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issued this information as an Operator Information Message. The message detailed specific
inspections to be carried out by operators on a voluntary basis. Those operators who volunteered
to carry out inspections were then contacted on an individual basis, and the resulting inspections
were coordinated through the BAE SYSTEMS Customer Support organisation.
Aircraft type BAe146 AVRO 146-RJ
Total delivered 220 149
In operation 214 147
Highest flight-hours 43,878 16,723
Highest flight cycles 44,556 16,906
Total fleet flight-hours 4,357,850 1,109,708
Total fleet flight cycles 4,332,055 994,364
• Taken from available data as of 06/07/2000
Figure 4-2: Basic Jet Fleet Data
4.4.3 Turboprops
BAE SYSTEMS Prestwick elected not to have working groups for each of the various aircraft
types, but rather to separately establish a voluntary inspection programme (similar to that of the
BAe 146 /AVRO 146-RJ) for all the civil aircraft types within our in-service responsibility. This
information was then issued via Customer Support as an Operator Information Message, detailing
specific inspections to be carried out by operators on a voluntary basis. Those operators who
volunteered to carry out inspections were then contacted on an individual basis. The inspections
were coordinated and, where practicable, were conducted by In-Service Engineering Prestwick or
Customer Support personnel to establish continuity between inspections.
Aircraft type Jetstream 31 / 32 Jetstream 41 ATP HS 748
Total delivered 386 104 64 351
In operation 334 99 60 244
Highest flight-hours 30,198 16,984 20,275 55300
Highest flight cycles 37,787 16,197 27,069 62,507
Total fleet flight-hours 5,874,702 1,054,962 751,570 6,673,706
Total fleet flight cycles 7,501,155 1,053,843 972,279 7,240,281
• Taken from available data as of 06/07/2000
Figure 4-3: Basic Turboprop Fleet Data
4.0 BAE Systems Working Group Report (continued)
Page 34 Industry AFFSP Report August 4, 2000
4.5 Jet Inspection Results
Completed returns were received from 29 jetliners (5 BAe 146 and 24 AVRO 146-RJ) from the
worldwide fleet of 361. The design of the BAe 146 and AVRO 146-RJ fuel systems is identical.
Therefore, the results and findings are amalgamated in this report.
Feedback from the inspections revealed very few findings, and the tank systems were found to be
in generally good condition. Findings were too few to Pareto so have been summarised as follows:
4.5.1 Integrity of Wiring and Bonding Straps
Bonding Lead Integrity
The inspections have shown a small number of degraded bonding leads. The degradation has been
seen on some old and some relatively new leads. Investigation has shown the leads have corroded
under attack by sulfur, which is present in all fuel types. The bonding leads used are of a tin-plated
copper type. BAE SYSTEMS has reviewed bonding leads in association with Airbus Industrie,
and this review has not revealed any trends that necessitate any immediate action. Evidence has
shown that electrostatic bonding is maintained even with a bonding lead that shows signs of
degradation (e.g., broken strands, tarnishing, blackening/deposits). A visual and / or tactile check is
sufficient to identify any leads that require replacement before bonding is unacceptably degraded.
The review is likely to continue, particularly to increase our collective understanding of use of
alternative materials for bonding leads, such as aluminium.
Float Switch Wiring Condition
This wiring is changed whenever the switch is changed, which restricts the service life of the
wiring. No reports of degradation of this wiring have been received from either the inspections of
installed units or from the vendor on returned units.
4.5.2 Condition of FQIS Wiring and Components
Some abrasion was found on earlier BAe 146 FQIS wiring internal to the fuel tanks. The cable
type used on these aircraft was KCTL/EL2124. Abrasion was noted where the cables were Tywrapped
to an adjacent structure. The Ty-wraps used had abraded the FEP topcoat of the cable. On
closer examination of samples of abraded cable, it was noted the abrasion had not degraded the
insulation layer of the wiring.
Consultation with the cable manufacturer and some experience with other cable types led to the
conclusion that the FEP topcoat is not a significant contributor to the overall insulation of this
cable type and is used for cable type identification. The damage was very superficial, and thus no
requirement exists for replacement or repair. No damage has been found on the insulation layer.
Operators have been informed that no action is required if damage of this type is found.
This type of cable is now obsolete. The inspections have revealed no damage on the later standard
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