Bombardier CRJ, Milwaukee, Wis., April 1, 2007–Climbing out from General Mitchell International Airport (MKE) Runway 19R at 6:45 a.m., the Air Wisconsin CRJ, Flight 3714, experienced uncommanded nose-down stabilizer trim. The captain was flying. At 1,000 feet, the pilots retracted the flaps and disengaged the autopilot.
While the NTSB determined that “unnecessary and too aggressive” rudder inputs by the first officer broke the vertical stabilizer off American Airlines Flight 587, there was plenty of blame to spread among the airline, U.S. and French aviation regulators and Airbus Industrie, builder of the A300-605R that crashed into the community of Belle Harbor, N.Y., on Nov. 12, 2001.
The FAA has issued a special airworthiness information bulletin to alert operators of Bombardier CL600-2B19 regional jets of “higher-than-expected levels of dual-channel disconnects of the horizontal stabilizer trim system.” While Bombardier is undertaking an engineering investigation to address the cause of this problem, the OEM has issued a service letter intended to help reduce the number of events.
The UK’s Air Accidents Investigation Branch (AAIB) is investigating the Nov. 11, 2005, incident in which a Bahamas-registered Bombardier Challenger 604 lost its autopilot. According to a UK AAIB bulletin, VP-BJM was cruising at FL400 for 4.5 hours on a flight from Lagos, Nigeria, to Farnborough, England, when the crew received an “autopilot pitch trim” caution.
The saga between Farnborough Aircraft and Epic Aircraft parent Aircraft Investor Resources (AIR) continues. In February a Superior Court judge presiding over the lawsuit between the two companies granted an injunction allowing Farnborough access to the F1/Jestrel JP100 prototype that AIR was building under an agreement.
Early last month the Superior Court judge presiding over the lawsuit between Farnborough Aircraft Corp. Ltd. (FACL) and Epic Aircraft parent Aircraft Investor Resources (AIR) granted an injunction allowing FACL access to the F1/Jestrel JP100 prototype that AIR was building under an agreement.
Following reports of corrosion and cracks in the vertical stabilizer attachment fittings on Socata TBM 700s, the FAA last month issued a non-mandatory special airworthiness information bulletin (SAIB). The SAIB “recommends” that operators of the turboprop single follow the inspection instructions contained in Socata Service Bulletin No. 70-104.
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