Technical

Eurostar EV-97 Wing Spar Cap Inspection

LSA has received information from two Eurostar owners regarding the wing lower spar cap which on inspection has shown cracking of the paint which may indicate unusual movement of the joint between the fuselage and the wing root (figure 1). The cause of this and extent within the UK fleet of Eurostar EV-97 aircraft is currently unknown.

As an interim measure and until LSA understands this anomaly, we strongly suggest that you inspect your lower spar caps around the 5th bolt outboard of the wing to fuselage attachment bracket shown in figure 1. The lower attachment should look as in figure 2. If you observe paint cracking or any other difference from that shown in figure 2 DO NOT FLY the aircraft. After inspection inform LSA of your findings by phone or email even if you find no differences. Please do not disturb the paint if you discover anything suspicious, as this could destroy any evidence present. A simple questionnaire is attached. Your feedback will enable LSA to evaluate the extent and occurrence of this anomaly.

To inspect the wings of your aircraft in situ, firstly remove the top and bottom wing fairings. Access to the spar cap can then be gained through the rear lightening hole on the inboard rib (figure 3 ). A camera can be inserted through the lightning hole to take a picture of the area. To prevent the camera from falling into the wing attach a lanyard or similar restraint to enable you to retrieve the camera in the event that you do drop it. Alternatively a good quality borescope can be used to view the area.

Until further information is available on this issue, owners are reminded that they must always observe the loading and speed limitations, particularly in turbulent conditions. They are put in place for good reasons.

Light Sport Aviation is actively working with authorities to understand this anomaly and will contact all owners as soon as more information is available.

The full service bulletin can be seen here

cracking

Cracking in the paintwork is evident

no-cracking

There’s no cracking evident in this photo

method

A mobile phone camera or good quality borescope can be used to inspect the affected area

CASA in Australia lift Jabiru restrictions

Limitations on the use of Jabiru engines have been lifted by Australia’s Civil Aviation Safety Authority (CASA) following a 20-month investigation into a series of engine failures. The problems were through bolt and valve train failures in the Jabiru fleet in Australia, where the aircraft is frequently used for flight training. CASA says that stock Jabiru engines maintained in strict accordance with Jabiru service bulletins and maintenance instructions are no longer affected by the limitations, which were issued in late 2014. The full report can be read HERE

Rotax Sinking Carburettor Floats

The BMAA has recently received reports that some replacement Floats (fitted to comply with Rotax Bulletin SB-912-067 UL) have also been sinking, in some cases after minimal hours of operation. It is therefore highly recommended to undertake regular checks as per the Rotax Bulletin SB-912-065 R3, which states the floats should be inspected every 25hrs. It is also recommend to consider inspecting the floats, before any flight when the engine has not been run in the preceding 30 days, or more. If you experience any rough running it is highly recommended that an inspection of the floats is undertaken immediately.

See the BMAA Inspector Notice for more details.

Ikarus C42 Service Bulletin for all models

High hours examples of C42 aircraft have exhibited cracks emanating from the corners of the cut-outs in the main fuselage tube where the nose undercarriage leg and the A-strut are attached. The problem appears primarily to affect high hours early examples of the C42 on which the affected cut outs were made manually. Later models have machined cut-outs which are thought less likely to exhibit the cracking problem. More recently the A-strut attachment has been re-designed and there are no cut-outs for this item in the fuselage tube. At least for the initial issue of the service bulletin, all C42 aircraft must be inspected regardless of the build standard and manufacturing standard of the fuselage tube. If such cracks were allowed to propagate, the structural integrity of the nose undercarriage leg, A-strut and engine mountings may be compromised.

Compliance is required as follows, unless previously accomplished:

  1. For aircraft with over 2000 hours of operation, carry out the inspection in paragraph 5 of this MPD before further flight.
  2. For aircraft with over 1000 hours of operation, carry out the inspection in paragraph 5 of this MPD at the next annual inspection or the next 100 hour inspection, whichever occurs first.
  3. Repeat the inspection carried out under paragraph 1 or paragraph 2 of this MPD at 500 hour intervals.
  4. If the main fuselage tube has been replaced in an aircraft, the requirements in paragraphs 1, 2 and 3 of this MPD are applicable from the time of installation.
  5. Visually inspect the main fuselage tube, inside and outside surfaces, in the vicinity of the nose undercarriage leg and Astrut (if applicable) attachment cut-outs for cracking. See example photographs in the referenced Owner’s Service Bulletin. To facilitate the inspection the upper and lower cowlings must be removed as well as the sound deadening foam on the cockpit side of the firewall. If there is doubt whether there is cracking, dye penetrant crack detection may be used in addition to the visual inspection.
  6. The aircraft owner may carry out the inspection in paragraph 4, if they consider themselves capable. Alternatively, a BMAA or LAA inspector may carry out the inspection.
  7. If any cracks are found, ground the aircraft then inform Red Aviation and obtain and implement a repair scheme before further flight.

More details at http://bmaa.org/files/osb_29_main_fuselage_tube_cracking_issue_1.pdf and http://publicapps.caa.co.uk/docs/33/EmergencyMPD2016004E.pdf

Transponder Notice

Can all our Members using Mode S Transponders make sure that the transponder is operating with the correct code. When a new transponder is purchased it must be coded with a code received from the IAA Registration Department. If you have (or are going to purchase) an aircraft from outside Ireland with a Mode S transponder, you must inform the IAA and then MUST change the transponder code before the aircraft can fly.
In relation to getting the code changed ,you can ask the Tech office for information in relation to this (techoffice@nmai.ie).

NO NEW CODE NO FLYING !!!

MANDATORY PERMIT DIRECTIVE

Attention Eurostar Owners

Mandatory Permit Directive for the Inspection of the Wing Flap Actuator Pins on the following aircraft types:

Aerotechnik EV-97 Eurostar

Aerotechnik EV-97A Eurostar

Aerotechnik EV-97 Eurostar SL

EV-97 teamEurostar UK

EV-97 Eurostar SL Microlight

This is a Mandatory Permit Directive, it is imperative you carry out the required inspection of your aircraft.  Follow the link for full details of the required inspection: http://www.caa.co.uk/docs/33/MPD2015001.pdf

IAA Publish Further Guidance on using Petrol in Aircraft

Further to the NMAI’s advice last week that members should be careful about where they source their fuel, the IAA have now published Safety Leaflet IGA9. We urge all members to carefully read the attached guidance. Stretched fuel will cause damage to your engine and can lead to in flight engine failure. Be aware of cheap fuel and try to source fuel from a reputable filling station with a high turnover of petrol. If you suspect that the fuel you have used in your engine may not have been up to standard please contact the NMAI Tech Office for further guidance.

Click on the image below to read the Safety Leaflet

IGA9

Using Unleaded Petrol (Mogas) in Aircraft

Fuel Quality

The NMAI has been made aware of a number of incidents where sub standard fuel is being sold at filling stations throughout the country. This has caused some serious damage to engines and obviously the potential consequences are fatal.

As a result the NMAI are strongly recommending to our members that they buy their fuel from reputable fillings stations with a high turnover of petrol. It may mean a slightly longer journey for fuel or paying a few extra cents per litre but this could be a small price to pay.

Guidance on use of petrol in microlight aircraft is contained in IAA Airworthiness Notice A16B which is available here: https://www.iaa.ie/index.jsp?p=100&n=107&a=406&pp=414&nn=432&lID=863

If you have any concerns or would like to discuss issues relating to petrol quality please feel free to contact the Tech Office

 

New Tech Office opened at Limetree

At the recent AGM, the NMAI officially opened the new Tech Office at Limetree Airfield. The tech office houses the documentation of all the aircraft that are operated under the NMAI airworthiness scheme (117 aircraft at the last count!), and is the location where all of the permit applications are processed. Since the formation of the NMAI many moons ago, the tech office has usually been located in the home of the Chief Technical Officer. The opening of the office in Limetree marks the first permanent address of the NMAI and is a huge leap forward for the Association. The new office has plenty of space and now holds all of the IT equipment and records required to operate our airworthiness system.

The aircraft documents library

The aircraft documents library

 

As announced at our recent AGM, Mark Brereton will be taking over from Padraig Higgins as Chief Technical Officer in the next few weeks.

 

There are plenty of benefits to the association in having a public office. For owners, if you get your aircraft inspected before the expiry of your existing permit, you can fly into Limetree to collect your documentation. We plan on purchasing some tools that inspectors can borrow from the office when carrying out inspections on members’ aircraft. When aircraft have transitioned to 3 years permits, the validity certificates can be signed on the spot at Limetree by the CTO, which will extend the permits validity for another year. The office can also be used as a means to promote the association and grow our membership. If you’re flying in to Limetree, feel free to drop in and say hello!

 

All future correspondence for the Tech Office including permit applications should be addressed to: NMAI Tech Office, Limetree Airfield, Portarlington, Co. Laois. The new Tech Office email address is techoffice@nmai.ie

 

Incoming CTO Mark Brereton busy processing a permit application

Incoming CTO Mark Brereton busy processing a permit application

An Assessment of General Aviation Incident Reporting in Ireland

As a General Aviation Pilot in Ireland, have you ever completed a voluntary occurrence report? John Kent is completing a Flight Safety Survey titled ‘An Assessment of General Aviation Incident Reporting in Ireland’ as part of an MSc in ‘Safety and Accident Investigation’ at Cranfield University. If you could take a few minutes to fill in the survey that would be great. Click through the link below for the survey

https://www.surveymonkey.com/s/SG3G65M