The purpose of this Continuing Airworthiness Notice (CAN) is to advise operators and maintainers of Guimbal Cabri G2 helicopters, of a possible safety issue with the main rotor swashplate assembly.
This Continuing Airworthiness Notice (CAN) at Revision 2 is revised to clarify the component maintenance requirements below and add a recommendation to replace parts which have reached the manufacturers recommended replacement interval, and inform aircraft operators and maintainers that Robinson Helicopters Corporation (RHC) have revised the component maintenance requirements in Chapter 1.102 of the R44 Series Maintenance Manual dated December 2021. Refer: https://robinsonheli.com/r44-maint-manual/ The revised component maintenance requirements: Electric Fuel Pump P/N D743-1, -2, -3 and -4 must be replaced with a new P/N D743-3 pump at 2200 hours TTIS; and Fuel Pressure Relief Valve P/N D321-1 must be replaced with a new or overhauled part at 12 years, or before 2200 hours TTIS.
The CAA has received a report of an incident where an operator experienced an in-flight failure of a cargo hook swing frame eyebolt attachment. Refer to Figure 1 in the CAN for a photograph of the failed part.
CAN 27-025 Revision 1 revised to expand the applicability to include AS 355 series helicopters. The intent of this CAN is to raise awareness among operators and maintenance providers of the importance of thoroughly completing the necessary duplicate safety inspections, ensuring correct assembly and function. Where necessary, reference should be made to the relevant Instructions for Continued Airworthiness. Operators are also reminded of the value of assessing manufacturers service information and establishing the configuration of an aircraft when inducting it into their fleet.
The intent of this CAN is to raise awareness among operators and maintenance providers of the importance of operators ensuring that they assess and give due consideration to following manufacturer service information.
The intent of this CAN is to raise awareness of these occurrences and draw attention to the possible early warning signs of engine failure. The CAA has received several reports from operators of Continental CD-135 and CD-155 engines experiencing power loss in flight with associated engine vibrations and a loss of oil pressure.
The CAA has received a report of an aircraft accident which resulted from an in-flight engine roll back to ground idle. The engine roll back appears to have been the result of a failed engine compressor discharge Pressure (Pc) Safety Valve. The intent of this CAN is to raise awareness of this event, and to draw attention to the requirements provided in the Aeronautical Accessories Instructions for Continued Airworthiness (ICA) and Aeronautical Accessories Alert Service Bulletin (ASB) No. AA-06107.
CAA have received a report from a maintenance provider of finding a cracked tail rotor control pedal assembly at the RH seat location on a Cabri G2. For further information refer to Figures 1 and 2 in the CAN.
The CAA has received a report of an operator finding a cracked main rotor longitudinal pitch mixer bellcrank P/N 269A7519 on a Hughes 269C helicopter. A subsequent inspection by an engineer could not identify any indication of damage, or corrosion which may have initiated the crack. Operators are advised to pay particular attention to the flight control linkages when carrying out pre-flight inspections as required by the Pilot’s Flight Manual. Maintenance providers should thoroughly investigate any defects found during the scheduled inspection of helicopter flight control system/linkages.
CAA have received a defect report of a finding of significant damage in the wing rear spar to fuselage attach fittings on a Cresco aircraft caused by movement of the bolts.
CAA have been made aware of an incident where an aft cargo hold door on an AS 350 helicopter opened in flight. The door latch mechanism was confirmed to be serviceable at the time of the occurrence and CCTV footage confirmed that the door was properly closed at departure.
The CAA has recently been requested to clarify whether the Inspection Planning Latitude in Rule 91.611 can be utilised for repetitive Airworthiness Limitation (AWL) inspections which are specified in the aircraft Instructions for Continuing Airworthiness (ICA).
The purpose of this Continuing Airworthiness Notice (CAN) is to alert operators and maintainers of a significant crack found in the upper vertical fin of a Hughes 369HS helicopter.
The purpose of this Continuing Airworthiness Notice (CAN) is to alert operators and maintainers of Guimbal Cabri G2 helicopters of a possible safety issue with the main rotor flight control pitch links.
This Continuing Airworthiness Notice (CAN) is revised to advise operators and maintainers that MDHI have released Service Letter SL369H-158, SL369D-142, SL369E-097, SL369F-088, SL500N-044, SL600N-038 (issued as a single document) and updated the relevant aircraft ICA and introduced an inspection for the pilots interconnecting cyclic pitch torque tube assembly. The inspection includes a freedom of movement check of the torque tube and bearings.
Safran (formerly Turbomeca) Arriel Engines – Counting and Recording Engine Cycles
This Continuing Airworthiness Notice (CAN) is issued to draw attention to a safety concern which was recently reported to the CAA. An AS350 helicopter was found fitted with a non-functioning engine anti-ice system. The investigation revealed that an engine anti-ice valve was not installed on the affected helicopter.
This Continuing Airworthiness Notice (CAN) is revised to advise operators and maintainers that Schweizer has issued Temporary Revision No. 269C-80 applicable to the Handbook of Maintenance Instructions and Schweizer Service Information Letter (SIL) No. L-188 is now available.
This Continuing Airworthiness Notice (CAN) is issued to advise operators and maintainers of a defect report received by the CAA which identified a crack in a vertical fin spar on a MBB-BK117 helicopter.
This Continuing Airworthiness Notice (CAN) is issued to draw operators and maintainers' attention to the potential for contact between the fuel tank supporting structure and the braided hydraulic line.