N151AC

Part: BUSHING — FAILED (M/R SWASHPLATE) · airframe 8,533 hrs · 22,264 cycles

DURING ASSEMBLY OF THE LOWER SCISSOR THE CLEARANCE “J” COULD NOT BE OBTAINED. REF MM REV 16 AMM 62-33-00,4-1 PARA F.2.C.1.G. THE SCISSORS LINK WAS DISASSEMBLED, AND THE BUSHING LENGTH WAS MEASURED AND FOUND TO BE 3.3046”. A NEW AIR BUS BUSHING P/N 704A33-640-021 WAS MEASURED AND FOUND TO HAVE A LENGTH OF 3.3100. THE NEW BUSHING P/N 704A33-640-021 BEING .0054” IN LENGTH LONGER WILL PROVIDE THE CORRECT “J” MEASUREMENT. THE SHORTER BUSHING ARE SUSPECTED TO BE P/N A030SM40021.

Part: FLOOR PANEL — CORRODED (RT CABIN) · airframe 7,656 hrs · 20,084 cycles

HAS CORROSION ON THE RT CABIN FLOOR EDGING LOCATED AT APPROXIMATELY STA 1545, WL 2640 AND BL 970R. THE DAMAGE IS .75” LONG BY .90” WIDE AND IS .004”.

Part: GEARBOX — MAKING METAL (REDUCTION) · airframe 7,127 hrs · 18,675 cycles

DURING AAIP INSPECTION 50HR/30 DAY CHIP PLUG INSPECTION, FOUND METAL PARTICLES ON BEVEL REDUCTION GEARBOX CHIP DETECTOR PLUG. DUE TO SIZE AND COMPOSITION OF THE PARTICLES, AIRBUS RECOMMENDED REMOVAL AND REPLACEMENT OF BEVEL REDUCTION GEARBOX AND EPICYCLIC REDUCTION GEARBOX. AIRCRAFT REMAINS OUT OF SERVICE TO THIS DATE.

Part: INTAKE — CRACKED (ENGINE) · airframe 7,021 hrs · 18,383 cycles

WHILE CLEANING THE ENGINE AREA (COWLING OFF DUE TO OTHER MAINT) I FOUND A CRACK ALONG A WELD ON THE LT SIDE OF THE ENGINE INTAKE.

Part: HYDRAULIC LINE — CRACKED (RH SIDE OF MR XM) · airframe 6,943 hrs · 18,190 cycles

FOUND RIGID HYDRAULIC LINE SEEPING FROM CONICAL HOUSING TO HYDRAULIC MANIFOLD ON R/H SIDE OF TRANSMISSION. AFTER REMOVING THE LINE & PERFORMING A VISUAL INSPECTION OF THE LINE USING A 10X MAGNIFIER I FOUND THE COMPRESSION FITTING ON THE MANIFOLD SIDE OF THE RIGID LINE WAS CRACKED.

Part: SWITCH — FAILED (OIL COOLING FAN) · airframe 6,794 hrs · 17,763 cycles

SHORTLY AFTER TAKEOFF DURING CLIMB. SCANNED THE AIRCRAFT INSTRUMENTS AND EVERYTHING WAS IN THE NORMAL OPERATING RANGE. NOTICED THE OIL TEMPERATURE HAD CLIMBED AROUND 7-8 DEGREES PAST THE INITIAL SCAN, STILL WITHIN NORMAL OPERATING LIMITATIONS. THE OIL TEMPERATURE WAS INCREASING A DEGREE CELSIUS EVERY 1-2 SECONDS. THE OIL TEMPERATURE WAS STILL WITHIN NORMAL OPERATING RANGE BUT STEADILY INCREASING. HEADED BACK TO DEPARTURE AND NO MORE THAN A QUARTER MILE AWAY FROM THE AIRPORT, THE OIL TEMPERATURE BEGAN TO CLIMB MORE STEADILY. THE OIL TEMPERATURE CLIMBED AND EXCEEDED THE 115 DEGREE CELSIUS LIMITATION. FOLLOWED THE EMERGENCY PROCEDURE AND THE OIL TEMPERATURE DID NOT PLATEAU OR DECREASE. DECLARED AN EMERGENCY. LANDED. ON SHUTDOWN THE LAST OIL TEMPERATURE READING WAS ABOVE 130 DEGREES CELSIUS. THERMOSTATIC SWITCH THAT CONTROLS OIL COOLER FAN WAS FOUND TO NOT RESPOND TO TESTS,

Part: ATTACH FITTING — CRACKED (TAILBOOM) · airframe 6,599 hrs · 17,278 cycles

CRACK FOUND IN THE RT UPPER HORIZONTAL STAB ATTACH FITTING DURING DAILY INSPECTION.

Part: LOCK PIN — CRACKED (DOOR) · airframe 6,016 hrs · 15,791 cycles

MANUFACTURER ISSUED 17-5210-FCD-1344 INSPECTION & CHECK OF CREW SLIDING DOOR LATCH MECHANISMS & ROLLER RAILS ASSEMBLIES. INSPECTION REVEALED A CRACKED LOCKING PIN ASSEMBLY ON THE UPPER LT FWD CREW DOOR, PILOT DOOR.

Part: WARNING LIGHT — MALFUNCTIONED · airframe 4,524 hrs

THE OVER LIMIT LIGHT ILLUMINATED ON LANDING. ACCORDING TO PILOT, WAS ON ROUTE, 1 MILE OUT, IN SEMI-WINDY CONDITIONS. DID NOT PUT ACFT IN ANY ABRUPT MOVEMENTS TO CAUSE OVERSPEED CONDITION & NEVER EXPERIENCED A GONG IN HEADSET. AFTER LANDING, AT SHUTDOWN, VEMD SHOWED AN OVER LIMIT. FURTHER INVESTIGATION REVEALED AN NG OF 431 RPM, IAW AMM 05-50-00 6-3, OVER 430 RPM NEEDS TO BE INSPECTED. INSPECTED IAW MM, AND RETURNED TO SERVICE, NOTHING NOTED . PERFORMED A MAINTENANCE TEST FLIGHT TO SIMULATE AND OVERSPEED, REACHING 424 RPM, EXPERIENCE A GONG IN HEADSET, BUT NO LIGHT ILLUMINATED ON VEMD AT SHUTDOWN.

Part: SWITCH — FAILED (STARTER) · airframe 4,356 hrs · 11,346 cycles

PILOT UPON LANDING, PROCEDED W/ NORMAL ENGINE SHUTDOWN. AFTER ROLLING TWIST GRIP TO IDLE POSITION, AMBER GOV LIGHT ILLUMINATED. ENGINE WAS SHUTDOWN. FAILURE DETECTED ON VEMD, TEST REF 121 W/ LRU ENG START SWITCH LISTED AS FAILED. SWITCH WAS REPLACED. GROUND RUN REVEALED NORMAL OPERATION. ACFT LAUNCHED FOR RETURN. 5 MINUTES OUT, AMBER GOV LIGHT ILLUMINATED. PILOT LANDED, HANGAR AND SHUTDOWN. FAILURE DETECTED ON VEMD, TEST REF 121 WITH LRU ENGINE START SWITCH LISTED AS FAILED. TROUBLESHOOTING REVEALED FAULTY INTERMITTENT GROUND AT 1021N1 GROUND POINT UNDERNEATH CABIN FLOOR. CLEANED AND TREATED GROUND POINT.

Part: POTENTIOMETER — FAILED · airframe 3,863 hrs · 9,998 cycles

IN CRUISE FLIGHT, PILOT NOTICED YELLOW GOV LIGHT ILLUMINATED. LANDED, SHUTDOWN ACFT. MECHANIC REVIEWED VEMD FAILURE PAGE ON MX MENU OF VEMD. VEMD INDICATED FAILURE, TEST REF 120, LRU "NF TRIM POT" IN RED. REMOVED YAW ANTICIPATOR POTENTIOMETER AND REPLACED WITH NEW . GROUND RUN AND 26 MIN IN VARIOUS FLIGHT CONFIGURATIONS CHECK FLIGHT REVEALED NORMAL OPS. ACFT WAS RETURNED TO SERVICE.

Part: POTENTIOMETER — FAILED (ENGINE) · airframe 3,862 hrs · 9,993 cycles

UPON SHUTDOWN AND COLLECTIVE ROLLED TO IDLE, PILOT NOTICED FLASHING YELLOW GOV LIGHT ILLUMINATED. PILOT SHUTDOWN ACFT. MECHANIC REVIEWED VEMD FAILURE PAGE ON MX MENU OF VEMD. VEMD INDICATED FAILURE, TEST REF 120, LRU "NF TRIM POT" IN RED. REMOVED NF TRIM POTENTIOMETER WAS R & R WITH NEW. GROUND RUN AND CHECK FLIGHT REVEALED NORMAL OPERATION. ACFT WAS RETURNED TO SERVICE.

Part: POTENTIOMETER — UNSECURE · airframe 3,406 hrs · 8,836 cycles

PILOT REPORTED THAT, IN CRUISE FLIGHT, WHEN SLOWLY INCREASING POWER FROM 93 PERCENT NG, PILOT PERCEIVED THAT ACFT EXPERIENCED A YAW/TORQUE KICK. DURING OCCURRENCE, NO GOV LIGHTS ILLUMINATED, NOR WERE ANY GOV LIGHTS ILLUMINATED DURING SHUTDOWN, DURING NORMAL LANDING. NO FAILURE CODES WERE RECORDED ON VEMD. ON THE FADEC DATA PAGE REVIEWED ON VEMD, COLLECTIVE PITCH DATA WAS OBSERVED TO BE NORMAL. NO OVERLIMIT WAS RECORDED. ACCESS WAS GAINED TO COLLECTIVE PITCH POTENTIOMETER. WIRING WAS INSPECTED, POTENTIOMETER CONNECTOR REMOVED, INSPECTED, CONTACT ENHANCER WAS APPLIED, AND CONNECTOR WAS REATTACHED. NO DEFECTS WERE NOTED. SECURED ACCESS, CLEARED DISCREPANCY IN LOGBOOK. PERFORMED FUNCTIONAL CHECK FLIGHT FOR 24 MIN, IN VARIOUS FLIGHT CONFIGURATIONS. NORMAL OPS WERE OBSERVED. MALFUNCTION COULD NOT BE DUPLICATED.

Part: WHEEL — LOOSE (TORQUE SENSOR) · airframe 3,118 hrs · 8,138 cycles

PHONOLIC WHEEL FOR TORQUE SENSING FOUND LOOSE ON ENGINE POWER SHAFT DURING TROUBLESHOOTING OF AMBER GOVERNOR LIGHT ON CAUTION PANEL. POWER SHAFT IS POST TU 81A, PRE TU 122A.

Part: HMU — FAILED (ENGINE)

THE PILOT REPORTED A LOUD THUD AND A SUBSEQUENT YAWING OF THE AC, WITH CONTINUED YAWING OF THE AC, AND NO INDICATION ON THE COCKPIT INSTRUMENTATION THAT HE NOTICED. THE PILOT DECLARED AN EMERGENCY AND PERFORMED AN AUTORATATIVE LANDING AT THE AIRPORT. THE VEHICLE AND ENGINE MULTIFUNCTION DISPLAY, DISPLAYED FAILURE OF CHANNEL A. THE EC130 IS EQUIPPED WITH A DUAL CHANNEL FADEC SYSTEM WITH A MECHANICAL BACKUP. IN THE FOLLOWING TROUBLESHOOTING PROCESS IT WAS FOUND THAT THE RESOLVER MOTOR ON THE FUEL CONTROL (HMU) HAD A RESISTANCE VALUE THAT WAS OUT OF TOLERANCE. A FIELD TECH WAS BROUGHT IN FROM MFG TO PERFORM FURTHER TESTING, SINCE THE FAILURE OF ONE CHANNEL OF THE FADEC AND THE SUBSEQUENT SWITCHING TO THE OTH

Part: HYDROMECH UNIT — UNCONTROLLABLE (ENGINE) · airframe 1,609 hrs

ON A LOCAL TRANSPORT FLT , THE AIRCRAFT LAUNCHED AT 0930 P.M. & FLT TO PICK UP THE PATIENT WAS UNEVENTFUL. THE HOSPITAL IS A 15 MIN. FLT. WITH THE PATIENT ON BOARD, (5 PAX TOTAL), AT 2000 FT. MSL IN CRUISE FLT AT 110 KTS & 3 OR 4 MINUTES INTO THE FLT, A LOUD JOLT WITH A YAW OF THE A/C WAS FELT. THE PILOT DETERMINED THERE WAS NOTHING DROPPED BY MED CREW. THE PILOT REQUESTED TO DIVERT TO THE AIRPORT. APC ASKED IF THERE WAS A PROBLEM & THE PILOT ADVISED THERE WAS A POSSIBLE PROBLEM. THE APT WAS ONLY 4-5 MILES TO THE S.W. THE PILOT DID NOT HAVE WARNING LIGHTS OR AURAL ALARMS. THE FLT PROCEEDED TO THE APT & PLANNED TO MAKE A SHALLOW LONG DESCENT TO THE APT. THE TWR ADVISED THAT HE COULD LAND IN THE RUN-UP AREA OF RW

Part: EXCITER — INOPERATIVE (HE GENERATOR) · airframe 11,419 hrs

HE GENERATOR INOPERATIVE. REPLACED WITH NEW UNIT, CORRECTED PROBLEM. (X)

Part: EXCITER — FAILED (IGNITION)

EXCITER INOPERATIVE. REPLACED WITH NEW UNIT, CORRECTED PROBLEM.

Part: FUEL CONTROL — DEFECTIVE (ENGINE)

FUEL CONTROL FAILED TO MEET FLIGHT MANUAL AND MM NR RPM GUIDE LINES. AT FLAT PITCH AND DURING FLIGHT, RPM WAS TOO HIGH. REPLACED WITH REPAIRED UNIT, CORRECTED PROBLEM.

Part: SERVO — LEAKING (PILOT VALVE)

SERVO LEAKING FROM PILOT VALVE AREA. REPLACED WITH NEW UNIT(S) CORRECTED PROBLEM.

Part: SERVO — DEFECTIVE (FORE/AFT CYCLIC)

FORE AND AFT CYCLIC MOVEMENT IS STIFF. REPLACED WITH UNIT K-BALLED FROM NEW B2, CORRECTED PROBLEM.

Part: BEARING — WORN (T/R)

LAMINATED BEARING ELASTOMERICS WORN BEYOND SERVICEABLE LIMITS. REPLACED WITH 4 EACH NEW UNITS FROM KIT 355A09-1036-00, CORRECTED PROBLEM.