N102HN

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 12,028 hrs · 42,682 cycles

DEPARTED BASE AT 1254 TO CAMDEN CLARK FOR PATIENT TRANSFER TO RUBY. APPROXIMATELY HALFWAY TO CAMDEN GOT #2 ENG MANUAL AND FADEC FAIL CAUTION LIGHTS AND MINOR SPLIT IN FLI 1/2 NEEDLES. TOLD THE CREW ABOUT THE CAUTIONS AND INFORMED THEM THAT THIS IS NOT A MAJOR PROBLEM. INFORMED THEM THAT WE WOULD NOT BE LANDING AT CAMDEN AND WILL BE GOING TO KPKB. NURSE ASKED IF RETURNING TO BASE WAS AN OPTION (I18) AND DETERMINED THAT WAS A BETTER OPTION. INDICATIONS WERE STILL WITHIN LIMITS (NR/TQ/TOT/N1) WITH A MINOR SPLIT IN 1/2 FLI NEEDLES. INITIATED A LEFT HAND TURN BACK TO BASE, SLOWED AIRSPEED TO APPROXIMATELY 100KIAS, AND ENGAGED NAV/ALT WHILE MEDIC CALLED MED BASE AND INFORMED THEM OF SITUATION. WHEN ESTABLISHED IN STABLE FLIGHT REGIME HEADING BACK TO BASE, HANDED MEDIC THE CHECKLIST AND ASKED HIM TO FIND FADEC FAILURE TO CONFIRM EP BEFORE MOVING ANY TWIST GRIPS. MYSELF AND MEDIC READ/TALKED THROUGH EMERGENCY PROCEDURE. CONFIRMED #2 FADEC FAILURE BY VERIFYING #2 CAUTION SEGMENTS AND COLLECTIVE CHANGES/NEEDLE MOVEMENT. IDENTIFIED #2 TWIST GRIP, PRESSED IDLE STOP RELEASE, AND DECREASED TWIST GRIP TO SET #2 ENGINE N1 TO 80%. CONTINUED FLIGHT TO I18 AND BRIEFED CREW THAT WE WILL BE MAINTAINING SINGLE ENGINE AIRSPEED AND SHOOTING THE APPROACH TO RNWY 22 IN A SINGLE ENGINE/RUN ON LANDING PROFILE, IN CASE #2 ENGINE DETERIORATED. EXECUTED APPROACH AND AS DECELERATING TO A HOVER THE FLI NEEDLES SPLIT AND GOT A LIMIT LIGHT AND AUDIBLE “GONG”. #1 NEEDLE HAD EXCEEDED 12 FLI, BUT DID NOT SEE IT ABOVE 20 SECOND LIMIT “DOT”. REMAINED IN THIS RANGE FOR APPROXIMATELY 2 SECONDS. REDUCED COLLECTIVE AND POWER STABILIZED IN 2.5 MINUTE OEI RANGE AND LIMIT LIGHT EXTINGUISHED. HOVERING WITH A RIGHT CROSSWIND, APPLIED LEFT PEDAL TO TURN AND GOT LIMIT/”GONG” BELOW “DOT” FOR APPROXIMATELY 1 SECOND. DECIDED TO HOVER TO PARKING IN OEI, WAS ABLE TO ALTERNATE BELOW OEI MAX CONTINUOUS AND INTO 2.5 MINUTE OEI LIMIT, SO DID NOT MAKE ANY #2 ENGINE TWIST GRIP ADJUSTMENTS. I KNEW I WAS UNDER OEI OPERATION LIMITS BECAUSE HAD 24% TORQUE INDICATED ON #2 ENGINE, NO LIMIT LIGHT OR “GONG” WHEN OPERATING OVER AEO MAXIMUM TAKE OFF POWER, AND HAD 2.5 MINUTE COUNT DOWN PRESENT WHEN OVER OEI CONTINUOUS POWER LIMIT. HOVERED INTO PARKING AND HAD 1 MINUTE 9 SECONDS LEFT IN OEI RANGE WHEN STARTED LANDING ON DOLLY. COMPLETED LANDING APPROXIMATELY 10 SECONDS LATER. RETARDED #2 TWIST GRIP TO IDLE AS LOWERING COLLECTIVE THEN COMPLETED ACFT SHUTDOWN.

Part: UNKNOWN — ODOR (CABIN) · airframe 9,220 hrs · 33,305 cycles

AFTER TAKEOFF, A STRONG SMELL OF FUEL WAS NOTICED IN THE AIRCRAFT WHICH SLOWLY DIMINISHED AFTER ABOUT 10 MINUTES. WHILE ON SCENE, THE SMELL WENT AWAY, HOWEVER AS SOON AS A/C DEPARTED THE CABIN FILLED WITH A STRONG SMELL OF FUEL AND WE DIVERTED FROM OUR ORIGINAL DESTINATION AND MX WAS NOTIFIED. MAINTENANCE ARRIVED TO TROUBLESHOOT AND COULD NOT DUPLICATE THE SMELL. A GROUND RUN AND FLIGHT CHECK WERE COMPLETED WITH NO ADDITIONAL DEFECTS NOTED.

Part: UNKNOWN — ODOR (CABIN) · airframe 9,206 hrs · 3,884 cycles

SHORTLY FOLLOWING TAKEOFF, AFT SEATED CREWMEMBER REPORTED A FUEL ODOR IN CABIN. REMOVED CABIN INTERIOR PANELS, FUEL PUMP COVER PLATES, OPENED ENGINE AND TRANSMISSION COWLINGS, INSPECTED FUEL EXPANSION TANK LINES AND HOSES, INSPECTED FUEL LINES AND HOSES BEHIND INTERIOR PANELS, INSPECTED ENGINE FUEL LINES AND HOSES, INSPECTED EXTERIOR OF AIRCRAFT WITHIN 5 MINUTES OF SHUTDOWN, NO EVIDENCE OF FUEL LEAK AND NO SMELL OF FUEL INSIDE OF CABIN OR ON EXTERIOR OF AIRCRAFT , REINSTALLED PANELS AND CLOSED COWLINGS, NO DEFECTS NOTED AT THIS TIME, RETURNED AIRCRAFT TO SERVICE.

Part: FAN — SEIZED · airframe 7,110 hrs

ENROUTE, AN ELECTRICAL ODOR WITH NO INDICATIONS OF FIRE (NO SMOKE OR FLAMES) WAS DETECTED. OPENED WINDOWS/VENTS AND TURNED ON BLOWER TO ELIMINATE ODOR, BUT ODOR WAS STILL STRONG. LANDED. AFTER SHUTDOWN NOTICED LOX CB TRIPPED AND STRONG ELECTRICAL ODOR IN VICINITY OF LOX BOX. FOUND FAN SEIZED.

Part: PICKUP — INOPERATIVE (ROTOR)

ELECTROMAGNETIC NG SPEED PICKUP INOPERATIVE. ROTOR NEEDLE ERATIC. AIRFRAME PART FOR EC135 CONFIGURATION. NO ENGINE TO REFERENCE. REPLACED WITH NEW UNIT, CORRECTED PROBLEM.

Part: SIGNAL COND UNIT — INOPERATIVE (MAST MOMENT)

UNIT INOPERATIVE, NO MAST MOMENT INDICATION. ADVISED BY AEC TECHNICAL SERVICE TO REPLACE UNIT. REPLACED WITH NEW UNIT FROM KIT, CORRECTED PROBLEM.

Part: SIGNAL COND UNIT — INOPERATIVE (MAST MOMENT)

SIGNAL PROCESSING UNIT, INOPERATIVE. NOT MAST MOMENT INDICATION. REPLACED WITH NEW UNIT, CORRECTED PROBLEM.

Part: TRANSCEIVER — INTERMITTENT (UHF/VHF/LOW/ HI)

UHF/VHF/LOW/HI BAND TRANSCEIVER - UNIT INOPERATIVE. VHF DIGITAL READOUT BECAME INTERMITTENT FOR A FEW DAYS AND THEN WENT COMPLETLY OUT. TRANSMIT/RECEIVE WORKED FINE, BUT AT WHIDH FREQUENCY IS UNKNOWN. REPLACED WITH NEW UNIT, CORRECTED PROBLEM.

Part: STARTER GEN — INOPERATIVE (ENGINE)

STARTER GENERATOR - UNIT INOPERATIVE. ENGINE WOULD NOT START. REPLACED BRUSHES AND STILL NO START. NR1 WOULD NOT RISE HIGHER THAN 7.6 PERCENT. MADE LOUD SOUND. REPLACED WITH NEW UNIT, CORRECTED PROBLEM.

Part: ALTIMETER — INOPERATIVE (COCKPIT)

ALTIMETER - UNIT INOPERATIVE. WILL NOT DESCEND LESS THAN 5000 FEET. REPLACED WITH NEW UNIT, CORRECTED PROBLEM.

Part: TRANSMITTER — INOPERATIVE (M/R G/B PRESSURE)

OIL PRESSURE TRANSMITTER (MGB) - UNIT INOPERATIVE. PRESSURE FLUCUATES FROM 2 BAR TO 14 BAR EVEN WITHOUT ENGINES RUNNING. REPLACED WITH NEW UNIT, CORRECTED PROBLEM.