N78NC

ATA 7710

Part: WARNING LIGHT — ILLUMINATED (NR 2 ENGINE) · airframe 6,385 hrs · 16,469 cycles

NUMBER 2 ENGINE CHIP LIGHT ILLUMINATED IN FLIGHT.

ATA 2120

Part: UNKNOWN — FUMES (COCKPIT/CABIN)

ELECTRICAL FUMES IN COCKPIT AND CABIN FROM UNKNOWN ORIGIN. COULD NOT DUPLICATE ISSUE. PERFORMED GVI BEHIND C/B PANEL STARTER GENERATOR WIRES AND AC BELT AND AFT TRAY. NO DEFECTS NOTED. PERFORMED SYSTEM ON WITH GROUND PROWER CART NO DEFECTS NOTED. PERFORMED GROUND RUN NO DEFECTS NOTED. COULD NOT DUPLICATE.

ATA 5310

Part: BEAM — CHAFED (ZONE 200) · airframe 5,860 hrs · 15,012 cycles

CHAFE DAMAGE WAS DISCOVERED ON THE LOWER CAP OF THE BEAM (PN: 117-22309-38). A DESCRIPTION OF THE DAMAGE AND APPROVED REPAIR PROCEDURES ARE CONTAINED IN AIR METHODS ENGINEERING AUTHORIZATION # 32-5300-EA-5085, INITIAL REVISION DATED 26 MAR 2025 AND IS SUBSTANTIATED BY FAA FORM 8110-3 BY RYAN D. LEE, DER-Y # 905240204, DATED 01 APR 2025 WITH DER SPECIFIC SEQUENCE # 25RL008AM.

ATA 5310

Part: RIB — CRACKED (ZONE 100) · airframe 5,860 hrs · 15,012 cycles

CRACK DAMAGE WAS DISCOVERED ON THE FORWARD BOTTOM LBL 195 RIB (FRAME 1) PN: B531K1341-205. AN APPROVED REPAIR PROCEDURE WAS COMPLIED WITH PER AIRBUS REPAIR DESIGN APPROVAL SHEET RDAS-BK117-53-2025-1107, ISSUE A DATED 02 APR 2025, WHICH CONTAINS A DETAILED DESCRIPTION OF THE DAMAGE AND REPAIR INSTRUCTION.

ATA 5320

Part: SPLICE PLATE — CHAFED (ZONE 200) · airframe 5,860 hrs · 15,012 cycles

CHAFE DAMAGE WAS DISCOVERED ON THE TRANSMISSION DECK SUPPORT BEAM AFT SPLICE PLATE (PN: B533K3265-201) AT FS 4,963, MID SPLICE PLATE (PN: B533K3193-201) AND LH SUPPORT BEAM CAP (PN: B533K3202-201) AT FS 4,615, AND ON THE FORWARD SPLICE PLATE (PN: B533K3192-201) AND LH SUPPORT BEAM CAP (PN: B533K3202-201) AT FS 4,373. AN APPROVED REPAIR PROCEDURE WAS COMPLIED WITH PER AIRBUS REPAIR DESIGN APPROVAL SHEET RDAS-BK117-53-2025-0989, ISSUE B DATED 10 APR 2025, WHICH CONTAINS A DETAILED DESCRIPTION OF THE DAMAGE AND REPAIR INSTRUCTION.

ATA 7261

Part: OIL SYSTEM — OVERTEMP (NR 1 ENGINE) · airframe 5,840 hrs · 14,950 cycles

#1 ENG OIL TEMP EXCEEDED LIMITS.

ATA 2150

Part: COMPRESSOR — FAILED (A/C PACK) · airframe 4,453 hrs · 11,229 cycles

DURING MAINTENANCE CHECK FLIGHT FOR SPACER TUBE REPLACEMENT (MAST REMOVAL/INSTALL, FLIGHT CONTROLS DISCONNECTED), THE PILOT AND I HEARD A SOFT THUD FOLLOWED BY A 3-5 SECOND HISSING NOISE. THIS OCCURRED NOT LONG AFTER TAKEOFF, WHILE CLIMBING APPROX. 2 MILES FROM THE AIRPORT. THE PILOT IMMEDIATELY TURNED TO RETURN TO THE RAMP. AFTER THE HISSING NOISE HAD ENDED, WE SMELT SOMETHING BURNING. ENGINE AND TRANSMISSION INDICATIONS ALL REMAINED NORMAL AND NO SIGN OF FIRE OR SMOKE WAS VISIBLE. THE BURNING SMELL LINGERED, DECREASING IN INTENSITY FOR THE ENTIRETY OF THE RETURN TRIP. BY THE TIME WE SHUT THE ENGINE DOWN, THE SMELL HAD ALMOST COMPLETELY FADED. AFTER SHUTDOWN I OPENED THE TRANSMISSION COWLING TO A WAVE OF THAT BURNING SMELL AND NOTICED THAT THE AIR CONDITIONING COMPRESSOR BELT WAS DESTROYED. FURTHER INVESTIGATION FOUND THAT THE COMPRESSOR SEIZED WITH THE CLUTCH ENGAGED, CAUSING THE BELT TO WEAR AGAINST THE SEIZED PULLY, BURNING THROUGH THE BELT. BELT WAS REMOVED, RUBBER DEBRIS CLEANED UP FROM THE DECK, AIR CONDITIONING WAS DEFERRED IAW MEL.

ATA 7200

Part: NONE — NONE · airframe 3,635 hrs · 9,100 cycles

SUPPLEMENTAL INFORMATION SUBMISSION. QMLA2021082020042. REPLACED THE #2 ENGINE FUEL CONTROL. REPLACED THE MAIN FUEL SUPPLY LINE FROM ENGINE DECK TO MAIN FUEL FILTER, REPLACED MAIN FUEL FILTER, INSPECTED ASTATIC VALVE, INSPECTED FUEL INJECTORS, INSPECTED R/H FUEL SUPPLY TANK INTERIOR, REPLACED WARNING UNIT, REPLACED R/H FUEL SHUT OFF VALVE. REPLACED #1 AND #2 N2 CONTROL FLEX CABLES, REPLACED #2 ENGINE ANTICIPATOR CONTROL BOX, PERFORMED GROUND RUN AND LEAK CHECKS, PERFORMED GROUND RUN AND FUNCTIONAL CHECK FLIGHT OF VARTOMS II, PERFORMED POWER ASSURANCE CHECK, PERFORMED MAX N1 CHECKS DUE TO FUEL CONTROL CHANGE, ADJUSTED N1 IDLE STOP #2 ENGINE. INSPECTED FUEL SUPPLY AND DISTRIBUTION SYSTEM AND COMPONENTS AND CHECKED OPERATION OF FUEL SHUT OFF VALVE AFTER REPLACEMENT. ALL MAINTENANCE AND TROUBLESHOOTING PERFORMED WHILE CONSULTING BOTH AIR BUS AND SAFRAN. SAFRAN TECH REP WAS ON SITE FOR THREE DAYS ASSISTING WITH CONTINUED TROUBLESHOOTING. COULD NOT DUPLICATE EVENTS FROM INITIAL SDR.

ATA 7200

Part: ENGINE — POWER LOSS (NR 2) · airframe 3,635 hrs · 9,100 cycles

APPROXIMATELY 5 MIN INTO THE RETURN FLIGHT I NOTICED THE TQ NEEDLES STARTING TO SPLIT AND I RECEIVED THE ENG PA DIS LIGHT WITH TQ DISPLAYED IN YELLOW, APPROX. 20SEC LATER I RECEIVED THE ENG SPLIT CAUTION AND HEARD THE LOW ROTOR WARNING SOUND. I IMMEDIATELY LOWERED COLLECTIVE AND BEEPED THE ROTOR UP USING THE BEEP TRIM SWITCH ON THE COLLECTIVE, AFTER THE LOW ROTOR SOUND AND LIGHT EXTINGUISHED I TOOK A CLOSER LOOK AT THE VEMD AND THE FLI NEEDLES AND SAW THAT THE FLI BOX HAD MOVED FROM TQ TO TOT ON THE #2 ENG. AND IT WAS READING BELOW NORMAL OPERATING TEMPS, TQ ALSO WAS VERY LOW AND N1 WAS DECREASING STEADILY. AT THAT POINT I LOOKED DOWN AND CONFIRMED THAT THE #2 WAS IN THE FLY DETENT WHICH IT WAS. I HAD NO OTHER INDICATIONS THAT THE NUMBER TWO WAS PRODUCING POWER OR IN DANGER OF FIRE SO I CONCENTRATED ON ESTABLISHING OEI AND FLYING THE AIRCRAFT. I CONTACTED THE TOWER AND DECLARED AN EMERGENCY AND ASKED FOR THE NON IN USE RUNWAY SO I DIDN’T CLOSE DOWN THE AIRPORT. AFTER TOUCHING DOWN WITH A SLIGHT SLIDE ON LANDING I SECURED THE NUMBER TWO ENGINE AND SHUTDOWN THE NUMBER 1 PER THE CHECKLIST. 8-20-21 THIS IS THE WORK WE HAVE COMPETED SO FAR FOR TROUBLE SHOOTING. 1) REPLACED THE #2 ENGINE FUEL CONTROL. 2) REPLACED THE MAIN FUEL SUPPLY LINE FROM ENGINE DECK TO MAIN FUEL FILTER, INSPECTED FUEL SUPPLY AND DISTRUBUTION SYSTEM AND COMPONENTS AND CHECKED OPERATION OF FUEL SHUT OFF VALVE. CAUSE IS STILL TO BE DETERMINED AT THIS TIME. OPEN