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HCL says that in-depth analysis of the Q400’s hydraulic system shows that the O-ring “could not have travelled” from the solenoid valve to the actuator because certain components, such as the mechanical sequence valve, would prevent passage.
But it points out that the right main landing-gear’s solenoid valve was replaced on 16 October and the mechanical sequence valve was replaced on 22 October – just five days before the Copenhagen accident......
“We are concerned about the impact negative comments might have had on Bombardier and the Q400 turboprop’s reputation and we will do all that is necessary to protect our brand and, by association, the reputation of our Q400 aircraft customers.”
Investigators have criticised Scandinavian Airlines’ Bombardier Q400 training and monitoring procedures after inquiries into a serious unstable-approach incident discovered that Q400 crews repeatedly failed to follow emergency checklists when handling propeller overspeed.
Scandinavian Airlines’ Swedish division has formally notified authorities that it might be forced to lay of up to 230 pilots and cabin crew following SAS Group’s decision to ground the Bombardier Q400 fleet.
The company says its technical department has checked the Q400 fleet and found problems in 63% of the door sequence solenoid valves it inspected after the grounding.
SAS Group says it is waiting for HCL’s findings, but insists: “SAS had no possibility of – and cannot be blamed for not – discovering these problems…in the course of its maintenance work.”
HCL says a loose O-ring could not normally have migrated to the landing-gear because certain components in the aircraft, notably a mechanical sequence valve, prevented passage.
But SAS technicians replaced both the door sequence solenoid valve and the mechanical sequence valve on the aircraft in question just days before the accident.