***Important - Please read - B206 AD***

[Thomas Coupling]

We've all heard and read about the very sad accident involving the b206 pipeline patrol cab which lost it's vertical fin, killing the crew.

I received the official CAA document only yesterday resultant from the AAIB investigation. It states that during the next 100-hour inspection, the vertical fin must be inspected for loose securing bolts.

Oh yeah - Inspect it NOW dear people!!

I spoke to my engineer over the phone (Thanks Mr Massey) and suggested that it would be prudent to do the inspection ASAP as we've just recently had a 100 check.

As I was obviously concerned, he asked me to use a 7/16th ring spanner and see if I could turn any of the bolts in question.....

Guess what? All four were loose

For crying out loud - please check the bolts NOW!!
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TC - Pilot to the Stars.


GPS - No fix available

[James T Lowe]

Do you know if those bolts are checked on any scheduled inspection?
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J.

[Thomas Coupling]

Not that I know of...

The machine had an annual back in February - It certainly wasn't picked up then, even though the Canadian AD had been issued earlier than February.

Scary stuff
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TC - Pilot to the Stars.


GPS - No fix available

[James T Lowe]

Not that I know anything about engineeringy type things, but it strikes me as a little odd that checking of these bolts isn't part of either a pilot check, or an engineering check.

I'd guess from your original post, that it's not too difficult to get to them?
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J.

[Thomas Coupling]

Oh very easy In fact....

But where do you stop checking? Have you seen the amount of nuts, bolts & screws A visual check is always prudent and some screws are designed (Along the tail boom) so that movement can be identified by a visual check. Not these however. They are torqued bolts on roller type sleaves.
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TC - Pilot to the Stars.


GPS - No fix available

[James T Lowe]

Well, quite. So perhaps not Check A; but maybe part of wider, less frequent, engineery type checks. I don't suppose it needs to be as frequent as 50 hours. Like I said - I don't know about such things.

I guess it'll be part of everyone's checks now.
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J.

[Bell417]

I have been taught to check them on every preflight...allow me to elaborate, our bolt heads have torque-seal applied..if the bolts have come loose, the torque-seal will have given it away through visual inspection...
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The comments and postings on this site by me are of my own and do not
neccessarily represent Bell Helicopter's position, strategies or
opinions.

[Thomas Coupling]

Good for you...

Ours don't.

This AD refers to the NUT on the inside becoming loose - which wouldn't necessarily turn the bolt head being held by torque-paint. And of course can't be seen

see; http://www.caa.co.uk/docs/536/LTO2897.pdf
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TC - Pilot to the Stars.


GPS - No fix available

[Thomas Coupling]

As an update....

I've spoken with the CAA this afternoon who agree that the 100 hour/next inspection as suggested in the AD should read "Before next flight" and hopefully will be changing it ASAP.

A B206 fleet in the UK fly on average only 150 hours per year.
A private owner might not get this checked therefore within the next 11 months!
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TC - Pilot to the Stars.


GPS - No fix available

[Flying Foxy]

TC said:

[biggruntbravo]

is this more of a common occurance? i am in the u.s. army flight school (rotary wing) and that is all we use is a bell jetranger 206 for primary (vfr) and intruments. this is the first i have heard of this occurance happening to one of those since i have been around these helicopters. you are correct by checking the vertical fin during pre-flight, as well as the tail rotor spike, i will as my instructor tomorrow if he has ever heard of such an occurance but i was wondering if this was more than just one in recent years/months? last accident i have heard of with B206 is compressor pretty much disintergrated or bird strikes through the windscreen.

[Thomas Coupling]

[James T Lowe]

BGB,

This AD results from an accident in Scotland in December. The Helitorque thread here has some details.

The AAIB report has not yet been published, however, the AAIB issued a Special Bulletin in March following their initial investigations. And I'd guess that as the investigation continues, more critical information has come to light and the CAA have issued the AD.

I think this particular "issue" is rare; indeed, the CAA's document that TC links to includes this:

[Flying Foxy]

Ok TC, (I've always wanted to put that!!!)

I was talking with a Maintenance Man this morning and asked him about the situation.

(This recounting of info is not to be taken as legitimate or to be actioned on or anything - it was a description by one guy to another)

There are two types of tail fin or mounting. (Not sure which - we were just chatting, but the .pdf suggests a later type of fin being a one-piece assembly where the earlier one is a composite?). The bolts through the fin into the mounting pass through sleeves which prevent the fin and tailboom being crushed when torque-ing the nuts. The mount is the frame upon which the t/r gearbox sits as shown in the .pdf.
Now I can visualise it - the tension is between the bolt head and its nut via the frame.

FF
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PPL(H)
Schweizer 300

[James T Lowe]