to pop out of it 12 We may even be able to reach our destination just ahead of the worst of the weather and clear of cloud However if we do find ourselves flying close to cloud there are likely to be other hazards apart from the dangers inherent in losing visual references Apart from the increased collision risk posed by another aircraft perhaps on the other side of a cloud or precipitation patch the humidity of the air close to cloud is certain to be high The risk of serious icing in the carburettor will be Accident and incident reports sensible about it We must be much greater Increase the not to mention I learnt about constantly watching
37. orthiness information applicable to aircraft registered in the UK CAP 747 contains in full all new ADs for UK products as approved by the European Aviation Safety Agency EASA together with ADs issued by EASA for products designed outside the EU CAP 747 also contains the UK Airworthiness Directives and import requirements that continue to be required for UK registered aircraft in addition to EASA standards These measures have been notified under Article 10 1 of Regulation EC No 1592 2002 CAP 473 and CAP 474 have now been withdrawn and foreign ADs should now be obtained directly from the States of Design many of whose web sites are listed on the CAA s own web site www caa co uk through srg and airworthiness The final issue of CAP 476 remains applicable as it specifies UK mandatory requirements for UK products issued before 28th September 2004 and adopted by EASA as the European standard Any deletions from CAP 476 are notified in CAP 747 CAPs 476 and 747 are available free of charge from the CAA Web Site www caa co uk publications Paper copy of CAP 747 may be purchased including amendment service from TSO TSO PO Box 29 Norwich NR3 1GN Telephone 0870 600 5522 Fax 0870 600 5533 E mail book orders tso co uk Website www tso co uk bookshop EASA approved foreign issued Airworthiness Directives are available as are bi weekly summaries of recent EASA ADs through EASA s web site www easa eu and the most r
38. ow 055 02 Go around technique Misfiring eee eee 02 Helicopter vortex 4 08 Who s in charge a an 03 Double hush 00800 09 Aeroplane accidents 2006 03 Practice approach 09 Loose Wiring 0000 ceeee 04 Too slow in the climb 10 London Info SSR Code 04 Weight and balance 10 Get some help 00 00 05 Swinging dodgy 11 Fuel PUMPS 0eseeeeeeeeee 05 SSR trial Controlled Airspace 11 Microlight accidents 2006 06 WIGASD terre a iae area reer 12 Fuel CANS ccccccecceseecceesereees 06 MOGA S masnneen ecm 12 Unwanted fuel flow 66 07 How far can you see 13 Here comes the cloud April ShowerS 000eee Ground hazard 068 BIOWN AWAY a a Civil Aviation Authority JAA Medical Certificates On 1st December 2006 the UK CAA implemented Amendment 5 to JAR FCL 3 Medical This has resulted in some important changes to the period of validity of JAA medical certificates depending on a pilot s age and the type of flying operation undertaken JAA Class One Medical Certificates e For pilots undertaking single pilot commercial air transport operations carrying passengers JAA Class One medical certificates are valid for one year for pilots under the age of 40 and for six months from the age of 40 A commercial air tr
39. peller starts to move or if an ignition switch is moved When touching a propeller or SSR trial around Controlled Airspace As detailed in AIC 4 of 2007 Yellow 228 a one year trial has recently been introduced in airspace around the Luton and Stansted Control Areas with the aim of reducing the likelihood of aircraft inadvertently entering controlled airspace while attempting to transit around it Pilots of aircraft flying in the vicinity of these Control Areas but not intending to enter it or to ask for any air traffic service from the controlling authority Luton Radar or Essex Radar may choose to listen out on the applicable controlling frequencies as published on current CAA charts To indicate that they are so listening they may at the same time select code 0013 on their transponder with Mode C altitude information if fitted If a controller then suspects that the squawking aircraft is likely to enter the controlled airspace he knows that the pilot is listening out on his frequency and can attempt to contact him to obtain flight details and perhaps guide him away from controlled traffic The use of Mode C is a most important part of not only this trial but of every attempt to minimise any collision risk resulting from an uncontrolled aircraft straying into moving any part of one s body within its rotation disc you must always expect that to happen It seems from reports we have recently received tha
40. pen hangar doors and watch out for any aircraft which might be about to taxi behind you Word for the Spring and Summer and all time Maintain thy airspeed at all times lest the ground rise up and smite thee 15 Piper PA24 Comanche Control Yoke Failure During the landing flare the control column yoke failed and detached from the actuating tube Fortunately the aircraft suffered no further damage during the landing The engineering investigation found the item to be cracked A replacement part was inspected prior to installation and was also cracked see the attached photographs The Piper Comanche Service Manual does require a visual inspection of the control wheels and column at 100 flight hours The concern is that the area is not readily accessible for visual inspections with the protective finish in place Engineers are recommended to pay attention to this area during maintenance and if similar cracks are evident report their findings to the Type Certificate Holder and the CAA via the MOR system Piper PA24 Comanche 16 EASA aircraft 224 ai gacia cases acme 17 Owners Operators Maint 17 Airworthiness Directives 18 Mis selection 000008 19 KIRDEOSA E 20 FAA Bi weekly Lists 20 Letters to Owners Operators 21 Mandatory Permit Directives 21 FAA Maintenance Alerts 21 Civil Aviation Authority EASA aircraft not app
41. pplied have noted that a wing drop seems more likely and more will be increased rates of climb reduced and rates of descent increased when gliding Stalling speed will also increase limits are set by the manufacturer The aircrafts centre of gravity limits are set by the manufacturer because if flown outside these limits he considers the aircraft would be difficult for an average pilot to control safely The further aft the C of G position the more 1 rapid than when stalling from level flight Certainly in this case the wing did drop and the aircraft hit the ground with its wing tip before somersaulting and coming to rest inverted Similar accidents have resulted in fatalities and it is indeed fortunate that although all the occupants were injured none of the injuries were classified as serious The report draws attention to the differences in behaviour between an aeroplane at high all up weight and one which is normally operated at a lower weight and reminds pilots to ensure they have accelerated sufficiently before selecting the climb attitude after take off Airspeed is vital close to the ground and when power available is fixed speed is controlled by the pitch attitude Better to fly into a hedge under control than spin in unstable an aeroplane will be in pitch and yaw because the tailplane and fin moments have been reduced However an aft C of G will also reduce the effects of elevator and rudd
42. r of key points which pilots should note e A flight plan must be filed and an ATC clearance will be required to access the airspace e All flights crossing a TRA should be planned to operate as IFR but e Only VFR flights are allowed in a TRA G IFR flight in a TRA G will not be permitted e A pilot who has filed IFR on a Class C ATS route will not be able to subsequently cancel his IFR plan and continue on the ATS route under VFR Charity Flights 000 26 Class C airspace 68 26 CAA VFR Charts 685 27 Aeronautical Info Circulars 27 GA Safety Evenings Civil Aviation 4 Hori CAA VFR Charts The publication dates of recently issued CAA charts and those to be issued in the near future is as follows ICAO 1 500 000 scale Southern England and Wales Edition 33 15 March 2007 Northern England and Northern Ireland Edition 30 10 May 2007 ICAO 1 250 000 scale Sheet 3 Northern Ireland Edition 5 7 June 2007 Sheet 5 Central England and Wales Edition 7 12 April 2007 Sheet 8 England South Edition 7 15 February 2007 The VFR charts updates pages on www caa co uk charts contain the latest amendments to each CAA chart since its publication date and are updated every 28 days coinciding with the AIRAC cycle Pilots are encouraged to check charts and also the updates if any errors are noticed there is a feedback form on the web site which can be used to inform the Aeronautical
43. rals may cause It advises that any wiring must be routed in a safe manner and it should not impede emergency exit especially that it should not impede emergency exit from the cockpit In a special bulletin the AAIB have described a collision between two gliders While one London Information SSR Code In Issue 3 of 2006 we advised pilots that they were likely to be asked to select a discrete transponder code when receiving a service on one of the London Information dedicated Flight Information Service FIS frequencies as detailed in AIC 109 2006 Yellow 220 The initial results have been encouraging and it is intended to continue allocating discrete codes to such aircraft However the code initially allocated is no longer available for use and pilots can now expect to be allocated code 1177 A controller at any radar equipped ATS unit who observes that an aircraft displaying this code is approaching their airspace and they believe likely to enter it without clearance will be able to contact the London FISO in the knowledge that the aircraft is in radio contact with him The FISO can then assist with aircraft identification and if necessary transfer the aircraft to the relevant control frequency to resolve the situation quickly and efficiently As explained in the AIC it is hoped that this facility will prevent or at least mitigate the consequences of airspace incursions especially if the pilot
44. s of airworthiness Supplementary inspection documents Hot air balloons subject to EC EASA regulations Cessna Reims Cessna aircraft below 5700 kg Hartzell aluminium 2 bladed propellers fitted to Lycoming 360 series NARCO AT150 transponder Withdrawal revised AD issued LTO 2972 Compliance with FAA AD 2004 08 16 Mandatory Permit Directives The following Mandatory Permit Directive MPD for rotary wing aircraft has recently been issued by the CAA and will be published in the next amendment to CAP 661 which contains all previously issued current MPDs and is available for free download from the CAA s web site www caa co uk publications Compliance is mandatory for applicable aircraft operating on a UK CAA Permit to Fly MPDs are listed with Airworthiness Directives on the CAA website www caa co uk through srg and airworthiness 2006 014 P amp M Aviation CT2K microlights Flap UP limit cables FAA Maintenance Alerts Since the last issue the following maintenance alerts have been published by the FAA The full text of each is available on the internet on their web site www faa gov Under Aircraft select Advisories and Guidance and Aircraft Safety Alerts and Aircraft Maintenance Alerts which are divided into monthly bulletins Those without access to the internet can have a copy of the item which interests them by sending a stamped self addressed envelope to Flight Operations Inspectorate
45. shes the slip ball to one side will encourage the fuel to flow in the same direction This may produce a considerable change in relative fuel quantities resulting in possible handling difficulties and occasionally even running one tank dry unexpectedly Even if there is no interconnection between tanks the position of the outlet valve through which the fuel is taken from the tank to the engine may affect the fuel flow If for example the valve is situated close to the fuselage on a flat bottomed tank unbalanced flight may push the fuel towards the wing tip and uncover the outlet valve even when an apparently sufficient quantity of fuel remains in the tank to reach the engine and allow it to re start It is vital that before a pilot descends towards the aerodrome he should ensure he has selected the tank which contains most fuel Of course if the fuel has been used equally during the flight Unbalanced flight is perhaps more common than many may think For example passengers often wish to take photographs of objects on the ground and the pilot usually attempts to make their photography as easy for them as possible Because of the construction features of light aeroplanes in order to keep the target steady in the passenger s viewfinder the pilot must yaw the aeroplane either outwards on a low wing aircraft or inwards on a high wing aircraft Unbalanced flight when close to the unusable fuel level in a tank
46. srg and airworthiness 2006 013 RAF2000 amp 2000GTX SE gyroplanes Flight limitations Letters to Owners Operators The following Letter to Owners Operators LTOs has recently been issued by the CAA An LTO does not in itself contain any mandatory requirements but is intended to pass information It may contain for example an item of significant airworthiness information received from a foreign Aviation Authority LTOs are listed with Airworthiness Directives on the CAA website www caa co uk through srg and airworthiness LTO 2951 Rotorway Helicopters Rotor Blades FAA Maintenance Alerts Since the last issue the following maintenance alerts have been published by the FAA The full text of each is available on the internet on their web site www faa gov Under Aircraft select Advisories and Guidance and Aircraft Safety Alerts and Aircraft Maintenance Alerts which are divided into monthly bulletins Those without access to the internet can have a copy of the item which interests them by sending a stamped self addressed envelope to Flight Operations Inspectorate General Aviation Admin Section Aviation House Gatwick Airport South West Sussex RH6 Aircraft equipment type Item Agusta AB139 Damaged main blade bolt Agusta AB139 Typographical error in Maintenance Manual Bell 206B Hydraulic pump tachometer drive coupling welding failed Kaman H43A Rotor shaft cracked Robinson R 22 Beta Oil filter
47. stabilizer inspections Nose gear drag link bolt failed Roll servo incorrectly rigged 21 HELICOPTER SECTI Overspeed According to the New Zealand CAA a report by the TAIC the New Zealand AAIB into a fatal Bell UH 1B accident in 2004 has concluded that the accident was caused by a fatigue failure of a tension torsion strap on the main rotor hub While the report as in the case of many fatal accidents could not be certain about the reason for the apparently accelerated rate of fatigue it concluded that it was probably the result of an unreported previous rotor overspeed event It is a natural but unfortunate fact that pilots may be tempted to ignore things like overstresses or overspeeds if they appear to have caused no obvious ill effects It is possible that the thought of an apparently undamaged aircraft being out of commission until an Unmanned aerial vehicle The New Zealand CAA s safety magazine Vector contains a short report about an accident to a Robinson R22 Beta CAA Comment Do we need any It seems that the pilot had left the cockpit with the engine and presumably the rotors still running According to the report inspection can be completed may override the knowledge that any operation of an aircraft or its parts beyond the published limits is likely to have weakened the structure in some way However unless a qualified engineer makes that inspection and is able to determine
48. t dived into ground under investigation 25 Aug Zenair CH 601UL Reportedly crashed and exploded on impact under investigation 2 fatalities Fatal accidents to microlights O NM WHOL OD N OO Fuel caps Although pilots are always close perhaps because the wire check himself because ona responsible for their aircraft it is securing the cap to the airframe noisy apron conversation can be undoubtedly a pleasure when tends to become caught up in the misunderstood keen and friendly ground staff at neck Having filled the tank the an aerodrome offer to help with refueller may decide that it would The sight of fuel streaming mundane tasks especially when be more helpful to leave the cap from a fuel tank as the aircraft the weather is less than friendly insecure so that the pilot can takes off is fortunately likely to check the contents visually rather draw someone s attention to the Unfortunately there is always than secure the cap as normal problem However it seems the possibility of confusion when and leave the pilot with the effort rather a waste of expensive fuel others help Filler caps are of opening it again It is important not to mention the time spent for sometimes difficult to open and that the pilot carries out a final the circuit to land and have the cap properly secured Unwanted fuel flow Several accident reports published recently relate to fuel problems in aeroplanes That suggests it may be necessary to
49. t some pilots have been attempting to start aircraft which are not usually hand swung and which are very awkward to swing safely One possible reason for this unusual action may be a flat battery however we remind pilots that it takes a long time for an engine to re charge a battery and in the event of an engine or alternator problem in flight all electrical power is likely to be lost very rapidly Much better to delay the flight and remove the battery for re charging on the ground controlled airspace Not only can the controller direct his controlled traffic around the straying aircraft but suitably equipped aircraft will be warned of its presence and in some cases given resolution advice automatically by their airborne collision avoidance systems ACAS If your aircraft is fitted with an altitude reporting facility Mode C on its transponder the pilot should automatically select it ALT whenever his transponder is switched ON Indeed that transponder should be switched on and therefore to ALT at all times in UK airspace unless an Air Traffic Controller requests otherwise MCASD As announced in the last issue the Defence Aviation Safety Centre have arranged a military civil aviation safety day MCASD at the Army s helicopter base at Wattisham in Suffolk on Tuesday 22 May 2007 Pilots and others involved in general aviation are invited to visit Wattisham Station to discuss local and general safety ma
50. te www aaib gov uk contains details of the accidents they investigated and will include reports on all current investigations as they are concluded We intend to continue to emphasise particular lessons to be learnt from these accidents in future issues of GASIL Date Type 29 Jun PA23 16 Jul Slingsby T67 19 Jul Cessna 150 22 Jul Yak 52 11 Sep Cessna 152 10 Sep Tailwind 15 Nov Stemme S10 Reported Circumstances Crashed while flying circuits under investigation Apparently entered a spin during aerobatics under investigation Under investigation Crashed after manoeuvre following low pass under investigation 2 killed Crashed following apparent change in engine noise under investigation Stalled on approach in Germany smoke reported in cockpit under investigation Crashed in hills in New Zealand under investigation fatal accidents to aeroplanes lt 5700 kg o People killed Loose wiring Many pilots carry and use hand held devices such as GPS receivers in their cockpits In order for such devices to operate as efficiently as possible peripheral devices such as antennas are often connected by wires to the main equipment In addition to advice on using GPS as a navigation aid SafetySense leaflet 25 Use of GPS also mentions the need for any hand held equipment to be placed in a safe position and for pilots to consider any possible interference that such equipment or its periphe
51. the horizon frequency and duration of your flying from that telephone calls or and not just in front of us to look bar stories often involve for any grey patches or any unexpected weather reduction in visibility which might deteriorations While often we indicate cloud or precipitation recognise it point out that the probability of along our intended flight path for what it is these deteriorations had been Hopefully we will have already mentioned in aviation forecasts it thought about possible actions in is a fact that pilots do sometimes the event of bad weather and pre encounter unexpected bad planned a return to base or routine carburettor heat checks weather diversion if we cannot get through and unless you need full power to our destination safely It may from your engine consider By far the most important thing be possible to avoid cloud by selecting full carburettor heat when We CICOUNIETOAN WEANET descending providing we can before flying close to any cloud or is to recognise it for what it is remain safely above all obstacles recipitation early enough to do something 4 precip April Showers While global warming may affect the traditionally expected seasonal changes to the weather over the UK we will undoubtedly encounter showery conditions at some time during the Spring and during the other seasons as well Most pilots will attempt to avoid flight in such shower clouds but should remember that if they choose to
52. tters affecting flight in the lower airspace with military operators and air traffic controllers MOGAS The current arrangements in both the UK and the US that allow aircraft other than microlights to use MOGAS stipulate that no alcohol is present in the fuel The specification for motor gasoline has always permitted the presence of a small amount of alcohol although traditionally manufacturers have not included any in their fuel for sale to the motoring public However as EASA has advised in a Safety Information Notice SIN a recent EC Directive has made it likely that motor gasoline will in future be supplied containing an increasing amount of alcohol It is therefore particularly important to check before using MOGAS that the fuel does not contain alcohol Some of the likely effects of alcohol on an aircraft engine are described in SafetySense leaflet 4 Use of motor gasoline in aircraft available in LASORS and for free download from the CAA web site www caa co uk publications through general aviation Other likely effects are described in the EASA SIN and also in a Special Airworthiness Information Bulletin from the FAA Apart from an increased likelinood A certain number of places may still be available for aircraft to fly in and registration forms for these and for those wishing to attend by car will be available on the CAA s web site www caa co uk ga through information Attendance at the
53. wing and colliding with his vehicle damaging both the vehicle bumper and the aircraft propeller As the pilot states in his report it would have been safer to remove the battery and charge it on a battery charger Indeed we have advised exactly that in previous issues but usually to reduce the risk of damage from the battery not from the power supply Blown away As the number of aircraft on GA aerodromes has increased so has the demand for parking and hangar Space In many cases taxiways have become lined with aircraft or hangars almost all the way along and this applies not only in the South of England We often remind pilots of the importance of carrying out comprehensive pre flight checks These invariably include power checks before lining up which in turn involve increasing the engine and propeller or rotor rom The consequent slipstream downwash or jet efflux can have considerable effect on aircraft or other objects which lie in its path and although it is unusual for an aircraft to be actually blown over by the slipstream from a GA aircraft damage has certainly occurred either as a direct result or as a consequence of an object being blown against a parked aircraft Before carrying out our power checks or applying high power to clear soft ground we need to be aware of what might be in the path of our jet rotor or propeller wash remembering that wind will also affect it Keep it away from parked aircraft or o
54. y to ascertain and comply with ALL applicable regulations and formal documents Who s in charge We have received yet another report about student pilots arriving at aerodromes during their qualifying cross country flights with insufficient daylight remaining to complete the flight and return to base Fortunately the aerodrome operator advised the pilot to return to base before darkness fell but without completing the intended Fatal aeroplane accidents 2006 route We would again remind instructors of their responsibilities to their students when authorising them to conduct solo flights Sadly again we have to report a number of fatal accidents to GA aeroplanes There were 7 reported fatal accidents involving 9 fatalities to UK registered light aeroplanes during the year These are included on the graph below It must be remembered that statistics can be misleading especially when small numbers are involved Since none of the investigations have been completed it would be inappropriate at this stage to draw any conclusions from the information below However sadly loss of control at low speed continues to feature in the initial reports and we would emphasise the importance of maintaining currency in stall spin avoidance practice Neither the list nor the graph includes microlight accidents listed elsewhere nor the 4 glider and 1 paraglider accidents which together resulted in a further 6 fatalities The AAIB s web si
Download Pdf Manuals
Related Search