Pilot's Operating Handbook for the Piper PA-18 Super Cub

satisfactory with oil pressures within limits. CAA Comment: were In January 1990, Champion issued an Aviation Action Alert which requested the recall of certain filters of the type noted above. This Action Alert No 90-2 cancels and replaces the Champion Aviation Action Alert No 89-7R. Photo-copying this leaflet is permitted and short extracts can be published provided that the source is duly acknowledged. The records used to compile this document include information reported to the CAA, information obtained from CAA investigations and deductions by CAA staff based on the available information. The authenticity of the contents or the absence of errors and omissions cannot be guaranteed. In order to identify the broad subject matter each item is classified as follows: Operational items mostly of interest to pilots Airworthiness items mainly for engineers El GASIL 3/90 Engineers Supplement SEE ALSO P/E ITEMS IN MAIN GASIL FUSELAGE FRAME SEVERELY CORRODED Aircraft Date : Piper PA18 Super Cub, built 1954 December 1989 During preparation for recovering the fuselage, corrosion was found in the rear sections of the rear window channels. When removed, the longerons were found corroded. Further investigation revealed serious corrosion in several of the boxed in sections around the cockpit with some structural members having to be replaced. Piper Service Bulletin 819 does not mention the Piper PA18 although the structure is similar to others of this type. The reporter states that rust staining was visible in a few places where water had drained out of some sections. CAA Comment: Clearly this is an area requiring careful inspection. E2 TORQUE LINK PIN FAILURE Aircraft Date : : Slingsby T673 December 1988 During a fifty hour maintenance check, it was noticed that the left hand main landing gear torque link upper spindle had broken and resulted in the top retaining lugs being bent and half the spindle was missing. Examination showed that the upper spindle had broken at the grease nipple bore hole. CAA Comment: Slingsby Information Bulletin No 13 issued in November 1989 highlights the need for proper lubrication which appeared to be the cause of the above occurrence. a 2. EDITORIAL P/E As part of our continuing programme to improve the content and presentation of GASIL, readers will have noticed that the Frequency Changes Sheets are now printed on coloured paper. It is hoped that Flying Clubs display the up to date Frequency Changes Sheet on their Club noticeboards and. the eye catching colours should help to ensure that it is changed regularly and kept current. Enclosed with this issue of matter and aircraft type. prior to 1 January 1989, the GASIL are the indexes for 1989 split into subject In addition, for readers who have received GASILS index for 1988 is enclosed. 3. TAIL PLANE BRACING WIRE ADJUSTORS Aircraft Type: Date: Piper PA-25 Pawnee and Piper PA-18 Super Cub October 1989 P/E The pilot was doing a pre-flight inspection of a Piper Pawnee when it was noticed that there appeared to be nothing to hold the lower front left hand tail plane bracing wire to the fuselage brackets. Although the wire appeared to be tight when plucked', ie. giving a resonant note, à gentle upward pressure on the tailplane resulted in the bracing wire popping out. On examination it was found that the shoulder on the adjuster had completely disappeared. It is not known how long the aircraft had been in this state but judging from the amount of dirt on the threads of the bracing wire, it must have been like it for some considerable time. The adjustor was replaced and a check carried out on the other bracing wire. Some five months later, the same pilot carried out a similar pre-flight inspection on the aircraft and paid particular attention to the same area. It was noticed that the lower right hand adjustor was starting to break up. The pilot believes that, although this defect is probably a result of high aircraft usage, the position of the adjustors will result in ready accumulation of dirt (especially when operated off grass) and is, therefore, not easily spotted at an early stage. A reporter investigated the matter further and found that the Clubs Super Cub needed three adjustors changing during the C of A as the photograph shows. CAA Comment: The aircraft involved are used for glider tugging. It is urged that pilots and engineers take special care when inspecting these components. 2 SCHEMATIC OF CURTISS DRAIN VALVE Plunger Shadad area CSE Service Cross Bar Valve Body Slot of slot for filing off in accordance with Bulletin 6/75 (schematic only) 8 FIG I Engineers Supplement SEE ALSO P/E ITEMS IN MAIN GASIL El. WING/FUSELAGE LOWER LONGERON TIE BARS - SEVERE CORROSION Aircraft Type Date Robin DR400 March 1988 The aircraft was undergoing its C of A inspection during which severe corrosion of the wing/fuselage lower longeron tie bars was found at the left hand side rear end of the tie bar. Other corrosion, which was less severe was found elsewhere on the tie bar. Both tie bars were changed and the new parts were given additional corrosion protection before fitting to the aircraft. CAA Comment: The photograph shows the areas to inspect, although the worst corrosion has been removed to reveal the depth of the corrosion. E2. LANDING GEAR AXLE SHEARED Piper PA-18 Super Cub June 1989 Aircraft Type Date The aircraft was taxying to the launching point before the commencement of the glider-towing flight. During taxying, the right hand wheel came off due to the landing gear axle shearing. The aircraft tipped onto its mose and the propeller was damaged. CAA Comment: It may be that this aircraft had been subject to higher than usual number of landings due to its usage and this caused the axle to shear. However, axles are an area which merit close inspection. ન L E6. RIGHT HAND FLAP CABLE FAILED Aircraft Type Date : DHC-1 Chipmunk (Military operated) September 1988 : Prior to touchdown, the aircraft veered to the left and rolled right. The pilot applied full power retracted flaps and carried out a circuit and subsequent flapless landing. It was found that the right hand flap operating cable had snapped in the area of rotation around the pulley assembly. Since this is a military aircraft, the action taken by the Services includes lubrication of the pulley every 300 hours and a check for alignment and freedom of movement of the pulley. In addition, the Services propose action to introduce a revised method of assembly for the flap control cable swivel pulley assembly at the wing root. E4. AIR METERING PIN SETTING Aircraft Type : Date Beech Musketeer June 1989 Reportable accident at Eastborne. Extracts from AAIB bulletin. During a local flight, with three persons aboard, the engine failed to respond to an increased power setting and the aircraft crashed on the beach causing injuries to all passengers. The cause of the accident is believed to be the onset of carburettor icing when flying in conditions of high humidity. It is believed that the pilot operated the engine controls reasonably, but the effect of icing may have further influenced the idle mixture strength already set incorrectly as a result of an inappropriate adjustment made at some time to the carburettor air metering pin setting. During the AAIB's investigation, it was noted that the wire locking for the air metering pin plug did not have a seal. Such a seal is normally installed at initial assembly or overhaul of the carburettor and the plug should not require any disturbance between carburettor overhaul periods since the setting of the air metering pin is unique for any model of carburettor. The plug was therefore removed and the setting of the air metering pin checked with a special M-94 gauge (used for initial setting up of the carburettor type). It was found to be set at five and half turns in from the flush datum position on the M-94 gauge, whereas the correct setting is two and a quarter turns in from the datum position. Although the incorrect setting would not affect performance of the engine at high power settings, it would affect the mixture strength during operation in flight at low power settings and at idle. During such operation in conditions of high humidity, a combination of the incorrect setting and a certain amount of carburettor icing present could be expected to have considerable effect on the mixture strength, possibly creating a condition in which complete loss of power could occur in a power-off descent. AAIB were not able to establish when the air metering pin was last disturbed. b 1 AIRBRAKE LEVER SPIGOT SPIGOT ATTACHED TO OUTBOARD FACE OF LEVER LOCATES IN DETENTS UPWARDS UNDER FLAP LEVER SPRING LOADING TO LOCK SELECTED FLAP POSITION. SEE NOTE BELOW FLAP LEVER SPRING LOADED UP SEE NOTE CELOW QUADRANT SLOT WIDTH OF QUADRANT SLOT PERMITS FLAP LEVER TO LOVE INBOARD. SPRING LOADING RAISES SPIGOT ABOVE DETENTS RESULTING TT FULLY FLOATING' FLAPS BLOCK SK SCREWS SUGGESTED MODIFICATION TUFHOL/TEFLON BLOCK ATTACHED AS SHOWN CSK SCREWS OF CONVENIENT SIZE. CRILL AND TAP WHERE NECESSARY. SECURE WITH LOCTITE. SY BLOCK DIMENSIONS: * THICKNESS TO GIVE 1/16" CLEARANCE IN QUADRANT SLOT. * DEPTH SUFFICENT TO ACCOMMODATE VERTICAL MOVEMENT OF FLAP LEVER. NOTE ENSURE THAT THE BOLTS AT EACH END OF THE FLAP QUADRANT SLOT ARE SECURE AND SLOT IS PARALLEL. IS 29 D FLAP LEVER TNS -3/490 5, Grange Avenue, Beeston, Notta. NG9 1GJ on Dear Dick, Just a note of two problems I have encountered our aircraft at Newark & Notts G.C. 1) Slingsby T61A Falke. The Front Bracket on the tailplane showed fatigue cracks as shown in the sketch. These appear to emanate from the edge of the welded strenthening plate.The cracks are difficult to see due the area being a dirt trap. Crack, Tais/3/90- THA FALKE 2) K7. The tubes around the wheelbox corroded through due to water being trapped between the wheel fairing and the tubes.Again difficult to see due to being covered with fabric. KAZ WHEEL AXLE Corrosion HERE WHEEL FAIRING IS WELDED ONTO TUBES CORROSION KERE Regards, The Davies Mike Davies I/C679E Civil Aviation Authority Airworthiness Division AIRWORTHINESS INFORMATION LEAFLET Ref AD/IL/0088/1-5 Date 10th May 1982 Author's Initials JWS This Leaflet will not necessarily be kept up to date by reissues. SUBJECT TITLE PROCEDURE FOR UK REGISTRATION AND CERTIFICATION OF IMPORTED AIRCRAFT OF MTWA NOT EXCEEDING 2730 Kg. PURPOSE GENERAL INFORMATION REFERENCES THIS LEAFLET SUPERSEDES AD/IL/0082/1-5 DATED 12th MARCH 1981. THE ONLY CHANGES ARE THE CHARGES QUOTED IN PARAGRAPH 6. The procedure outlined in this leaflet has been prepared as a general guide. It is assumed that the applicant will obtain all relevant data for the day- to-day operation of the aircraft. (See CAA Information Leaflet AD/IL/0076). Aircraft not eligible for the Issue of a Certificate of Airworthiness may be issued with a Permit to Fly. 1 - 1. NEW OR USED AIRCRAFT TYPE AND MODEL ALREADY CERTIFICATED IN UK 1.1. The following documents have to be provided by the Applicant prior to Certification : - (a) EXPORT CERTIFICATE OF AIRWORTHINESS or equivalent document. NOTES (1) The Certificate should not be more than 60 days old. (2) Some Authorities do not issue Export Certificates of Airworthiness. In these cases, a valid C of A may be accepted together with supporting evidence. (Note 3 FORM CA 3 refers) ✓ (b) One copy of the FLIGHT MANUAL/OWNERS MANUAL/PILOTS OPERATING HANDECOK as appropriate. ✓ (c) WEIGHT AND CENTRE OF GRAVITY SCHEDULE or LOADING AND DISTRIBUTION SCHEDULE NOTE: This Schedule may sometimes be included in the Flight Manual Document. It must include the list of basic equipment at time of weighing. (See BCAR Section A, Chapter A5-1. para 6). AD/TT/0088/1 (d) LOG BOOKS in respect of aircraft, engine(s) and V.P. propeller(s) NOTES (1) The statement of compliance with modifications and inspections of a mandatory nature ( e.g. Airworthiness Directives - See CAA Airworthiness Notice No. 36) may either be included in these log books or may be presented on separate certified lists. (e) (f) (2) In addition, for helicopters, all retirement lifed components must be listed with hours/Cycles run history. A LIST OF SIGNIFICANT MODIFICATIONS, over and above the basic certificated design, which have been incorporated. LIST OF RADIO EQUIPMENT INSTALLED. NOTE - With effect from 1st January 1981, VHF transmissions have to comply with CAA Airworthiness Notice No. 91. 2. NEW OR USED AIRCRAFT-TYPE AND/OR MODEL NOT ALREADY CERTIFICATED IN UK (a) to (f) As in para 1.1, except that 5 copies of the FLIGHT MANUAL/ OWNERS MANUAL/PILOTS OPERATING HANDBOOK, as appropriate, are required. (g) MAINTENANCE, OVERHAUL & REPAIR MANUALS FOR AIRCRAFT, ENGINES, SYSTEMS AND EQUIPMENTS, 2 copies for CAA (h) PARTS CATALOGUE(S) If not included in (g) 1 copy for CAA (j) SERVICE BULLETINS (including amendment service) 2 copies for CAA The documents listed in 1 and 2 are the minimum necessary to enable certification procedures to be carried out. The applicant may be required to provide such other information as may be prescribed by the CAA for the purposes of certification (e.g. additional technical information, flight test reports). NOTES: (1) (2) For aircraft to be imported from the USA see also the latest issue of FAA Advisory Circular AC21-2. See also BCAR, Section A. Chapter A2-4 and CAA Air- worthiness Notice No.15. 3. APPLICATIONS The procedures of this para 3 are applicable to aircraft covered by paras. 1 and 2. 3.2. Registration Application for the issue of a Certificate of Registration (C of 2) should be made on Form CA 1 from Aircraft Registration Department, CAA Central Library, CAA House, 45-59 Kingsway, London WC2B 6TE (Telephone No. 01-379-7311). The completed Form should be returned to that address together with appropriate fee. (See para 6). NOTE: Evidence of de-registration or non-registration in the country of export will be required before UK registration can be completed. This evidence is usually obtained from the Responsible Authority of the country concerned. AD/IL/0088/2 i 3.2. Certification (a) Application for the issue of a UK Certificate of Airworthiness (C of A) should be made on Form CA 3 obtainable from Applications & Certification Section, Brabazon House, Redhill, Surrey, (Telephone Redhill 65966) The completed form should be returned to that address, together with the appropriate fee (See Para.6) NOTES: (1) The FLIGHT MANUAL/PILOTS OPERATING HANDBOOK/OWNERS MANUAL, as appropriate, and EXPORT C OF A should preferably accompany the application form. (2) Aircraft not eligible for the Issue of a Certificate of Airworthiness may be issued with a Permit to Fly which will restrict flight to within the UK. (3) At least fourteen days should be allowed to process an application for an aircraft type and model already certificated in the UK. Other aircraft may require special investigation with a consequential increase in time required. It is important to check carefully all entries on the Applications Forms, as errors and omissions can lead to delay. 3.3. Radio Installation Application for the issue of a Radio Installation Licence should be made to Home Office Radio Regulatory Department, Radio Regulatory Division Licensing Branch, Waterloo Bridge House, Waterloo Road, London SE1 8UA (Telephone 01-275-3024). The fee will be advised by the Home Office. 3.4 Ferry Journey Documentation 3.4.1 A restricted Certificate of Airworthiness (or Permit to Fly) to cover the ferry journey will be issued by the CAA at Redhill when it is satisfied that the UK Certificate of Registration and the Export Certificate of Airworthiness have been issued. In the absence of the actual C of A for Export details of the Serial Number and date of issue will normally be acceptable. NOTES (1) The Certificate or Permit is only required for aircraft on the UK Register and is usually valid for the one journey only. It may also be endorsed to authorise flight testing to determine the airworthiness standard of aircraft prior to the ferry journey, and also in the UK prior to certification. (2) Any fuel system installed for the purpose of ferrying has to be of an approved type. 3.4.2 Documents to be carried on board the aircraft on the ferrying flight are the UK Certificate or Permit, UK C of R, UK Radio Lience and Certificate of Approval of Aircraft Radio Station, Flight Manual/Pilot's Operating Handbook/Owner's Manual, as appropriate. AD/IL/0088/3