INCIDENTS - GOV.UK

6

AAIB Bulletin: 4/2006 G-CFAC EW/GC2005/03/09

INCIDENTS

Aircraft Type and Registration: Avro 146-RJ100, G-CFAC and others

No & Type of Engines: 4 Lycoming LF507-1F turbofan engines

Year of Manufacture: Various

Date & Time (UTC): Various dates and times

Location: Various

Type of Flight: Public Transport (Passenger)

Persons on Board: Crew - Various Passengers - Various

Injuries: None

Nature of Damage: None

Commanders’ Licences: Airline Transport Pilot’s Licence

Commanders’ Ages: Various

Commanders’ Flying Experiences: Various

Information Source: Aircraft Accident Report Forms submitted by pilots and subsequent enquires by the AAIB

Synopsis

During the winter of 2004/2005, UK-based airline

operators experienced numerous incidents of restricted

elevator and aileron controls on their Avro 146-RJ100

fleets. One operator also reported occurrences of

restricted elevator controls on its Embraer 145 and

Bombardier DHC-8 aircraft. These aircraft types are

similar in having non-powered flight controls. Other

European operators of Avro 146/RJ-series aircraft also

reported flight control restriction events during the

same period.

Many of these events were found to be associated

with residues of ‘thickened’ de-icing fluids, that had

accumulated in the aerodynamically ‘quiet’ areas of the

elevator and aileron controls. These residues rehydrate

on exposure to precipitation and can freeze at altitude,

with the potential for restricting control movement. In

most of these incidents, the control forces returned to

normal after the aircraft had descended into warmer

conditions. Despite recent industry efforts at addressing

the problems posed by such residues, an effective

solution remains to be found.

This bulletin reiterates the safety recommendations

issued in a recent AAIB bulletin, which stated that the

build-up of such residues must be avoided through a

tightly controlled regime of inspection and cleaning, and

that new types of thickened fluids must be developed,

whose residues do not cause flight control restrictions

on aircraft with non-powered flight controls.

7

AAIB Bulletin: 4/2006 G-CFAC EW/C2005/03/09

Recent flight control restriction events

A previous AAIB bulletin report (EW/C2002/12/02)

listed occurrences of flight control restriction events

believed to have been caused by the freezing of thickened

de-icing fluid residues. In 2005, numerous other similar

events were reported in the UK and elsewhere in

Europe. The majority of these incidents involved Avro

146/RJ-series aircraft, but other aircraft with

non-powered flight controls such as the Embraer 145

and Bombardier DHC-8 were also affected.

The descriptions of these events and the subsequent

findings are presented in Table 1 (see page 14). In many

of these events, subsequent inspection of the aircraft

highlighted the presence of de-icing fluid residues in

locations and quantities that could have caused control

restrictions. At the time, the affected operator had a

scheduled maintenance task to inspect its aircraft for

de-icing fluid residues every 31 days.

The AAIB consulted other accident investigation bodies

in Europe for information on flight control restriction

events. The information obtained is presented in

Table 2 (see page 19). Although some events are still

being investigated, de-icing fluid residues appear to be

implicated in some cases. Following these events, the

operator of the Swiss-registered (HB-) aircraft changed its

maintenance practices to inspect for de-icing fluid residues

every 14 days (reduced from 28 days) and inspection and

cleaning is now required within two/three days following

an application of thickened de-icing fluid.

Effects of thickened de-icing fluid residues

In recent years there has been a tendency towards the

greater use of ‘thickened’ de/anti-icing fluids, because

of the improved holdover times that they provide.

Industry experience has shown that the repeated use of

‘thickened’ de-icing fluids (specifically ISO Type II, III

and IV fluids) for de-icing or preventative anti-icing can

result in a gradual accumulation of fluid residue in the

aerodynamically ‘quiet’ areas in the control surface gaps.

As these fluids are applied with a high pressure spray,

the fluid can also enter cavities in the control surfaces

(eg, control rod apertures).

With time, the glycol antifreeze component of the fluid

evaporates, leaving a dry, grey or blackish residue,

comprised largely of the thickening agent, which is very

hygroscopic and has little or no antifreeze properties.

The repeated application of thickened fluid causes the

residues to accumulate in increasing quantities, unless

removed by regular cleaning. On exposure to moisture,

for example, during rain showers, the residues will absorb

water and swell to many times their original volume, to

form a thick gel which can bridge the gaps between flight

control surfaces and adhere to control mechanisms.

When the aircraft climbs above the freezing level the

residues may freeze, with the potential for causing partial

restriction, or in the worst case, complete jamming of the

affected controls. If the autopilot is engaged at the time,

symptoms may include: pitch oscillation, failure to level

off at the selected flight level, or failure to capture the

selected heading. The control forces usually return to

normal after the aircraft has descended and the residues

have thawed.

Normally this problem only affects aircraft with

non-powered flight controls, because the power control

units on aircraft with hydraulically-powered flight

controls can overcome any such restriction caused by

frozen residues.

8


Previous AAIB bulletin: 146-200 G-JEAX incident The problems posed by the increasing use of ‘thickened’ de-icing fluids on aircraft with non-powered flight controls were highlighted in a recent AAIB bulletin report (EW/C2002/12/02) published on 5 February 2004, which reported on an incident of restricted elevator controls on BAe 146-200 G-JEAX, on 12 December 2002. This report highlighted the dangers posed by de-icing fluid residues and consequently the following Safety Recommendations were made to the United Kingdom CAA:

Safety Recommendation 2003-119

‘It is recommended that the Civil Aviation Authority require operators of aircraft with non-powered flying controls that are vulnerable to the effects of freezing of re-hydrated de-icing fluid residues, to establish engineering procedures for the inspection and removal of such residues from critical flying control surfaces’.


‘The Civil Aviation Authority should consult with anti-icing fluid manufacturers with a view to encouraging them to develop fluids, with suitable ‘holdover’ times, that incorporate gelling agents that are not rehydratable.’

De-icing procedures

Within the United Kingdom, and variously around Europe, the de-icing and anti-icing1 of aircraft is usually performed by contracted service providers, with few airline operators possessing their own equipment. There is currently no requirement for the training or licencing of de/anti-icing personnel and so there is no direct control over the manner in which fluids are applied2. A key requirement from operators is for de-icing fluids

with long holdover times to provide protection from ice for the longest possible time and thus minimise departure delays. This drove the development and introduction of so called ‘thickened’ Type II, III and IV fluids (to specification SAE AMS 1428A), which are much more viscous than the Type I fluids. The former provide increased protection by forming a much thicker layer of fluid over the aircraft surfaces. The thickened fluids are also commonly used for preventative anti-icing.

In-service experience with the thickest (Type IV) fluids showed that they produced significant amounts of residues which caused control restrictions on aircraft with non-powered flight controls. This led to recommendations from the aircraft manufacturers that Type IV fluids should not be used on such aircraft, and ultimately, the issuing of an Operations Directive from the Joint Aviation Authorities (JAA) containing similar advice.

In the UK the use of Type II fluids, one in particular branded as ‘Type II+’, has become predominant. These fluids, in theory, contain less thickening agent and should be less viscous than Type IV fluids, but in practice they can have similar viscosities. Industry experience has shown that Type II de-icing fluid residues can produce similar problems of flight control restrictions.

These problems may be alleviated by de-icing with Type I fluids which, being considerably less viscous,

Footnote1 Anti-icing of aircraft normally occurs some time prior to a departure, typically, the night before when snow, ice or frost is anticipated, and usually involves the use of a ‘thickened’ fluid. De-icing will typically be carried shortly before departure when accumulations of ice, snow, etc, need to be removed from the airframe, and may be performed using both thickened and unthickened fluids, depending on the holdover time required.2 If not applied appropriately, anti/de-icing fluids may easily enter flight control mechanisms within control surfaces, through actuator rod apertures, for example, where it is difficult to subsequently inspect for, and remove, residues.

9


tend to run off surfaces more readily and do not leave significant residues. It is understood that operators in North America prefer to use a two-stage de-icing procedure, with an initial application of Type I fluid, followed by the application of a thickened fluid to anti-ice, if required. Whilst some European airlines consulted by the AAIB stated that they would prefer to de-ice in this way, the availability of Type I fluid in Europe is extremely limited, given the far greater demand for the thickened fluids, and de-icing service providers are reportedly reluctant to stock this fluid.

Notwithstanding this, in Europe, some operators have guaranteed their own stock of Type I de-icing fluid for use at some airports, but they are still very much in the minority.

Regulatory information pertaining to aircraft de/anti-icing

Aviation fuels, oils, greases and similar substances are regulated and generally conform to specifications agreed with the relevant Airworthiness Authority. Such substances are usually approved for use following test and evaluation by the manufacturer to ensure, firstly, that they perform as intended and, secondly, that they pose no short or long term risk to flight safety. In addition, their ‘shelf life’, usage and/or manner of storage and are usually specified. At present, no such regulation applies to the manufacture, quality or application of de/anti-icing fluids.

The Joint Airworthiness Requirements Section JAR-OPS 1.345 ‘Ice and other contaminants - ground procedures’ states:

‘a) An operator shall establish procedures to be followed when ground de-icing and anti-icing and related inspections of the aeroplane(s) are necessary.’

To the AAIB’s knowledge, there are no further requirements beyond this relating to either the procedures for de-/anti-icing or the properties required of the fluids. However, advisory material is provided in the supporting document ACJ OPS 1.345: Paragraph 3d) states:

‘Fluids used for de-icing and anti-icing should be acceptable to the operator and the aeroplane manufacturer. These fluids normally conform to specifications such as SAE AMS 1424, 1428 or equivalent. Use of non-conforming fluids is not recommended due to their properties not being known.’

Section 8 ‘Special Maintenance Considerations’, states:

a) General

The operator should take proper account of the possible side-effects of fluid use. Such effects may include, but are not limited to, dried and/or re-hydrated residues, corrosion and the removal of lubricants.

b) Special Considerations due to residues of dried fluids

The operator should establish procedures to prevent or detect and remove residues of dried fluid. If necessary the operator should establish appropriate inspection intervals based on the recommendations of the airframe manufacturers and/or own experience.

ii) Operators are strongly recommended to request information about the fluid dry-out and re-hydration characteristics from the fluid manufacturers and select products with optimised characteristics.’

10


On 15 September 2005, the JAA issued a Safety Information Communication the subject of which is ‘Information on precautions and measures to be taken to counteract the presence, and also the formation of ice and other contaminants prior to flight’. In this document, the phenomenon and hazards of the drying out and re-hydration of certain anti-icing fluids are highlighted. Reference guidance material is also provided.

The Association of European Airlines (AEA) document entitled ‘Recommendations for De-Icing/Anti-Icing of Aircraft on the Ground’ is generally accepted by European airlines to be the definitive guidance document on ground de/anti-icing practices, but it is not compulsory to follow these recommendations.

Airframe manufacturer’s advice to operators

The information provided by the regulatory authority implies that the aircraft manufacturer will recommend inspection intervals for the detection and removal of de/anti-icing fluid residues. The aircraft manufacturers have issued a considerable amount of advice to warn operators of the problems posed by thickened de/anti-icing fluid residues and the importance of inspecting for residues and removing them by regular cleaning of the affected areas, however, with some exceptions, these documents generally do not go as far as to recommend inspection intervals, leaving this to the operator to determine, based on their own service experience.

Given the problems on Avro 146/RJ aircraft in the winter 2004/2005 period caused by de-icing fluid residues, the aircraft manufacturer, BAE Systems, issued Technical Operational Response (TOR) Serial Number 2845, containing a draft revision to Chapter 12-30-31 of the Aircraft Maintenance Manual. This contains comprehensive instructions on how and where

to inspect for residues and how they should be removed. The instruction also recommends the frequency of inspection, as follows:

‘It is recommended that where thickened (Type II, Type III or Type IV) anti-icing fluids are used, the aircraft should be inspected for residues daily. Operators should develop an inspection and cleaning schedule taking into account their own operational environment and procedures, as well as the factors affecting build-up as stated above. If any residues are found they must be removed from the aircraft before the next flight.’

BAE Systems has also issued a reference card to operators which provides advice on the application of de/anti-icing fluid. This contains a caution that fluid should not be applied to the aircraft in a forward direction, in order to prevent it entering the structure through various aerodynamic fairings. The manufacturer has also re-issued Service Information Letter (SIL) 27/80 to include the latest ‘winterisation’ advice.

Information gathered by the AAIB suggests that operators who inspect for de/anti-icing fluid residues more frequently, scheduled either on a short time interval, or after a specified number of applications of thickened de-icing fluids, tend not to suffer from flight control restriction problems. Operators’ experience suggests that an inspection interval of 30 days may not be frequent enough. Whilst frequent inspection and cleaning of the flight controls places a large burden on an operator’s resources, and requires the availability of suitable facilities and equipment (eg, hangars and access hoists), such inspections are unavoidable if thickened de/anti-icing fluids are used on aircraft with non-powered flight controls.

11


During the winter of 2005/2006, one operator reported three incidents of elevator trim circuit restrictions on an Avro RJ aircraft. A significant amount of anti-icing fluid residue was found to have accumulated under fairings on both elevators. These fairings covered the two trim circuit control rods where the trim tab drive passed in to the trim tab itself. As a result of this finding, on 20 January 2006, the manufacturer issued an All Operators Message (AOM), 06/001V, to highlight this finding and recommend rectification action. A copy of this AOM is appended to this report (see page 20).

BAE Systems Anti-icing Residue Focus Group

On 10-11 May 2005 the manufacturer of the Avro 146/RJ series aircraft, BAE Systems PLC, held a forum for operators of the aircraft type to discuss the subject of fluid residues. This meeting was also attended by representatives from the UK CAA and the AAIB. This provided an open forum for operators to share their experiences of the problem and the measures taken to combat the effects of the residues of thickened fluids.

At the forum, the aircraft manufacturer committed to issuing further information to operators on maintenance practices for the inspection and removal of the residues. The forum highlighted some initiatives which, if implemented, would help address the problem of fluid residues. These included:

• Minimising the use of preventative anti-icing with thickened fluids.

• Where possible, use of Type I fluids for de-icing.

• Exploring the possibility of greater availability of Type I fluids at operator’s hub stations.

• Seeking assistance from the fluid manufacturers on cleaning solutions/solvents and the use of residue identification dye.

Discussion

The numerous recent incidents in the UK and elsewhere in Europe, of flight control restrictions attributable to the freezing of residues of thickened de/anti-icing fluids, show that this problem has still not been addressed effectively. This is a matter of concern, given that the potential dangers posed by such residues were publicised both in a recent AAIB bulletin and in advisory material issued by the aircraft manufacturers and the JAA. Experience has shown that the currently available thickened de-icing fluids, with their rehydratable residues, are not practically suited for use on aircraft with non-powered flight controls. They pose a potential hazard to flight safety through their ability to cause flight control restrictions, unless strict procedures are invoked to inspect for, and remove, the residues on a frequent basis. Industry experience suggests that the problems can be largely eliminated by frequent controlled inspections and removal of the accumulated residues. Despite operators having adopted such a process, a small number have continued to experience problems. Evidence suggests that operators who perform the inspection and cleaning task at a short time interval, or who schedule the task based on the number of applications of thickened fluid, are generally more successful in managing the problem than an operator who inspects for residues at an interval of 30 days, for example. Most aircraft manufacturers do not specify to operators a suitable frequency for the task, leaving it to the operators to decide, based on their own, possibly limited, experience. Given that the task to inspect and remove the de/anti-icing fluid residues is very labour intensive and places a heavy burden on an operator’s resources, it can at best be considered a short

12


term solution which addresses the symptoms, rather than

the cause of the problem.

The JAR OPS requirements state:

‘Fluids used for de-icing and anti-icing should be acceptable to the operator and the aeroplane manufacturer.’

For aircraft with non-powered flight controls, the

thickened de/anti-icing fluids currently available are

neither acceptable to the operator nor to the aircraft

manufacturer. However, as long as market forces

continue to drive for de/anti-icing fluids with longer

holdover times, thickened fluids will continue to be

supplied in preference to Type I fluids. It is therefore

considered that a regulation is necessary to ensure that

only suitable fluids are used on aircraft with non-powered

flight controls.

A potential solution would be for operators of aircraft

with non-powered flight controls to avoid using the

thickened fluids where possible and to de-ice using

Type I fluids. Even though some operators would

prefer to do this, the de-icing service providers seem

reluctant to hold stocks of Type I fluid, given the limited

demand from the relatively small number of operators

of such aircraft. As there is a general desire within the

industry to use thickened fluids which provide anti-icing

protection for long holdover times, if a ‘thickened’ fluid

could be developed whose residues are not rehydratable,

the potential for such a fluid to cause flight control

restrictions on aircraft with non-powered flight controls

would be much reduced.

Conclusions

The hazards posed by the re-hydrated residues of thickened de/anti-icing fluids in causing flight control

restrictions on aircraft with non-powered flying controls have been well publicised by both the aircraft manufacturer’s and the JAA’s advice to operators, and also in a recent AAIB bulletin. Despite this, recent events in the UK and elsewhere in Europe in the winter of 2004/2005 have shown that the problem is still prevalent, suggesting that more effective action is required.

The options available to operators of non-powered flight control type aircraft for de-icing are few, given the limited availability of Type I fluids and the use of currently available thickened fluids which impose a large penalty in increased maintenance costs. Therefore, the AAIB believes that regulation is necessary to effect the changes necessary to resolve this situation.

Safety Recommendations

Previous safety recommendations made by the AAIB were addressed to the UK Civil Aviation Authority. However, it is apparent that this problem also affects operators throughout Europe. Within European aviation, the JAA has oversight of operational matters, whilst EASA has responsibility for certification standards and the airworthiness of aircraft and their components. In order to effectively address the safety issue of the accumulation of rehydrated residues of ‘thickened’ de-icing fluids, which can freeze in flight and cause flight control restrictions, the following safety recommendations are made:


It is recommended, that the Joint Aviation Authorities, in consultation with the European Aviation Safety Agency, issue safety documentation to strongly encourage operators of aircraft with non-powered flight controls to use Type I de/anti-icing fluids, in preference to ‘thickened’ fluids, for de-icing.

13



It is recommended that where the use of ‘thickened’ de/anti-icing fluids is unavoidable, the Joint Aviation Authorities, in consultation with the European Aviation Safety Agency, ensure that operators of aircraft with non-powered flight controls who use such fluids, invoke controlled maintenance procedures for the frequent inspection for accumulations of fluid residues and their removal.


It is recommended that the European Aviation Safety Agency introduce certification requirements relating to de/anti-icing fluids for use on aircraft with both powered and non-powered flight controls.


It is recommended that prior to the European Aviation Safety Agency assuming responsibility for operational matters within Europe, they consider the future need for the training and licencing of companies who provide a de/anti-icing service, so that anti-icing fluids are applied in an appropriate manner on all aircraft types, but specifically to ensure that the entry of such fluids into flight control mechanisms and control surfaces is minimised.

14


DAT

EA

C

Reg

INC

IDEN

T D

ETA

ILS

FIN

DIN

GS

Avro

14

6/R

J

118

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-05

G-C

FAC

With

AP

enga

ged

@ F

L22

abno

rmal

var

iatio

n in

RO

C/R

OD

. O

n di

scon

nect

ing

AP

only

min

imal

mov

emen

t of e

leva

tor a

nd

aile

rons

pos

sibl

e. N

orm

al c

ontro

l reg

aine

d at

FL0

70. C

ondi

tions

: V

MC

, Rai

n. A

AIB

File

ref:

EW

/G20

05/0

3/09

Re-

hydr

ated

de-

icin

g flu

id re

sidu

es fo

und

unde

r aile

ron

pane

ls 5

11B

B, 6

11B

B, 5

33C

B, 6

33C

B,

533B

B a

nd 6

33B

B &

ele

vato

r pan

els

347B

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33B

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334

BB

. Are

as w

ashe

d &

cle

aned

w/

war

m w

ater

, the

n lu

bric

ated

.

218

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-05

G-C

FAC

A/P

faile

d to

follo

w F

D tu

rn c

md

at F

L130

w/ fl

ight

con

trol

rest

rictio

ns in

pitc

h &

roll

afte

r A/P

dis

enga

ged.

PA

N &

air-

turn

back

. P

itch

rest

rictio

n re

mai

ned

until

sta

rt of

fina

l app

roac

h.

A/c

des

cend

ed to

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er a

ltitu

de &

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n re

duce

d as

OAT

in

crea

sed.

AA

IB F

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f: E

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2005

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11

Furth

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min

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n fo

und

unde

r ele

vato

r pan

els

333A

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34A

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B &

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& h

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co

ntam

inat

ion

unde

r pan

els

336C

T &

335

CT.

W

hen

rehy

drat

ed s

igni

fican

t res

idue

bui

ld u

p ar

ound

ser

vo/

trim

tab

bear

ings

& ro

d en

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reas

cle

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and

re-h

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ted

seve

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imes

bef

ore

all t

race

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inat

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of r

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ls 5

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the

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r re-

hydr

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reas

cle

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& re

-hyd

rate

d se

vera

l tim

es b

efor

e al

l tra

ces

of

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d cl

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d.

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& o

p ch

k of

flyi

ng c

ontro

ls p

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rmed

.

319

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-05

G-C

FAA

At F

L280

in c

lear

air,

a/c

faile

d to

follo

w A

P co

mm

ands

. W

hen

AP

disc

onne

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, pitc

h &

roll

cont

rols

rest

ricte

d &

trim

whe

els

jam

med

. PA

N d

ecla

red

& d

esce

nded

to F

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. P

itch

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lem

m

oder

ated

dur

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desc

ent.

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l rol

l aut

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t reg

aine

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til F

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us tu

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AA

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f: E

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2005

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18

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g flu

id re

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e co

ntam

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ion

repo

rted

on a

ilero

ns a

nd e

leva

tors

but

no

spec

ific

loca

tions

re

cord

ed. A

/c re

turn

ed to

ser

vice

- fu

rther

repo

rt of

flig

ht c

ontro

l res

trict

ion

on 3

0/3/

05 a

t FR

A.

422

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-05

G-C

FAB

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prio

r to

reac

hing

cle

ared

leve

l FL2

50 w

ith A

P en

gage

d, p

itch

diffi

culti

es e

xper

ienc

ed w

ith V

/S fl

uctu

atio

ns o

f of u

p to

+/-

600

fpm

, whi

ch p

ersi

sted

afte

r lev

el o

ff. W

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AP

disc

onne

cted

, pi

tch/

roll

forc

es w

ere

heav

y. N

orm

al c

ontro

l reg

aine

d by

500

0 ft.

Con

ditio

ns: D

ay V

MC

. W

x on

dep

artu

re m

oder

ate

rain

with

su

rface

tem

p +1

2 de

gree

s. A

AIB

File

ref:

EW

/G20

05/0

3/14

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icin

g flu

id re

sidu

e fo

und

in a

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ns &

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vato

rs. R

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mov

ed IA

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ny p

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and

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e ai

rcra

ft re

turn

ed to

ser

vice

. Fur

ther

repo

rts m

ade

unde

r AS

R 2

83/0

5/14

6 &

290

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146

whe

re

furth

er re

sidu

es w

ere

note

d to

hav

e be

en fo

und

in th

e sa

me

loca

tions

as

prev

ious

ly.

522

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-05

G-C

FAD

At F

L250

in d

ay V

MC

, jus

t bef

ore

TOD

, a/c

faile

d to

trac

k LN

AV p

rope

rly.

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n A

P di

scon

nect

ed, a

ilero

ns fo

und

froze

n.

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ctio

nal c

ontro

l ava

ilabl

e w

ith ru

dder

. PA

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alle

d &

des

cent

m

ade,

on

pass

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FL12

0 co

ntro

ls fr

eed

& P

AN

can

celle

d. N

o re

cord

in T

ech

Log

of d

e-ic

ing

for 1

2 da

ys.

Mod

erat

e ra

in fo

r 30

+ m

ins

on g

roun

d pr

ior t

o de

partu

re.

AA

IB F

ile re

f: E

W/G

2005

/03/

13.

Con

tam

inat

ion

from

de-

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fluid

resi

due

foun

d on

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ratin

g ro

ds u

nder

pan

els

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631A

B,

533/

633B

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H/R

H a

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ns) &

und

er p

anel

s 34

7BB

, 347

AB

, 336

AB

(LH

/RH

el

evat

ors)

. Res

idue

cle

aned

out

.

623

-Mar

-05

G-C

FAH

In le

vel fl

ight

@FL

220

w/ A

P en

gage

d, a

/c fa

iled

to fo

llow

FD

he

adin

g ch

ange

. O

n di

scon

nect

ing

AP

aile

ron

cont

rols

foun

d to

be

rest

ricte

d. F

ull c

ontro

l reg

aine

d la

ter r

egai

ned

on p

assi

ng

FL10

0 @

OAT

+2

C.

AA

IB F

ile re

f: E

W/G

2005

/03/

20.

On

engi

neer

ing

insp

ectio

n co

ntam

inat

ion

foun

d ar

ound

pan

els

581/

681A

B (i

nput

to le

ft &

righ

t ai

lero

n to

rsio

n ba

r). C

onta

min

atio

n cl

eane

d of

f

TAB

LE 1

: C

ontro

l Res

trict

ion

Eve

nts

on U

K-R

egis

tere

d A

ircra

ft - A

vro

146/

RJ

15


DAT

EA

C

Reg

INC

IDEN

T D

ETA

ILS

FIN

DIN

GS

725

-Mar

-05

G-O

INV

Leve

l @ F

L270

in d

ay V

MC

, aile

ron

trim

war

ning

occ

urre

d. A

P di

scon

nect

ed.

Rol

l con

trol a

vaila

ble

but n

o sp

oile

r mov

emen

t in

R/H

turn

s. F

ull r

oll s

poile

r not

ava

ilabl

e un

til ju

st b

efor

e la

ndin

g.

A/c

last

de-

iced

on

13-3

-05,

no

rain

ove

rnig

ht.

A/c

flow

n th

roug

h a

laye

r of c

loud

500

ft th

ick

afte

r tak

e of

f. P

ossi

ble

defe

ct w

/ sp

oile

r sys

tem

. A

AIB

File

ref:

EW

/G20

05/0

3/21

.

Full

insp

ectio

n of

roll

spoi

ler s

yste

m c

arrie

d. C

apta

in c

onfir

med

sys

tem

had

com

e go

od w

hen

OAT

had

rise

n.

No

sign

of w

ater

ingr

ess

to th

e co

mpo

nent

s N

or a

ny h

ydra

ulic

s pr

oble

ms.

Bot

h sy

stem

con

tent

s co

rrec

t.

Aut

opilo

t fun

ctio

ned-

NFF

. S

poile

rs d

eplo

yed

& in

dica

tion

good

. Fu

ll ra

nge

of a

ilero

n m

ovem

ent a

chie

ved.

A

/c c

onsi

dere

d se

rvic

eabl

e. C

rew

ask

ed to

mon

itor o

n re

turn

to In

vern

ess.

826

-Mar

-05

G-O

INV

Aile

ron

trim

war

ning

dur

ing

right

turn

, con

trols

stif

f dur

ing

right

tu

rns.

OK

in le

ft tu

rns.

A/c

flow

n m

anua

lly to

ILS

app

roac

h LG

W

R/W

08R

. C

ontro

ls re

turn

ed to

nor

mal

at t

emps

abo

ve 0

deg

C.

See

item

abo

ve.

AA

IB F

ile re

f: E

W/G

2005

/03/

22.

Insp

ectio

n of

roll

spoi

ler a

nd a

ilero

n lin

kage

s ca

rrie

d ou

t. O

pera

tion

foun

d to

be

very

sm

ooth

. S

yste

m

chec

ked

with

& w

/out

aut

o pi

lot.

A/c

con

side

red

serv

icea

ble

for r

etur

n fli

ght t

o In

vern

ess

pls

repo

rt an

y fu

rther

pro

blem

s. S

ugge

st lu

bric

atio

n of

var

ious

bea

ring

& ro

d en

ds.

927

-Mar

-05

G-C

FAB

In c

ruis

e a/

c no

t tra

ckin

g LN

AV p

rope

rly.

Whe

n A

/P

disc

onne

cted

, aile

rons

foun

d to

be

froze

n w

ith v

irtua

lly n

o co

ntro

l av

aila

ble

from

them

. A

irfra

me

& e

ngin

e a/

ice

sele

cted

on

and

a/c

desc

ende

d af

ter P

AN

cal

l. N

orm

al c

ontro

l res

tore

d by

FL1

20,

PAN

can

x. O

n ap

proa

ch to

FR

A on

pre

v se

ctor

a/c

flew

thru

rain

fo

r sev

eral

min

utes

. A

AIB

File

ref:

EW

/G20

05/0

3/23

.

On

insp

ectin

g ai

rcra

ft no

con

tam

inat

ion

foun

d on

the

aile

ron

cont

rols

. Min

or c

onta

min

atio

n fo

und

on th

e el

evat

ors

at p

anel

s 34

7AB

/BB

. Are

a w

ashe

d an

d a/

c re

turn

ed to

ser

vice

.

1029

-Mar

-05

G-C

FAB

A/c

faile

d di

d no

t fol

low

AP

turn

cm

d pr

oper

ly. A

/c fe

lt to

jerk

an

d fa

iled

to a

pply

eno

ugh

bank

. O

n di

scon

nect

ing

AP

aile

rons

fo

und

very

stif

f to

oper

ate.

Div

ersi

on to

GLA

whe

re v

isib

ility

be

tter.

Con

trols

bec

ame

norm

al o

n de

scen

ding

thru

’ 500

0 ft

whe

re O

AT +

2 de

g C

. D

rizzl

e on

turn

ound

and

rain

dur

ing

clim

b th

is s

ecto

r. V

MC

in c

ruis

e.

AA

IB F

ile re

f: E

W/G

2005

/03/

17.

Rep

orte

d fa

ilure

to fo

llow

ste

erin

g co

mm

and

from

FD

. In

spec

tion

reve

aled

de-

ice

resi

due

cont

amin

atio

n at

th

e LH

/RH

aile

ron

inpu

ts u

nder

pan

els

581A

B/A

AB

& A

BB

& 6

81A

B/A

AB

& A

BB

. Res

idue

s cl

eane

d of

f and

ai

rcra

ft re

turn

ed to

ser

vice

.

1130

-Mar

-05

G-O

INV

Dur

ing

crui

se a

ilero

n tri

m c

aptio

n ca

me

on.

Whe

n A

P di

scon

nect

ed a

ilero

ns v

. stif

f & n

o m

ovem

ent o

f R/H

roll

spoi

ler.

A

P re

enga

ged

whe

n lig

ht w

ent o

ut.

Whe

n gi

ving

hdg

cha

nges

tri

m li

ght c

ame

on a

gain

& A

P un

able

to fo

llow

FD

. O

AT -3

0 de

g C

in th

in c

irrus

(=ic

ing)

on

desc

ent.

Aile

rons

stil

l stif

f @ F

L150

. A

t FL0

70 (0

deg

C is

othe

rm) c

ontro

ls u

nfro

ze to

giv

e fu

ll &

free

m

ovem

ent.

See

item

abo

ve.

AA

IB F

ile re

f: E

W/G

2005

/03/

28.

Initi

al in

spec

tions

foun

d no

de-

ice

resi

due

on th

e ai

lero

n co

ntro

ls &

em

phas

is m

oved

to th

e ro

ll sp

oile

r m

echa

nism

. The

cam

box

on

the

RH

win

g w

as re

plac

ed. A

/c o

pera

ted

a nu

mbe

r of s

ecto

rs w

ith s

imila

r re

ports

of O

AT le

vels

with

out f

urth

er re

port.

O

n 5/

4/05

the

airc

raft

was

repo

rted

with

min

or re

stric

tion

agai

n in

RH

turn

s w

ith a

n ai

lero

n tri

m w

arni

ng. A

/c h

ad s

tood

ove

rnig

ht in

hea

vy ra

in.

On

arriv

al b

ack

at IN

V th

e in

put c

onne

ctor

s (b

ehin

d pa

nels

581

-681

AA

B/A

BB

) on

the

LE o

f the

LH

& R

H a

ilero

ns w

ere

chec

ked

and

foun

d to

hav

e a

min

or le

vel o

f de-

ice

fluid

resi

due

cont

amin

atio

n. T

he re

sidu

e w

as re

mov

ed. R

H ro

ll sp

oile

r al

so re

plac

ed a

s a

prec

autio

n.

1230

-Mar

-05

G-B

ZAY

In d

esce

nt p

assi

ng F

L 27

0 w

/ AP

in, a

/c m

ade

unco

mm

ande

d LH

tu

rn.

AP

disc

onne

cted

& a

ilero

ns fo

und

froze

n. (

Rol

l spo

ilers

ap

pear

ed O

K o

n ga

uges

). A

/c d

ifficu

lt to

con

trol i

n ro

ll. F

urth

er

desc

ent i

nitia

ted

prom

ptly.

Con

trols

beg

an to

retu

rn to

nor

mal

at

FL13

0 bu

t did

not

fully

reco

ver u

ntil

pass

ing

3000

ft w

here

OAT

0

deg

C.

A/c

not

de-

iced

in p

revi

ous

2 w

eeks

. A

AIB

File

ref:

EW

/G20

05/0

3/25

.

Min

or c

onta

min

atio

n of

the

aile

ron

serv

o ac

tuat

or fo

und.

Ext

ensi

ve c

lean

ing

carr

ied

out a

nd a

/c re

leas

ed

to s

ervi

ce. R

efer

to 2

89/0

5/14

6 fo

r fur

ther

repo

rt on

nex

t flig

ht w

here

the

airc

raft

dive

rted

to M

AN

dur

ing

posi

tioni

ng fl

ight

ED

I to

BH

X

TAB

LE 1

(con

t.):

Con

trol R

estri

ctio

n E

vent

s on

UK

-Reg

iste

red

Airc

raft

- Avr

o 14

6/R

J

16


DATE

AC

Reg

INCI

DENT

DET

AILS

FIND

INGS

1330

-Mar

-05

G-B

ZAY

In c

ruise

hea

ding

con

trol p

oor o

n AP

. Whe

n AP

disc

onne

cted

, ai

lero

n co

ntro

ls ve

ry s

tiff to

the

right

& a

lmos

t non

-exis

tent

to th

e le

ft. P

AN &

dive

rsio

n du

e po

or w

eath

er a

t pla

nned

des

tinat

ion.

Co

ntro

ls fre

ed u

p at

aro

und

6000

ft d

urin

g de

scen

t. 0

deg

C

leve

l at 6

000

ft. A

AIB

File

ref:

EW/G

2005

/03/

30.

Seco

nd re

port

on th

e sa

me

day.

Afte

r thi

s re

port

furth

er c

onta

min

atio

n wa

s no

ted

on u

nder

the

final

driv

e pa

nels

on th

e LH

& R

H ai

lero

ns (5

81/6

81AA

B &

ABB)

& o

n th

e le

ft an

d rig

ht e

leva

tors

und

er p

anel

s 34

8AB/

BB &

347

AB/B

B. C

onta

min

atio

n re

mov

ed &

are

as th

orou

ghly

clean

ed. A

ircra

ft re

turn

ed to

ser

vice.

1430

-Mar

-05

G-

MAB

R

Durin

g cr

uise

, AIL

war

ning

occ

urre

d. Q

RH a

ctio

ned

& wa

rnin

g ex

tingu

ished

. A/

c st

iff in

roll w

ith A

P di

scon

nect

ed.

Roll n

orm

al

at lo

wer a

ltitud

es in

war

mer

tem

pera

ture

s.

AAI

B Fi

le re

f: EW

/G20

05/0

3/29

.

Foun

d ai

rcra

ft co

ntam

inat

ed w

ith re

sidue

of d

e-ici

ng fl

uid.

ETR

TS5

845R

4 ca

rried

out

. Co

ntam

inat

ion

rem

oved

.

1530

-Mar

-05

G-C

FAC

In c

ruise

at F

L300

afte

r 44

min

s fly

ing,

a/c

faile

d to

resp

ond

to F

D co

mm

ands

in ro

ll. W

hen

AP d

iscon

nect

ed, a

lthou

gh

resp

ondi

ng in

pitc

h, a

/c w

as d

ifficu

lt to

roll l

eft o

r rig

ht.

Roll

cont

rol im

prov

ed in

the

desc

ent.

Occ

asio

nal s

howe

rs w

hilst

pa

rked

out

side

over

nigh

t at S

tuttg

art.

Min

or d

e-ici

ng fl

uid

rehy

drat

ed re

sidue

s fo

und

on R

H ai

lero

n.

AAIB

File

ref:

EW/G

2005

/03/

24.

On

engi

neer

ing

insp

ectio

n at

BHX

min

or c

onta

min

atio

n re

porte

dly

foun

d on

the

RH a

ilero

n’s fi

nal d

rive.

Re

sidue

rem

oved

and

the

airc

raft

retu

rned

to s

ervic

e.

1630

-Mar

-05

G-B

ZAZ

In c

limb

at a

bout

16,

000

ft wi

th A

P in

V/S

mod

e a/

c os

cilla

ted

in p

itch

at =

/- 40

0 fp

m.

Sam

e re

spon

se w

ith A

P in

Spe

ed

Mod

e. W

hen

AP d

iscon

nect

ed c

ontro

ls he

avie

r tha

n no

rmal

, es

p pi

tch.

Con

trols

freed

up

fully

by

6,00

0 ft

in th

e de

scen

t. A

/c

park

ed o

vern

ight

in h

eavy

rain

. O

n ta

xi ou

t ele

vato

r wat

er d

rain

pr

oced

ure

perfo

rmed

. AA

IB F

ile re

f: EW

/G20

05/0

3/26

.

Durin

g su

bseq

uent

insp

ectio

ns c

onta

min

atio

n wa

s no

ted

at th

e LH

& R

H ai

lero

n fin

al d

rive

loca

tions

at

pane

ls 53

3/63

3AB

& on

the

LH a

nd R

H el

evat

ors

at p

anel

s 33

5/33

6AB,

347

/348

AB &

347

/348

BB. A

ll are

as

clean

ed &

the

aicr

aft w

as re

tune

d to

ser

vice.

1730

-Mar

-05

G-C

FAA

Durin

g in

itial c

limb

AP d

iscon

nect

ed w

ith ‘E

LEC

TRIM

’ & ‘F

TC’

capt

ions

lit.

QRH

act

ione

d to

no

avai

l. In

han

d flo

wn d

esce

nt,

high

er th

an n

orm

al fo

rces

requ

ired

to ro

ll a/c

to le

ft. R

oll c

ontro

l be

cam

e no

rmal

afte

r sel

ectio

n of

Fla

p 18

. AA

IB F

ile re

f: EW

/G20

05/0

3/27

.

On

engi

neer

ing

insp

ectio

n he

avy

cont

amin

atio

n re

porte

d on

aile

rons

& e

leva

tors

but

no

spec

ific lo

catio

ns

were

reco

rded

. A/c

cle

aned

at t

hese

loca

tions

and

retu

rned

to s

ervic

e.

1830

-Mar

-05

G-C

FAC

In c

ruise

a/c

faile

d to

follo

w FD

roll d

eman

d. A

P di

scon

nect

ed

to m

anua

lly c

orre

ct.

Aile

ron

cont

rols

foun

d ve

ry s

tiff.

PAN

call

issue

d &

a/c

cont

inue

d to

des

tinat

ion.

Aile

ron

cont

rol b

ecam

e ea

sier p

assin

g FL

070

but w

as n

ot fu

lly fr

ee u

ntil v

ecto

rs to

the

ILS

were

give

n.

No

cont

amin

atio

n fo

und

on th

e ai

lero

ns &

onl

y m

inor

con

tam

inat

ion

foun

d on

ele

vato

rs. C

onta

min

atio

n wa

s cle

aned

and

the

airc

raft

RTS.

1930

-Mar

-05

G-B

XAR

Ove

rspe

ed o

ccur

renc

e as

a/c

des

cend

ed fr

om c

ruise

. A/

c pa

ssed

thru

tailw

ind

into

hea

dwin

d. A

P slo

w to

com

pens

ate.

W

hen

AP d

iscon

nect

ed c

ontro

ls ha

d lim

ited

trave

l & w

ere

very

he

avy.

AAI

B Fi

le re

f: EW

/G20

05/0

3/32

.

No c

onta

min

atio

n fo

und

durin

g th

e su

bseq

uent

insp

ectio

n. P

ossib

le th

at th

is ev

ent n

ot re

late

d to

de-

ice

resid

ue.

Flig

ht O

ps: C

rew

debi

efed

- in

ital o

vers

peed

pos

sible

due

to a

tmos

pher

ic co

nditio

ns /

failu

re

of G

NSX

to c

ompu

te w

inds

peed

/dire

ctio

n. O

vers

peed

sho

uld

have

bee

n co

ntro

lled

usin

g au

tom

atics

, su

spec

ted

that

cre

w ar

e no

t fam

iliar w

ith m

anua

l flig

ht c

ontro

l for

ces

expe

rienc

ed a

t hig

her s

peed

s.

TABL

E 1

(con

t.):

Cont

rol R

estri

ctio

n Ev

ents

on

UK-R

egist

ered

Airc

raft

- Avr

o 14

6/RJ

17


DAT

EA

C

Reg

INC

IDEN

T D

ETA

ILS

FIN

DIN

GS

2030

-Mar

-05

G-C

FAH

Pas

sing

FL2

00 in

AP

leve

l cha

nge

clim

b, v

ertic

al s

peed

var

iatio

n of

+/-1

500.

Whe

n A

P di

scon

nect

ed c

ontro

l foc

es in

pitc

h &

ro

ll he

avie

r tha

n no

rmal

. C

ontro

l for

ces

norm

al a

gain

by

latte

r st

ages

of a

ppro

ach.

AA

IB F

ile re

f: E

W/G

2005

/03/

33.

On

engi

neer

ing

insp

ectio

n he

avy

cont

amin

atio

n fo

und

unde

r pan

el 5

81A

BB

(LH

aile

ron)

and

ligh

t co

ntam

inat

ion

unde

r pan

el 6

81A

BB

(RH

aile

ron)

. Bot

h LH

and

RH

ele

vato

r con

trols

wer

e co

ntam

inat

ed b

ut

no lo

catio

ns s

peci

fied.

Con

tam

inat

ion

clea

ned

& a

ircra

ft re

turn

ed to

ser

vice

.

2106

-Apr

-05

G-

MA

NS

A/C

clim

bed

to F

L260

with

no

indi

catio

n of

any

pro

blem

, but

ex

perie

nced

pro

blem

s m

aint

aini

ng c

lear

ed F

L A

P di

scon

nect

ed

at 2

6200

and

LH

con

trol c

olum

n w

as fo

und

lock

ed s

olid

. (ca

lvar

y ch

arge

hea

rd o

n de

sele

ctio

n of

aut

o pi

lot)!

U

nabl

e to

ove

rpow

er

the

LH c

ontro

l col

umn,

“pitc

h ja

m” c

alle

d an

d el

evat

or d

isco

nnec

t pu

lled.

LH

col

umn

still

loc

ked.

Firs

t offi

cer h

ad c

ontro

l. C

ard

32A

actio

ned

& 3

2B a

ctio

ned.

Aut

opilo

t dis

enga

ged

on la

ter

atte

mpt

s. C

ard

34B

act

ione

d be

fore

an

unev

entfu

l lan

ding

.

Hea

vy c

onta

min

atio

n by

de-

ice

resi

due

of e

leva

tors

foun

d du

ring

insp

ectio

n. E

leva

tor i

nter

ior c

lean

ed.

2207

-Apr

-05

G-B

ZAX

In d

esce

nt A

P re

luct

ant t

o fo

llow

hea

ding

. W

hen

AP

dise

ngag

ed

cont

rol r

estri

ctio

n fe

lt in

aile

rons

. M

uch

mor

e no

ticea

ble

with

rig

ht ro

ll. R

estri

ctio

n co

ntin

ued

until

app

roac

h, b

y la

ndin

g no

ap

pare

nt re

stric

tion.

Rai

n pr

ior t

o de

partu

re a

t Zur

ich

& a

/c in

m

oist

clo

ud u

ntil

FL30

0. A

AIB

File

ref:

EW

/G20

05/0

4/10

.

Airc

raft

was

foun

d co

ntam

inat

ed w

ith d

e-ic

e re

sidu

e w

hen

insp

ecte

d. In

tern

als

of fl

ight

con

trols

cle

aned

as

requ

ired

by E

TR T

S67

79.

2308

-Apr

-05

G-B

ZAV

A/c

obs

erve

d to

be

osci

llatin

g in

pitc

h w

hils

t mai

ntai

ning

FL3

00.

AP

disc

onne

cted

, ele

vato

r fou

nd to

be

froze

n. D

esce

nt in

itiat

ed

- res

trict

ion

also

not

ed in

roll.

A/c

flow

n m

anua

lly, f

ull c

ontro

l re

cove

ry a

t 200

0 ft.

AA

IB F

ile re

f: E

W/G

2005

/04/

11.

De-

ice

fluid

resi

due

cont

amin

atio

n fo

und

in e

leva

tor &

aile

ron

cont

rols

. In

terio

r of t

he c

ontro

ls w

ere

was

hed

and

airc

raft

retu

rned

to s

ervi

ce o

n 9/

4/05

.

2419

-Apr

-05

G-C

FAC

Dur

ing

desc

ent a

/c d

id n

ot fo

llow

hea

ding

com

man

ds o

n A

P.

Whe

n A

P di

scon

nect

ed, r

oll c

ontro

l fou

nd to

be

alm

ost t

otal

ly

jam

med

to le

ft an

d ex

trem

ely

stiff

to ri

ght.

A/c

des

cend

ed

imm

edia

tely

& ro

ll co

ntro

l bec

ame

easi

er in

war

mer

air.

Ful

l rol

l co

ntro

l reg

aine

d at

app

rox

4000

ft a

t OAT

+10

deg

C.

Free

zing

le

vel a

t FL0

70.

Rai

n at

Fra

nkfu

rt on

dep

artu

re w

ith te

mp

+11

deg

C.

Ele

vato

r dra

ined

for 3

0 se

c pr

ior t

o de

partu

re.

Eng

ine

&

airfr

ame

anti-

ice

on fo

r who

le fl

ight

. A

AIB

File

ref:

EW

/G20

05/0

4/13

.

Whe

n pa

nels

581

/681

AA

B a

nd 5

81/6

81A

BB

on

L/E

of L

/H &

R/H

aile

rons

rem

oved

, “co

nsid

erab

le”

cont

amin

atio

n fo

und

at th

e LH

aile

ron

(und

er p

anel

s 58

1AA

B/A

BB

) & a

rea

clea

ned

to re

mov

e co

ntam

inan

t. Th

e R

H a

ilero

n sa

tisfa

ctor

y.

2522

-Jun

-05

G-C

FAA

App

roac

hing

cle

ared

leve

l w/ A

P en

gage

d, a

bnor

mal

pitc

h &

roll

resp

onse

occ

urre

d. W

hen

AP

disc

onne

cted

at F

L140

, abn

orm

al

‘jolts

’ evi

dent

in p

ax c

abin

. S

ubse

quen

tly d

urin

g m

anua

l flig

ht,

pitc

h &

roll

cont

rols

repo

rtedl

y v.

stif

f.

AA

IB F

ile re

f: E

W/G

2005

/06/

31.

De-

icin

g flu

id re

hydr

atio

n ch

ecks

car

ried

out o

n A

P, e

leva

tors

, aile

rons

& e

leva

tor t

ab ro

d. N

o an

omal

ies

foun

d &

a/c

retu

rned

to s

ervi

ce.

TAB

LE 1

(con

t.):

Con

trol R

estri

ctio

n E

vent

s on

UK

-Reg

iste

red

Airc

raft

- Avr

o 14

6/R

J

18


DAT

EA

C

Reg

INC

IDE

NT

DE

TAIL

SFI

ND

ING

S

Em

brae

r 14

5

130

-Mar

-05

G-E

RJF

On

initi

atin

g de

scen

t with

aut

opilo

t eng

aged

. A/C

beg

an to

os

cilla

te in

pitc

h. A

utop

ilot d

isco

nnec

ted

& re

trim

med

. E

leva

tor

foun

d se

ized

. A

/C d

ecen

ded

thro

ugh

0 de

g C

isot

hern

usi

ng

trim

mer

& th

rust

. E

leva

tor e

ffect

ive

on p

assi

ng 0

deg

isot

hern

. N

orm

al a

ppro

ach

and

land

ing.

Hea

vy d

e/an

ti ic

e flu

id c

onta

min

atio

n fo

und

in &

aro

und

elev

ator

& ta

bs.

De/

anti

ice

fluid

resi

due

rehy

drat

ed

& m

ultip

le fl

ush/

cle

ans

c/ou

t to

rem

oved

con

tam

inat

ion

rang

e of

mov

emen

t che

cks

c/ou

t sat

is

206

-Apr

-05

G-E

MB

L

On

leve

lling

@ F

L260

on

desc

ent f

rom

FL3

60 A

P h

ad d

ifficu

lty

in m

aint

aini

ng le

vel.

AP

dis

conn

ecte

d &

foun

d to

be

very

stif

f.

A/C

ele

vato

rs -

pan

call

initi

ated

- flo

wn

man

ually

in d

esce

nt

thro

ugh

freez

ing

leve

l whe

re c

ontro

l ret

urne

d to

nor

mal

. N

orm

al

appr

oach

& la

ndin

g.

Bom

bard

ier

DH

C-8

115

-Mar

-05

G-N

VS

A

A/c

was

flow

n w

ith a

n A

DD

for p

itch

osci

llatio

ns in

cru

ise

w/

AP

2. I

n cr

uise

, AP

1 al

so fo

und

sim

ilarly

affe

cted

. A

/c o

scill

ated

ar

ound

+ -

200’

from

cap

ture

d A

LT w

ith v

ertic

al s

peed

s of

ap

prox

+/-

1200

FP

M.

On

disc

onne

ctin

g A

P th

e fo

rce

requ

ired

to m

aint

ain

the

a/c

leve

l was

ver

y hi

gh.

A/c

als

o v.

diffi

cult

to

trim

. A

s O

AT in

crea

sed

abov

e 0

deg

C p

itch

forc

es re

turn

ed to

no

rmal

. A

AIB

File

ref:

EW

/G20

05/0

3/10

.

Ele

vato

r ins

pect

ion

C/O

I.A

.W. E

TR T

S59

00R

4. H

eavy

con

tam

inat

ion

appa

rent

@ e

leva

tor s

urfa

ces,

con

trol

rods

, ser

vo ta

bs, t

rim ta

bs &

qui

et a

reas

. A

mou

nt o

f re-

hydr

ated

de-

icin

g flu

id c

onsi

dere

d su

ffici

ent t

o ca

use

cont

rol m

ovem

ent r

estri

ctio

ns.

205

-Jul

-05

G-B

RY

X

Pas

sing

FL1

50 in

day

VM

C, ‘

NO

SE

DN

PIT

CH

MIS

TRIM

’ an

nuni

ciat

ion

occu

rred

. A

P w

as d

isco

nnec

ted

& ‘n

ose

dow

n’

pitc

h tri

m c

ould

not

be

mov

ed, a

lthou

gh ‘n

ose

up’ t

rim a

vaila

ble.

W

hen

QR

H a

ctio

ned,

sta

ndby

nos

e do

wn

trim

als

o fa

iled.

Fl

ight

com

plet

ed m

anua

lly.

Pitc

h tri

m n

orm

al a

fter a

rriv

al a

t de

stin

atio

n. T

his

fligh

t & p

revi

ous

3 w

ere

flow

n in

wet

& ic

y co

nditi

ons.

AA

IB F

ile re

f:EW

/G20

05/0

7/13

.

Eng

inee

ring

insp

ectio

ns u

nabl

e to

repl

icat

e fa

ult.

Dur

ing

subs

eque

nt in

spec

tion

& lu

bric

atio

n of

ele

vato

r trim

ja

cks,

som

e m

oist

ure

cont

amin

atio

n of

RH

scr

ew-ja

ck w

as fo

und.

327

-Sep

-05

G-N

VS

AFo

llow

ing

top

of d

esce

nt, A

P ‘p

ulsa

ted’

as

AP

atte

mpt

ed to

trim

do

wn.

Whe

n A

P d

isco

nnec

ted,

‘pitc

h-up

’ fel

t. T

rim re

stric

ted

until

FL0

80.

AA

IB F

ile re

f: E

W/G

2005

/09/

13.

TAB

LE 1

(con

t.):

Con

trol R

estri

ctio

n E

vent

s on

UK

-Reg

iste

red

Airc

raft

- Em

brae

r 145

& B

omba

rdie

r DH

C-8

19


DAT

EA

C R

egIN

CID

ENT

DET

AIL

SFI

ND

ING

S

Avro

14

6/R

J

112

-Mar

-03

D-A

EW

A (1

46-3

00)

Bet

wee

n FL

80 &

FL1

00 w

ith A

P en

gage

d, u

nusu

al b

ehav

iour

of A

P ob

serv

ed, s

tarti

ng

w/ s

light

pitc

h os

cilla

tions

, inc

reas

ing

to a

roun

d 3,

500-

4,50

0 ft/

min

(or 1

8 de

g pi

tch

up).

A

/c b

ehav

ed th

e sa

me

afte

r dis

conn

ectin

g A

P. F

light

con

ditio

ns: I

MC

& ic

ing.

Eng

ine

& a

irfra

me

anti

& d

e-ic

e on

and

wor

king

nor

mal

ly. A

/c c

ontro

l reg

aine

d on

ly s

light

ly

with

man

ual e

leva

tor t

rim.

Rea

chin

g V

MC

and

non

-icin

g co

nditi

ons

out o

f FL1

30, n

o im

prov

emen

t of a

/c h

andl

ing.

The

onl

y w

ay to

con

trol t

he a

/c w

as b

y us

ing

man

ual

elev

ator

trim

. E

mer

genc

y de

clar

ed &

flap

less

ILS

app

roac

h to

STR

flow

n w

/ 60

NM

fina

l.

Bas

ed o

n G

erm

an A

AIB

(BFU

) pre

limin

ary

findi

ngs:

Whe

n a/

c in

spec

ted

in h

anga

r ca

1-1.

5 hr

s af

ter l

andi

ng, i

ce fo

und

bew

twee

n fin

and

rudd

er

& s

mal

l am

ount

of i

ce fo

und

in g

ap b

etw

een

elev

ator

and

hor

izon

tal

stab

ilise

r. E

vide

nce

of d

e-ic

ing

fluid

resi

dues

foun

d on

fin

& ru

dder

. B

FU In

vest

igat

ion

ongo

ing.

222

-Mar

-05

HB

-IXQ

On

shor

t fina

l afte

r sw

itchi

ng o

ff au

topi

lot,

F/O

repo

rted

‘stic

ky’ e

leva

tor c

ontro

ls a

s if

the

AP

had

not d

isco

nnec

ted

afte

r AP

cut.

Afte

r 5 s

econ

ds c

ontro

l fee

l was

bac

k to

nor

mal

. M

od ic

ing

repo

rted

bu Z

RH

ATC

bel

ow F

L150

but

no

visi

ble

ice

on a

/c.

Visu

al in

spec

tion

of e

leva

tor r

evea

led

a je

lly li

ke s

ubst

ance

& d

irt

betw

een

horiz

onta

l sta

bilis

er, e

leva

tor a

nd c

ontro

l tab

s. A

lot o

f gap

s co

vere

d w

ith je

lly-li

ke s

ubst

ance

. W

ashe

d do

wn

elev

ator

& c

lean

ed a

ll su

rface

s.

323

-Mar

-05

HB

-IXK

In c

limb

out f

rom

FL2

20 a

/c u

nsta

ble

in p

itch.

Whe

n V

S m

ode

set t

o 15

00 ft

/min

, AP

not a

ble

to h

old

1500

ft/m

in c

limb.

RO

C v

arie

d be

twee

n 18

00 ft

/min

& 2

00 ft

/min

. A

/c

cont

rolla

ble

with

hig

h fo

rce

inpu

t on

elev

ator

. A

t app

rox.

8,0

00 ft

nor

mal

ops

aga

in.

Ent

ire e

leva

tor m

ovin

g su

rface

s cl

ean

& fr

ee fr

om je

lly-li

ke m

ater

ial.

A

ll dr

ain

hole

s fre

e. O

pene

d al

l hin

ge in

spec

tion

cove

rs o

n LH

& R

H

elev

ator

s. F

ound

sm

all t

race

s of

jelly

-like

mat

eria

l. C

lean

ed b

y ha

nd.

Bot

h el

evat

or s

ervo

s re

plac

ed (s

uspe

ct o

ne c

lutc

h w

as e

ngag

ed).

424

-Mar

-05

HB

-IXH

Dur

ing

clim

b ab

ove

FL20

0 w

e ob

serv

ed b

ig p

itch

chan

ges

in ‘L

VL

CH

G M

OD

E’ w

ith

FGC

2. C

hang

ed to

VS

but

AP

was

not

abl

e to

mai

ntai

n st

eady

VS

. A

P di

scon

nect

ed &

el

evat

or fo

und

alm

ost i

mpo

ssib

le to

mov

e, c

ontro

l was

onl

y po

ssib

le w

ith tr

im.

Airf

ram

e &

tail

anti-

ice

wer

e se

lect

ed o

n 10

min

s ea

rlier

. IM

C c

ondi

tions

with

icin

g. C

ontro

l ove

r el

evat

or re

gain

ed b

elow

FL1

00 &

out

of i

cing

con

ditio

ns.

Suc

cess

ful l

andi

ng w

ith F

laps

24

(for

mor

e ae

rody

nam

ic c

ontro

l).

Visu

al in

spec

tion

of L

H &

RH

ele

vato

r mov

ing

surfa

ces

- fou

nd s

mal

l am

ount

of j

elly

-like

mat

eria

l alo

ng th

e hi

nges

of m

ovin

g su

rface

s &

in

front

of l

eadi

ng e

dge

of m

ovin

g su

rface

. O

pene

d al

l ins

pect

ion

pane

ls

on h

inge

s of

mov

ing

surfa

ces.

Fou

nd s

mal

l am

ount

of j

elly

-like

resi

due

on L

H &

RH

mos

t inb

oard

hin

ge.

Cle

aned

affe

cted

are

a. L

H &

RH

el

evat

ors

was

hed.

525

-Mar

-05

HB

-IXQ

FL21

5 IA

S M

OD

E 2

80 k

t, O

AT -2

0 de

g C

, lig

ht to

mod

. Pitc

h ch

ange

s w

ith V

S v

aryi

ng

betw

een

+2,8

00 &

-300

ft/m

in.

Win

d ch

ange

from

8-1

9 kt

, sus

pect

ed w

aves

. To

sta

bilis

e,

pitc

h c

hang

e m

ode

chan

ged

from

IAS

to V

S.

Pitc

h ch

ange

s in

crea

sed.

Sus

pect

ed

froze

n el

evat

or.

AP

disc

onne

cted

& fo

und

elev

ator

blo

cked

. U

nabl

e to

mai

ntai

n pr

esen

t FL

. Ve

rtica

l con

trol a

chie

ved

by m

eans

of E

l pitc

h co

ntro

l. In

form

ed A

TC fo

r des

cent

&

retu

rn to

ZR

H.

Full

cont

rol a

chie

ved

belo

w 5

,000

ft, O

AT +

2 d

eg C

.

Not

kno

wn.

625

-Mar

-05

HB

-IXH

Dur

ing

clim

b in

VM

C, p

assi

ng F

L 21

0, s

peed

250

kt,

expe

rienc

ed m

oder

ate

pitc

h ch

ange

s in

‘LV

L C

HG

MO

DE

’ with

FG

C1

& A

P on

. A

P w

as d

isco

nnec

ted

& p

itch

chan

ges

redu

ced.

At t

hat t

ime

pitc

h os

cilla

tion

star

ted

& re

duce

d w

hen

spee

d de

crea

sed

tow

ards

21

0 kt

.

Not

kno

wn.

730

-Mar

-05

D-A

VR

G

(Avr

o 14

6 R

J85)

Dur

ing

clim

b, lo

w fr

eq. p

itch

osci

llatio

n (A

P in

‘V/S

mod

e’, v

ertic

al s

peed

fluc

tuat

ing

sign

ifica

ntly

). D

urin

g le

vel fl

ight

sam

e be

havi

or in

‘alti

tude

hol

d’ m

ode.

Cre

w

disc

onne

cted

AP

& n

otic

ed in

man

ual fl

ight

that

unu

sual

ly h

eavy

con

trol i

nput

s ne

cess

ary

for p

itch

& ro

ll co

ntro

l. C

rew

dec

ided

to d

iver

t to

Col

ogne

but

situ

atio

n de

terio

rate

d.

Prio

rity

land

ing

in F

rank

furt

requ

este

d &

em

erge

ncy

decl

ared

. D

urin

g de

scen

t, si

tuat

ion

impr

oved

slig

htly,

follo

wed

by

‘nor

mal

’ app

roac

h &

land

ing.

Rep

orte

d to

Ger

man

AA

IB (B

FU) -

File

ref:

BF

17/0

5. C

urre

ntly

und

er

inve

stig

atio

n.

TA

BLE

2:

Con

trol R

estri

ctio

n E

vent

s - O

ther

Eur

opea

n-R

egis

tere

d A

ircra

ft

20


This document is submitted to operators for information and assistance and is not intended to constitute a contract between BAE SYSTEMS and any party. To the extent permitted by law, BAE SYSTEMS shall not be liable for any losses, damages, costs or expenses incurred by any party in connection with the information contained in this document.

BAE SYSTEMS Regional Aircraft, Prestwick International Airport, Ayrshire, Scotland, KA9 2RW, United Kingdom. Tel. +44 (0)1292 675000

Issue: 1 - Date: 20 JAN 06 Form ref PD103/1 Page 1/2

• • • • • • • •All Operator Message: Ref 06/001V

Recommended Distribution Aircraft Type : Bae 146 / Avro RJ

Engineering FlightOperations AllMaintenanceStaff AllFlightCrew

AllGroundStaff AllCabin/OperationsStaff

SUBJECT: FlightControls–IcingRestrictions ATA:27

Reason

Recent reports of elevator trim circuit restrictions.

Description

An operator has reported three incidents of elevator trim circuit restrictions, the controls were inspected and cleaned on the aircraft following the incidents. The elevators were then removed from the aircraft for further investigation. This revealed a significant amount of anti-icing fluid residue under fairings on both elevators. On re-hydration this residue impinged on the control rods. The fairings, part number HC552H0341, cover the two trim circuit control rods where the trim tab drive passes into the trim tab itself. De-icing/Anti-icing the aircraft from the rear increases the probability of fluid entering this area.

Recommendations

Operators are advised to remove the fairings when inspecting the aircraft for fluid residue accumulations. If residues are found ensure they are removed before further flight. The fairing is retained by tri-wing screws, part number NAS4403-4 and -5.These fasteners have proved difficult to remove on occasion, particularly when the slots become filled with paint. It is permissible to replace them with NAS7403-4 and -5 screws if required. BAE Systems will supply necessary approvals if required.Operators are recommended to ensure their service providers are following the guidelines of BAe146/AvroRJ De-icing/Anti-icing Application Guide as issued by BAE Systems, in particular with the respect to direction of de-icing.

XXX

XX

AllOperatorMessagesContainSafetyRelatedInformation

AllOperatorMessage(AOM)06/001V Page 1 of 2

21


This document is submitted to operators for information and assistance and is not intended to constitute a contract between BAE SYSTEMS and any party. To the extent permitted by law, BAE SYSTEMS shall not be liable for any losses, damages, costs or expenses incurred by any party in connection with the information contained in this document.

BAE SYSTEMS Regional Aircraft, Prestwick International Airport, Ayrshire, Scotland, KA9 2RW, United Kingdom. Tel. +44 (0)1292 675000

Issue: 1 - Date: 20 JAN 06 Form ref PD103/1 Page 2/2

Additional InformationThere have been a few reports of restrictions of flying controls recently. This fits the weather pattern which was seen last year, and which has been described previously. A period of cold weather, giving repeated applications of anti-icing fluid, followed by warmer weather gives the fluid time to dry out and form residues. This has been followed by warmer wetter weather, which re-hydrates the residues, and leads to ice formation in critical areas. Operators are reminded of this phenomenon. Early indications are that this weather pattern is about to repeat itself. Operators are reminded that their inspection/cleaning regime should take this into account

CUSTOMER TECHNICAL SUPPORT

All Issued AOMs can be viewed on the Regional Aircraft Customer Portal at www.regional-services.comRegistration Required.

AOM 06/001VPage 2 of 2

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