A shame to see an old Aztec treated like this.
This aircraft (Aztec)was presented for flight with a clean maintenance sheet.
Purpose of flight was to endorse pilot on type. Before the instructor arrived the student was pre-briefed by the operator's chief pilot that there were a few minor (?) problems with the aircraft. The door was hard to close and occasionally comes open in flight. Student advised to increase approach speed by five knots if door opens. Student advised that autopilot had faulty pitch control channel and it should only be used in two-axis. Student also advised that EGT gauge for both engines inoperative. Student then conveyed this info to her instructor who was to conduct her training.
MR showed 65 hours since last 100 hourly with at least ten different pilots having flown this aircraft. None had seen fit to record any known defects. A flight hours sheet accompanied the MR with entry in remarks column that door came open twice on previous flight which was passenger charter. On boarding it was found the cockpit door was ill-fitting needing abnormal force to push handle over-centre to lock. Impossible to open from outside making rescue impossible.
Only one hydraulic pump installed making a single engine operation problematical if gear and flaps needed to be operated.
Stall warning failed to operate in the air. Neither buzzer or red light worked.
Gear warning horn failed to operate and red light in gear lever failed to operate when throttles closed and gear up.
Control column fore and aft movement caused squealing noise due absence of lubricant. Very noticeable during back movement of wheel during landing flare.
Turn Coordinator abnormal noise from bearings during gyro run-up.
Both CHT gauges u/s - neither needle left the bottom (cold) stop.
Both EGT inoperative.
Second AH fitted for IFR charter was installed bottom right corner of copilot instrument panel and practicably unusable from left seat due parallax error.
Left engine manifold pressure needle (dual needles) frequently failed to move in response to power changes until a differential of six inches of manifold pressure when needle would take up appropriate reading.
Radio panel displayed switch marked No 2 VHF NAV and another switch as No 2 VHF transmitter. In fact the aircraft had only one VHF-NAV and one VHF radio. Feed-back on VHF scratchy and almost unreadable.
During two ILS approaches while three miles on final the LLZ needle indicated one dot off centreline accompanied by rapid oscillation of LLZ needle.
Autopilot over controlled in roll and severe pitch/bunt occurred when pitch channel engaged.
Attached to copilots control wheel were two unidentified switches. One had the words Winchester Electronics Incorporated engraved on the assembly. There was also a press-to-transmit switch with button missing leaving sharp point. This drew blood from instructors finger. The other switch was concealed under the wheel and not noticeable until inadvertently felt. It was a black toggle switch spring loaded to centre but operable in either direction. There was no label to indicate purpose of either switch and no flight manual supplement.
With both mixture levers at forward stops they were two inches from top of quadrant looking as though they were in the mid-lean position.
Right pitch lever abnormally stiff to operate through full range.
Park brake inoperative. Right brake weak during landing. Equal pedal pressure caused strong turn left.
Altimeter on copilot side 120 feet less than pilot's altimeter with equal QNH.
ILS marker lights and audio inoperative. Lights also failed to operate on press to test.
Emergency exit window (passenger) not labelled. There was a single red handle which faces forward but not marked or lock wired. Easy for passengers to inadvertently knock the handle.
At 1100 rpm the right engine manifold pressure needle oscillates rapidly over 125 rpm range.
Pilots overhead air-vent control exposed metal shaft only. Plastic round knob missing.
Internal dim/bright lights on ADF digital control panel appear to be stuck in dim position. Rheostat switch labelled Radio Light. Appears to be disconnected or u/s as it does not illuminate anything.
Flap indicator needle indicates partial flap extended although flaps visually retracted.
Most circuit breakers are underneath the left instrument panel are out of sight of the pilot. Portions of the decals are obliterated due wear and takes time to understand exactly what electrical services are covered. Impossible at night.
Fire extinguisher installed under copilot seat. Label reveals last inspection in 1986.
No POH carried in the aircraft and FM lacked copy of Certificate of Registration.
ASI not marked with red line for Vmca or blue line.
This aircraft was based in those days at Canberra and a short walk across the tarmac from the then CASA field office.
One wonders today how many other aircraft like that are still flying with a list of unrecorded defects?