Defect Reports

 

Click here to submit a Defect Report on-line 

 

July 2020

1/. Fitting of Aftermarket Oil Coolers to Rotax Powered Aircraft.

In December 2019, a pilot flying an Airborne XT-912 WM aircraft, suffered an inflight loss of oil pressure followed by engine failure.
This resulted in an emergency landing in which the aircraft sustained considerable damage.
The pilot escaped serious injury.
 
Since that report was received, we have received notification of a very similar incident. In this case, the aircraft did not suffer any damage and the pilot was not injured.
In both cases, the pilots had fitted larger capacity aftermarket Rotax oil coolers to their aircraft. These coolers had failed.
 
All pilots should be aware that they cannot modify their aircraft unless the modification is approved by the manufacturer.
This includes parts from the engine manufacturer that are not the same part number as that fitted by the aircraft manufacturer.
Doing so will place the aircraft outside of certification and may lead to insurance being voided.

Any proposed modifications to an aircraft must be sent to the manufacturer for approval.
The proposal must include a detailed description, drawings, and photographs so the manufacturer can understand what the modification entails
and enable a determination as to whether the modification complies with all relevant design standards.
 
Owners of Rotax 912 powered aircraft should refer to the following Service Information from Rotax, particularly the Notice at 1.1:
https://legacy.rotaxowner.com/si_tb_info/serviceinfo/si-pac-014.pdf
 

2/. Failure of PG Tandem Spreader Bars.

SAFA has been made aware of an accident that occurred in France on July 14, in which a tandem PG pilot and passenger perished.
The spreader bar failed at the connection point with the glider, leading to the complete separation of the pilot and passenger from the wing.
 
The report from the FFVL (Federation Francaise de Vol Libre) suggests that the age of the spreaders was probably the cause of the failure.
The FFVL, and indeed the SAFA, recommends that all tandem pilots conduct an inspection of their spreader bars, or have them inspected by a professional member.
These should be replaced if there are any visible signs of wear or damage, if they have more than 500 hours of use, or if they are more than 5 years old.

The SAFA takes this opportunity to remind all pilots of the importance of conducting regular checks of their equipment and particularly of tandem equipment.
 
 

Read more

May 2020

Supair Strike Harness Failure

On March 22, 2020 a paraglider pilot flying at Mt Tamborine in southern Queensland,
suffered a failure of his Supair Strike harness when the right hand carabiner loop failed. The
pilot was able to deploy his reserve and completed a successful descent under parachute
without injury.


The harness was sent to the Australian Transport Safety Bureau (ATSB) for examination. The
Dyneema carabiner loop was found to have failed at a stitching point where the loop was
attached with a secondary Dyneema strap. The ATSB point out that ‘this does not mean that
the stitching was inappropriate or done improperly’.


The SAFA recommends that all owners of Supair Strike harnesses have their harnesses
examined with particular attention paid to the stitching point of the carabiner loops.


A copy of the ATSB report can be downloaded here.

Read more

October 2017

securite leaf

 

Parachutal phases were observed on a few manufactured “Leaf” while pulling “Ears” in non-accelerated flight mode.

The wing will come out of the parachutal phase as soon as the “Ears” are reopened.

Although we have not noticed it, this problem could also appear on high incidence phases, for example during winch towing take-offs.

After checking a few LEAF already manufactured, we found that some were actually set with a slow flying configuration and to the maximum allowed for certification approval tolerances, all sizes could be concerned.

To remedy the problem, we validated a new quicker setting for production on all new wings without modifying the certification characteristics.

For the LEAF owners with a serial number not ending with the letter "A", we have a line kit available to eliminates the risk of a parachutal phase.

The line replacement can be done by either contacting your local dealer, a certified repair center, or the SUPAIR Customer Service Department directly : This email address is being protected from spambots. You need JavaScript enabled to view it.

Note: This problem does not concern the LEAF-LIGHT.

Safety Note LEAF available here

Read more

May 2017

Rigging Cables with Roll Swaged End Terminals - Inspection / Replacement

All Microlights of the following types where P & M Aviation Ltd are the Type Approval Holder:

  • BM4 Gemini Flash
  • BMIO Pegasus Flash
  • BIVI14 Gemini Flash 2
  • BIVI16 Scorcher
  • BM17 Pegasus Flash 2
  • BM23 Gemini Flash 2 Alpha
  • BM43 Mainair Mercury
  • BM47 Mainair Blade
  • BM51 Mainair Blade 912
  • BM54 Mainair Rapier
  • BM60 Mainair Blade 912S
  • BM70 Quik GT450
  • BM77 QuikR
  • BM80 Quik GTR
  • BM81 PulsR

A P&M Quik GT450 in a flying school had a partial failure of a lower side rigging cable (Part No. YQD-045) when recovering from a spiral manoeuvre, within the limits of the

flight envelope. These cables are arranged in pairs, to give a backup load path. The second cable carried the load and the aircraft landed safely.

CLICK HERE TO SEE THE FULL REPORT.

Read more

February 2017

Hang Bolt plus Lanyard - Inspection / Replacement

All Microlights of the following types where P & M Aviation Ltd are the Type Approval Holder:

  • BM44 Pegasus Quasar 2 TC
  • BM46 Pegasus Quantum 15
  • (Rotax 2-stroke engines)
  • BM50 Pegasus Quantum 15-912
  • BM56 Pegasus Quantum 15-HKS
  • BM66 Pegasus Quik
  • BM70 Quik GT450
  • BM77 QuikR
  • BM80 Quik GTR
  • BM81 PulsR

The lanyard on a hang bolt plus lanyard component was found to be under swaged which allowed it to detach at a low load. The lanyard is essential to stop the hang bolt pinch nut from slackening off. Should the pinch nut fall off there would not be anything to prevent the hang bolt from potentially migrating out of its housing and the wing would

then detach. This problem was identified as a manufacturing deficiency of part number YQB-31302 and affected three batches of the component: A9835, A9868 and A9880.

CLICK HERE TO SEE THE FULL REPORT.

Read more

June 2016

Subject One:

Safety notice for Sup Air paraglider harnesses buckles. CLICK HERE TO SEE THE FULL REPORT.

Subject Two:

Safety notice for paraglider harnesses equipped with Finsterwalder CLICK-LOCK and T-LOCK buckles in the chest strap.

Click-Lockand T-Lock buckles

Click-Lockand T-Lock buckles

In the past three months, there have been two incidents involving older paraglider harnesses equipped with CLICK-LOCK buckles (HSi10) in the chest strap. The buckles had opened unintentionally during flight while they were under load. In one of the cases this happened during a SAT maneuver (spreading of the chest strap due to the pilot resting on the riser), in the other case the reason was presumably the load applied by the body weight of the pilot who was hanging only in the leg straps.

Finsterwalder has conducted a technical investigation and found the following:

The hooks of the metal tongue can wear out through the frequent diagonal load changes the chest strap is subject to. This might lead to decreased load capacity and – in

the case of sufficiently high diagonal load transmission – the buckle might open unintentionally.

As a consequence of this finding, Finsterwalder has limited the respective buckles’ service time to 4 years if they are used in paraglider chest straps. The harness manufacturers have already been informed accordingly.

 

To date, there have been no unintentional openings of T-LOCK buckles. However, since their mechanism resembles that of CLICK-LOCK buckles, the problem is likely to be the same.

Finsterwalder calls on all owners of harnesses equipped with CLICK-LOCKs (HSi10) or T-LOCKs in the chest strap to determine their buckles’ previous usage time by checking the routine test date on the sample inspection label. If this date indicates a usage time of more than 4 years, the harness is not airworthy for now and may not be used for flying anymore. Affected owners should contact their harness manufacturer.

The service time limitation applies only to CLICK-LOCK and T-LOCK buckles that are used in paraglider chest straps. When used for applications where only static loads are involved, the CLICK-LOCK and T-LOCK buckles’ service life is 10 years.

The following harness manufacturers have used the mentioned buckles in one or more of their models: Advance, AVA Sport, APCO, Finsterwalder & Charly, KARPO FLY, SKY Paragliders, SkyTrekking, SOL, Woody Valley. Besides the buckles are used in paramotor harnesses of several manufacturers.

Finsterwalder GmbH
Pagodenburgstr.8,
81247 München

The following ADVANCE products are fitted with these types of chest strap buckles:

  • ADVANCE PRO 2+, Hsi68 T-LOCK (DHV GS-03-0273-03)
  • ADVANCE IMPRESS, Hsi17 CLICKLOCK
  • ADVANCE IMPRESS 2, Hsi17 CLICKLOCK
  • ADVANCE IMPRESS 2+, Hsi17 CLICKLOCK (EAPR-GZ-7072/08)
  • ADVANCE SUCCESS, Hsi68 T-LOCK
  • ADVANCE SUCCESS 2+, Hsi17 CLICKLOCK (EAPR-GZ-7034/08)

Read more

March 2016

Glass Fuel Filter Failure

Airborne XT-912 (2005) TSN 680hrs.

Original Fuel Filter: Filter failure was found during an annual service, approx. 13 days after aircraft was last flown.

There appears to be fatigue of the alloy die cast core. Alloy break showed many air bubbles in the casting.

Airborne have been informed and we are awaiting feedback regarding their findings.

broken fitting

image002

Broken Wheel Spat Bracket

1). Airborne XT-912 (2005) TSN 680hrs.

2). Airborne XT-912 (2005) TSN 405.16hrs:

Pre-Flight Inspection: Give the wheel spats a gentle shake from side to side to check for any movement. If any movement is noticed, check this bracket for signs of cracking. File a defect report via the SAFA website or contact the SAFA WM Technical Manager or SAFA Operations Manager with details.

broken fitting

image002

Cracked RH Wing Adjuster Webbing Cap

Airborne XT-912 Tourer (2005) TSN 376hrs.: Stress crack radiating from the securing screw (IPC Item 10, part # 105140) found during post flight inspection. Both LH and RH leading edge tensioner assemblies (part #s 104669 and 104740) were replaced with new style parts purchased and supplied by Airborne. 2 x test flights subsequently conducted to confirm wing tuning settings.

Read more

September 2015

Hinge Batten Fitting Security - Airborne Windsports Wings

Identification: SB-019 (Click to follow link)

Status: Active

Issue Date: 01-09-2015

Issued By: Rick Duncan

Applicability: All Airborne Windsports Wings

Compliance: 100 Hourly line maintenance

Reference: Material Airborne Engineering Report 15/025/DS

Hinge Batten Fitting Security SB-019/p>

Read more

August 2015

Malibu bottom upright fitting wire wear issue

Applies from: 17th August, 2015

Applies to: Any Moyes glider using round uprights.

Inspection: Whenever an upright is broken or bent it may cause damage to the top and bottom upright fittings, these parts should be inspected closely and replaced at any sign of wear or damage.

Service Requirement: Replace bottom upright fitting after 300 hours or if wire slot widens to greater than 4.8 mm.

It has been bought to our attention of a potential problem of the bottom upright fitting on gliders with round uprights.
The wear has occurred on the slot where the ball swage fits into.

broken fitting

The photo shows a fitting from a glider with 600+ hours airtime where the slot has been worn and widened.

image002

The photo shows a broken fitting from a training glider.

It is now mandatory to replace the fitting when the opening exceeds 4.8mm or after 300 hours airtime.

Read more

January 2015

Defect Report #8 : Airborne XT-582 - Part No. 106910 Bracket Intake Silencer XT582 Rear.

Aircraft Type: Airborne XT-582

Inspection recommended - Prior to next flight and subsequently after every flight. The bracket needs to be thoroughly inspected for cracks.

Defect: Reports of cracking of the air intake silencer rear mounting bracket. Airborne have increase the length of the bracket as the original one was too short.

If cracking is found, please contact Airborne directly.

Resolved: Airborne have increased the length of the bracket.

XT 582 Intake Silencer Bracket

Defect Report #7 : Airborne XT-912 - Engine/oil cooler mount brackets.

Aircraft Type: Airborne XT-912B

Inspection recommended - Prior to next flight and subsequently after every flight. The brackets needs to be thoroughly inspected for cracks.

Defect: Reports of cracking of the engine/cooler mounting brackets where the nut has been tightened onto a step in the bracket causing undue stress in that location.

If cracking is found, please file a WM Defect Report on the SAFA website.

Airborne have been made aware of this issue and are supplying replacement brackets.

The engine mount bolts torque value will be added to their next manual update.

Please be aware that when installing the new Engine Brackets, the following Torques need to be applied:

Top Link bolt (part number 105515): 6mm bolt. Torque 10Nm

Engine mount bolts (part number: 105944) x 4: 10mm bolt. Torque 50Nm, apply Loctite 243

For specific torques on oil cooler fittings and exhaust manifold refer to Rotax 912 Illustrated Parts Catalogue.

Reinstallation of exhaust components should be done iaw the Aircraft Maintenance Manual, taking care to tighten the manifold nuts evenly to ensure that no stress is put on the manifold, which could induce cracking.

EngMount 1EngMount 2

Defect Report #6 : Airborne XT-912 - Plastic Fuel-cock handle.

Aircraft Type: Airborne XT-912 Rotax 80hp

Inspection recommended - Prior to next flight, carry out a functional check of the fuel cock as part of pre-flight inspection. Remove and inspect handle for rounding or cracking.

Defect: Fuel shut off valve handle was moved from off to on position and on engine start up the engine ran for 10 to 12 sec before it shut down. Inspection found the fuel shut off valve was in the "off" position whilst the handle showed the "on" position.

If rounding or cracking is found, please file a WM Defect Report on the SAFA website.

Airborne have been made aware of this issue and we await their response. We will publish findings/corrective action when received.

FuelShut off 1FuelShut off 2

Read more