N21RX
Operators of this aircraft
Who operated this tail, and how firmly we know it.
No operator established for this aircraft.
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
ACFT WAS DEPARTED. DURING LIFT OFF, NR 2 ENGINE EXPERIENCED A COMPRESSOR STALL ASSOCIATED WITH UNUSUAL NOISES. LANDED WITHOUT INCIDENT. GROUND OBSERVERS REPORTED SEEING SEVERAL THREE FOOT FLAMES COMING FROM NR 2 ENGINE EXHAUST ACCOMPANIED BY SOUNDS LIKE A CAR BACKFIRING. ON INSPECTION, NR 2 ENGINE COMPRESSOR BLADES FOUND TO HAVE SIGNIFICANT FOD DAMAGE AND A SMALL SCREW WAS FOUND IN THE OTBD REAR CORNER OF THE INLET RECESS. ENGINE HAD BEEN REPLACED DUE TO AN OIL LEAK EARILIER.
(JBZR) DURING PILOT PRE-FLIGHT INSP, FOUND APPROX (1) 2.5 INCH LONG DELAMINATION AND A (2ND) .7500 INCH LONG DELAMINATION OF THE END PLIES OF ONE MAIN ROTOR BLADE, ALONG THE BLADE TIP END.
ON 01/09/10 AT APPROX 0023 HOURS, WAS NOTIFIED OF A RETURNED BACK TO DEPARTURE FOR A PRECAUTIONARY LANDING DUE TO A WARNING LIGHT ACTIVATION INDICATING A FIRE ON-BOARD. ACCORDING TO REACH 7 PILOT, THERE WAS NO EVIDENCE OF A FIRE. REACH 7 DEPARTED AT APPROX 0017 AND ARRIVED BACK AT APPROX 0018. IMMEDIATELY NOTIFIED MAOC, AS WELL AS BASE MECHANIC. AT APPROX 0029 HOURS, AOC AND CCM WERE NOTIFIED OF THE PRECAUTIONARY LANDING. NO OTHER RESOURCES WERE USED OR NEEDED. THE REPORTING MECHANIC INSTALLED A NEW FIRE LOOP OVERHEAT PROTECTOR, PN 3001-38- 4501/170C-3.6M, SN 92945, IAW MM, CHAPTER 26-10-00. THE MECHANIC REPOSITIONED THE FIRE LOOP IAW MM, ENTERED THE C/A IN THE ACFT ENGINEERING REPORT, AND RETURNED THE ACFT TO SERVICE.
ON 12/31/09 AT APPROX 0206 HOURS, THE ACFT WAS RETURNING BACK TO BASE FROM DROPPING A PATIENT OFF, WHEN IT WAS NOTICED THEY HAD LANDED AT THE REACH 3 BASE. AT APPROX 0209 HOURS, FLIGHT GUARD RECEIVED A CALL FROM THE PILOT ON THE ACFT'S SATELLITE PHONE ADVISING THEY WERE EN-ROUTE BACK TO BASE AND HAD EXPERIENCED A NR1 ENG FIRE LIGHT, AND DIVERTED. THE PILOT CLEARLY STATED THERE WAS NO ENGINE FIRE, ONLY AN INDICATOR LIGHT. THE ADMINISTRATOR ON CALL, COMMUNICATIONS CTR MANAGER, AND BASE MECHANIC WERE ALL NOTIFIED IMMEDIATELY. MX REPORT: THE REPORTING MECHANIC FOUND THE NR1 ENG GROUND LOOP CONTACTING THE ENG FIREWALL IN THE VICINITY OF THE ENG COMPRESSOR BLEED VALVE HOT AIR EXHAUST. THE FIRE LOOP IS CONSTRUCTED OF A THIN MALLEABLE METAL TUBE THAT IS BENT INTO PLACE BY THE INSTALLER. THE MECHANIC REPOSITIONED THE FIRE LOOP IAW THE MM, ENTERED THE CA IN THE ACFT ENGINEERING REPORT, AND RETURNED THE ACFT TO SERVICE.
DURING PART 91 FLIGHT, IN CRUISE, ACFT EXPERIENCED LOSS OF NR1 HYD SYS OIL PRESSURE. PILOT DECLARED AN EMERGENCY, FOLLOWED MFG EMERGENCY PROCEDURES AND CONTINUED TO LAND AT THE REACH 3 BASE. MECHANIC FOUND NR1 HYD PUMP PRESSURE AND TANK RETURN/BYPASS STEEL BRAIDED FLEXIBLE FLUID CARRYING LINES HAD ABRADED EACH OTHER, CAUSING A HYD FLUID LEAK. BOTH SUSPECT HOSE ASSEMBLIES WERE REPLACED, AND THE ACFT WAS RETURNED TO SERVICE.
WHILE IN FOR A SCHEDULED INSPECTION, OUR TWIN ENGINE HELICOPTER EXPERIENCED A LOW POWER ENGINE PLOT ON NR 1 ENGINE. AN INTERESTING SIDE NOTE WAS THAT WITH BOTH ENGINES RUNNING, NORMAL TEMPERATURES APPEARED ON BOTH ENGINES AND NO POWER DEGRADATION WAS NOTED ON THE NR 1 ENGINE. A POWER RECOVERY GAS PATH WASH WAS PERFORMED IAW THEMFG MM GUIDELINES, AND AN INSPECTION WAS PERFORMED IAW THE STANDARD TROUBLESHOOTING GUIDELINES FOR LOW POWER. AFTER A SECOND POWER PLOT CAME IN LOW, IT WAS DECIDED TO REPLACE THE ENGINE WITH AN ENGINE THAT HAD A KNOWN TEST CELL VALUE OF A +10. INSTALLED ON THE AIRCRAFT, THIS ENGINE COULD ONLY PRODUCE A â8. FINALLY, CAPPING OFF THE CUSTOMER BLEED AIR PORTS RESULTED IN A NORMAL POWER CH
PILOT REPORTED MILD CASE OF TAIL ROTOR AUTHORITY LOSS AT GROSS WEIGHT AND WITH ABOVE NORMAL AMBIENT TEMPERATURES, AND REQUESTED MECHANIC TO CHECK OUT TAIL ROTOR SYSTEM. MECHANIC NOTICED TAIL ROTOR PITCH/PULL ROD HAD A GREATER AMOUNT OF THREAD SHOWING THAN ON OTHER A109A HELICOPTERS IN OUR FLEET. ADDITIONALLY, THE SPACE BETWEEN THE BELLCRANK AND TAIL ROTOR GEARBOX WAS LESS THAN SIMILAR AIRCRAFT IN FLEET. AFTER MUCH INVESTIGATION IT WAS FOUND THAT A SET OF RIGID CONNECTOR LINKS WERE LONGER THAN THOSE ON OUR FLEET. THE AGUSTA IPB FOR THE A MODEL AIRCRAFT SPECIFIES P/N 109-0130-20-1. THE SUSPECT LINKS ARE APPROXIMATELY 1/2 INCH LONGER THAN P/N 109-0130-20-1. OUR ONLY SOURCE FOR THESE PARTS IS AGUSTA. OUR PAR
AFTER LANDING AT A REMOTE FIRE STATION TO PICK UP A PATIENT, THE CREW CHIEF NOTICED HEAVY WHITE SMOKE COMING FROM THE NR 1 ENGINE EXHAUST. THE AIRCRAFT WAS SHUT DOWN AND REMAINED ON SIGHT OVERNIGHT. THE FOLLOWING DAY MAINTENANCE CONFIRMED THE PROBLEM AND THE ENGINE WAS REPLACED. THE ENGINE WAS RETURNED TO THE OVERHAUL VENDER AND AS YET NO CAUSE HAS BEEN REPORTED. THE ENGINE HAD 817.5 TSO AND HAD AN ENHANCED TURBINE.
DURING ROUTINE MAINTENANCE THE LEVER WAS DETERMINED TO BE WORN BEYOND LIMITS. PROBABLE CAUSE WAS LOOSE HARDWARE ATTACHING LEVER TO CONTROL LINKAGE. REF AGUSTA M.M. 76-20-00 PG 209 D 1 REQUIRES NUT TO BE "FINGER-TIGHT",TIGHTEN TO NEXT COTTER PIN SLOT AND INSTALL COTTER PIN.