N407NA

ATA 3160

Part: DISPLAY — BURNED OUT (ZONE 200) · airframe 4,329 hrs · 22,546 cycles

PRIMARY FLIGHT DISPLAY HAD INTERNAL FAILURE RESULTING IN SMOKE COMING FROM SD CARD SLOTS. AIRCRAFT LANDED WITH NO OTHER FAULTS.

ATA 2150

Part: BELT — OUT OF ADJUST (ZONE 400) · airframe 9,076 hrs

DURING TAKEOFF, CREW COMPLAINED OF BURNT RUBBER OR PLASTIC SMELL IN THE CABIN. AIR CONDITIONER WAS TURNED ON AND UPON THE SMELL OF THE RUBBER THE A/C WAS TURNED OFF AND SMELL EVENTUALLY WENT AWAY AFTER THE CREW ABORTED THE FLIGHT, AND OPENED WINDOWS TO VENT AIRCRAFT. MAINTENANCE PERFORMED AS FOLLOWS: INSPECTED VENTING SYSTEM IN CABIN AND FOUND NO BURNT MOTORS OR VENTS. WENT INTO ENGINE BAY, BELT WAS INSPECTED AND DEEMED SERVICEABLE BUT TENSION WAS INCORRECT. BELT TENSION WAS RESET WITH IN LIMITS, AND COMPRESSOR WAS RE-TORQUED AND SAFETIED AS REQUIRED. RAN AIRCRAFT FOR 20 MINS AND SMELL WAS GONE.

ATA 2121

Part: COOLING FAN — SEIZED (INSTRUMENT PANEL) · airframe 9,043 hrs · 21,515 cycles

WHILE RETURNING TO THE BASE, THE PILOT REPORTED AN ELECTRICAL SMELL IN THE COCKPIT AND SAW A SLIGHT AMOUNT OF SMOKE FWD OF INSTRUMENT PANEL. ONCE ON THE GROUND, THE MECHANIC ARRIVED TO TROUBLESHOOT THE CAUSE OF THIS SMELL AND FOUND THE AVIONICS COOLING FAN ON THE RH SIDE OF THE INSTRUMENT PANEL WAS FROZEN, AND NOT SPINNING. THE MECHANIC WAS ABLE TO CONFIRM AN ELECTRICAL ODOR COMING FROM THIS FAN ASSEMBLY SIMILAR TO THAT WHICH WAS REPORTED BY THE PILOT. *** THIS AIRCRAFT REMAINS OOS AT THE TIME OF THIS SUBMISSION AWAITING A REPLACEMENT AVIONICS COOLING FAN TO ARRIVE. *** SUPPLEMENTAL INFORMATION: AIRCRAFT SERIAL NUMBER IN SECTION THREE ENTERED INCORRECTLY ON INITIAL SUBMISSION. N407NA IS REFERENCED TO BH407 S/N 53592.

ATA 2300

Part: VHF COMM — MALFUNCTIONED (INSTRUMENT PANEL) · airframe 8,617 hrs · 20,561 cycles

PILOTS REPORT: AT TAKE OFF, THE NUMBER 2 VHF RADIO/GPS SHUT OFF. I WAS UNABLE TO GET IT TO COME BACK ON. BEING FAMILIAR WITH THE MEL (2312-01) I KNEW THAT I ONLY HAD TO HAVE ONE VHF RADIO OPERATIONAL TO CONTINUE MY FLIGHT. AFTER A SHORT DISCUSSION WITH THE CREW, WE DETERMINED TO CONTINUE. APPROXIMATELY 3 MINUTES BEFORE ARRIVAL AT SAGE HOSPITAL, MY NURSE ANNOUNCED THAT HE SMELLED SOMETHING BURNING. A FEW SECONDS LATER THE OTHER NURSE ANNOUNCED THAT SHE COULD ALSO SMELL SOMETHING, BUT COULD NOT IDENTIFY IF IT WAS PLASTIC, ELECTRICAL OR WHAT IT WAS. A FEW SECONDS LATER, I CAUGHT A WIFF OF SOMETHING ODD. NEITHER THE BLOWER NOR THE ENVIRONMENTAL HEATING SYSTEMS WERE TURNED ON. I CHECKED ALL ENGINE INSTRUMENTS. THERE WERE NO ABNORMAL INDICATIONS. THE CREW IN BACK BEGAN FEELING AROUND TO SEE IF IT WAS AN EQUIPMENT CHARGER OR ANYTHING ELSE. THEY CONFIRMED THAT NOTHING WAS OBSTRUCTING THE VENT OPENINGS FOR ANY ENVIRONMENTAL SYSTEM. UNABLE TO IDENTIFY THE SOURCE OF THE FUMES, AND WITH THE FAILURE OF A RADIO, WE DETERMINED TO ABORT OUR TRANSPORT DUE TO NOT KNOWING WHAT THE PROBLEM WAS. WE CONTACTED CONTROL AND NOTIFIED THEM THAT WE WERE LANDING AT THE HOSPITAL, BUT WOULD NOT BE TRANSPORTING THE PATIENT, SO THAT THEY COULD ARRANGE FOR A SISTER-CREW TO MAKE THE TRANSPORT. I PERFORMED A NORMAL SHUT DOWN. AFTER SHUT DOWN, I INSPECTED THE ENGINE AND TRANSMISSION COMPARTMENTS AND THE AFT STORAGE AREA. I COULD NOT LOCATE ANY SOURCE OF FUMES. I CONTACTED MAINTENANCE. MAINTENANCE COULD NOT LOCATE A SOURCE OF THE FUMES. THEY WERE ABLE TO CLEAN THE CONNECTORS ON THE RADIO AND GOT IT WORKING. WE RETURNED TO BASE WITHOUT INCIDENT.

ATA 6410

Part: BLADE — CRACKED (TAIL ROTOR)

FOUND SMALL CRACK IN TAIL ROTOR BLADE ON FLAT SURFACE JUST INBOARD OF CURVED SECTION OF ROOT AREA. BLADE HAD BEEN REPAIRED.

ATA 6410

Part: BLADE — CRACKED (TAIL ROTOR) · airframe 6,172 hrs · 14,842 cycles

FOUND SMALL CRACK IN TAIL ROTOR BLADE ON FLAT SURFACE JUST INBOARD OF CURVED SECTION OF ROOT AREA. THIS IS THE THIRD CRACK IN THE SAME LOCATION. BLADE HAD BEEN REPAIRED.

ATA 2910

Part: HYDRAULIC SYSTEM — MALFUNCTIONED · airframe 4,111 hrs · 9,473 cycles

AFTER DECENT AND LEVELING AT 2500 FEET THE HYD PRESS AND CYCLIC CENTER LIGHTS ILLUMINATED ALONG WITH THE LOSS OF NORMAL CONTROL FORCES AND THE ACFT BECAME VERY SLOPPY AND HEAVY. ALL INDICATIONS ARE THAT THE HYD FAILED, DECLARED AN EMERGENCY AND DIVERTED. TURNED OFF THE FORCE TRIM AND AUTO TRIM AS WELL AS PULLED SEVERAL CBS ASSOCIATED WITH THE AUTO PILOT AND SAS SYS. NO DIFFERENCE ON THE CONTROLLABILITY OF THE ACFT. DID A RUN-ON LANDING TO 25L AND HAD APPROX 500 FT OF GROUND SLIDE. CHECKED HYD PRESSURE BY TURNING BLADES BY HAND AND MANIPULATED THE CONTROLS. CYCLIC VERY HEAVY AND WAS NOT ABLE TO MOVE THE COLLECTIVE. REPEATED CHECK AND EVERYTHING IMPROVED OVER A PERIOD OF TURNING ROTOR SYSTEM. A GROUND RUN PERFORMED AND IT WAS APPARENT THAT HYD PRESSURE HAD BEEN RESTORED. CONTROLS STILL DID NOT FEEL RIGHT TO ME AND THERE WAS SIGNIFICANT LEFT PULL IN THE CYCLIC WITH OR W/O THE SAS." CURRENTLY TROUBLESHOOTING THE ISSUES TO FIND A CAUSE OF THIS EVENT.

ATA 7200

Part: ENGINE — MAKING METAL · airframe 3,860 hrs · 8,821 cycles

PILOT REPORTED ENGINE CHIP LIGHT ILLUMIINATED JUST AFTER LANDING AND RETURNING TROTTLE TO IDLE. MX WAS CALLED AND A LARGE AMOUNT OF FLAKES WERE FOUND ON BOTH THE UPPER AND LOWER ENGINE CHIP DETECTORS. SOME FLAKES EXCEEDED THE MAXIMUM ALLOWABLE IAW MM 72, PARA 2B. ENGINE WAS REMOVED FROM SERVICE AND WILL BE SENT TO REPAIR FACILITY.

ATA 7200

Part: ENGINE — MALFUNCTIONED · airframe 3,715 hrs · 8,456 cycles

PILOT REPORTED A FADEC FAIL, FADEC RESTART FAULT AND FADEC DEGRADE LIGHT IN CRUISE FLIGHT. FADEC CONTROLS REVERTED TO REVERSIONARY GOVERNOR AND PILOT HAD NO RESPONSE FROM COLLECT THROTTLE CONTROL. ENGINE SPEED REMAINED CONSTANT AT 100 PERCENT. MADE A PRECUATIONARY LANDING. ENGINE COULD NOT BE BROUGHT TO GROUND IDLE WITH THROTTLE AND AFTER A COOL DOWN PERIOD, ENGINE WAS SHUTDOWN USING FUEL SHUTOFF VALVE. CHECK OF FADEC FAULTS SHOWED NO CODES STORED IN SYSTEM. CHECKED MECHANICAL OPERATION OF THROTTLE CONTROLS WITH ENGINE OFF AND IT WAS FOUND SATISFACTORY. THERE WERE NO CODES STORED IN THE ECU FOR LAST ENGINE RUN, ACCUMULATED, OR TIME STAMPED FAULTS. REMOVED AND CLEANED ALL ACCESSIBLE FADEC ELECTRICAL CONNECTORS AT THE ENGINE, ECU, HMU, AND UPPER DECK AREA. THE PILOT STARTED THE ACFT WHILE MX MONITORED THE OPERATION AND OPERATION WAS NORMAL. AN OPS CHECK FLIGHT WAS PERFORMED. NO CODES WERE SET AND THE PROBLEM COULD NOT BE DUPLICATED. THE ACFT WAS RETURNED TO SERVICE.

ATA 7714

Part: INDICATOR — FAILED (DUAL TACH)

INDICATOR FAILED. REPLACED WITH NEW DUAL TACH IND.