Semi-Annual Safety Stand Down 14 April 2015

Terry Bookham, Dec 7th, 2006. Carb Heat was the culprit.

Aviation in itself is not inherently dangerous. But to an even greater degree than the sea, it is terribly unforgiving of any carelessness, incapacity or neglect." — Captain A. G. Lamplugh, British Aviation Insurance Group, London;1930's

Agenda Final Mishap Report, N1147X Other Recent Mishaps/Occurrences Aircraft Inspection Results Upcoming Weather/Seasonal Changes Questions/Comments

Final Report Engine Mishap N1174X Wallace, NC 11 Dec 2014

Recommendations The seized engine removed from N1174X should be replaced with a true “zero time” engine  All engines installed in aircraft operated by PRNFC should be inspected as soon as practical by an independent experienced mechanic for similar issues to this engine and addressed At 50 and 100 hour inspections, in addition to annual inspections, special attention should be placed on engine health All aircraft should participate in an Oil Analysis Program  Pilots should be aware of observable aspects of engine performance and report these as soon as possible to the Maintenance Officer in addition to writing detailed remarks in the aircraft discrepancy book PIF Item regarding overtightening of oil dipstick caps during pre-flight checks 1. The seized engine removed from N1174X should be replaced with a true “zero time” engine. This is only possible through purchase of a factory remanufactured Lycoming IO-360. Though the engine is technically at 51% of manufacturer’s Time Between Overhaul, it not only appears beyond economic repair but also has several areas of concern that over the course of its life have had temporary/inadequate repairs, such as sealant. A zero time engine provides a reliable baseline for all engine components which should then undergo regular engine maintenance, accomplished without temporary repairs as indications of oil and engine wear present themselves and address root causes of these indications, such as worn seals, gaskets, or other issues. There is a significant cost difference for this level of engine replacement, however it provides the highest margin for safety.   2. All engines installed in aircraft operated by by PRNFC should be inspected as soon as practical by an independent experienced mechanic for similar issues to this engine and addressed. Our Club has had the same maintenance team in place for at least a decade and as such may not have had the benefit of such an outside look. Temporary repairs such as applying sealant in lieu of actual troubleshooting mask true engine issues that could result in component failure and engine seizure and should not be accepted procedure. While sealant is not a prohibited practice, it should not be done in lieu of troubleshooting for the cause of leaks and should always be identified, documented, and repairs accomplished in accordance with manufacturer’s guidance. 3. At 50 and 100 hour inspections, in addition to annual inspections, special attention should be placed on engine health, to include thorough inspection of the engine and components, noting compression readings, oil consumption, condition of oil lines, fittings, and critical components. 4. All aircraft should participate in an Oil Analysis Program. This will provide trending information that could indicate impending failure of critical components throughout the life of each engine. 5. Pilots should be aware of observable aspects of engine performance that could be indications of engine problems and report these as soon as possible to the Maintenance Officer in addition to writing detailed remarks in the aircraft discrepancy book. Examples are very dark oil during preflight checks, rough sounding engine operation in normal conditions, and unusual oil pressure indications (even if within limits) or leaks. 6. Following discussion with PRNFC Board of Directors, recommend a Pilot Information File (PIF) item should be prepared ASAP regarding potential of pilots during pre-flight checks to damage the oil filler pipe due to overtightening the filler cap after assessing oil level.

Monterey Cherokee 140 PRNFC' 10 Feb 2015; Unusual Occurence Report. Found fractured landing gear strut linkage after hard landing at Salinas Airport, CA. PRNFC’s Cherokee received an Eddy Current inspection and no crack formation was found

Mishap Investigation determined Jacksonville PA-28 27 Feb 2015; mishap investigation results no longer pending. Mishap Investigation determined Mishap Pilot did not properly manage fuel, running out of fuel while it remained in unselected tank

Mishap Reporting REGARDLESS OF TIME BETWEEN INJURY ONSET AND DEATH Call PRNFC Safety Officer/BoD ASAP 1st Report Due within 24 Hours When is a Report Required? Injury, Fatality or Mishap involving property damage… Fatality, regardless of time between injury onset and death 5 or more lost workdays Material (Property) Damage involving ANY repair or replacement of property/equipment IN AIRCRAFT NOTEBOOK ACTIONS: CALL PRNFC SAFETY OFFICER/BOD ASAP 1ST REPORT DUE WITHIN 24 HOURS REPORTING REQUIREMENTS ANY ACCIDENTAL INJURY, FATALITY, OR MISHAP INVOLVING MATERIAL (PROPERTY) DAMAGE WHICH RESULTS IN ONE OR MORE OF THE FOLLOWING SHALL BE INVESTIGATED AND REPORTED: FATALITY REGARDLESS OF TIME BETWEEN INJURY ONSET AND DEATH FIVE OR MORE LOST WORK DAYS MATERIAL (PROPERTY) DAMAGE INVOLVING ANY REPAIR OR REPLACEMENT OF PROPERTY/EQUIPMENT

Unusual Occurence Report Below threshold of a “mishap” Provides information that is of use to others in preventing mishaps

Aircraft Inspection Results

Aircraft Inspection Results C-172 N7607E Rocker Box replace cork washer seal with orange type Alternator wires need securing Solenoids corrosion…replace with new Tighten rubber tube oil return line from rocker box covers Seat track holes needs to be checked Air cooling ducting /rain Window Defrosters need replacing Need compass card, secure card with rubber cement

Aircraft Inspection Results T-41 N7869N Fuel Drain line coming out of fuel pump, behind prop, is loose at fitting going into pump…needs support too Check thickness of brake discs…look thin…maybe OK All clamps on engine heater wiring are loose and floppy

Aircraft Inspection Results T-34 N84639 Wiring to starter chaffing lightly on vertical line, at firewall Loose wire bundle in same area Loose clamp on MAP line, behind right side, behind cylinder Missing label on Magneto switch No compass correction card Elevator and Rudder Trim tabs have a lot of play…maybe OK

Aircraft Inspection Results PA-28-140 N432FL NONE

THANK YOU FOR YOUR PATIENCE

Upcoming Weather/Seasonal Changes Spring (Freezing Level, Convection) Summer (Convection, Density Altitude, Heat Stress) Fall and Spring are transitional. The prime subject for Summer flying is thunderstorms, primarily in the afternoon

http://www.pilotworkshop.com/video/deadly-ifr-trap/pw/watch Situation we discussed during the meeting is based on this video.

Questions/Comments

Preview—Next Safety Meeting LT Clay Martin, ‘Thunderstorms/Microburst Awareness’

Future Safety Meeting Subjects Local Flying Area Problems Mid-Air Collision Prevention Seasonal Flying Hazards (including Wx and Bird Migration) Light Aircraft Maintenance and Potential Problem Areas Mishap Reports Wake Turbulence, Thunderstorms, Microbursts, Crosswinds, Flight Planning and Fuel Management Lost Pilot and other Emergency Procedures Spatial Disorientation, Survival, and Hypoxia Medication and Self-Medicating Hazards Mountain flying Cross-Country Flying