Mercy Flights Inc

Operated by MERCY FLIGHTS INC (per NTSB report)

The failure of pilot to extend the landing gear during landing.

Sanction: $3,300 · case closed 2018-04-20

Part: PACKING — SWOLLEN (HYD MODULE) · airframe 752 hrs · 3,569 cycles

AT 0203 EDST ON 7/21/2026 N505TJ LANDED UNEVENTFULLY ON TOP OF OISHEI CHILDREN'S HOSPITAL (1NY2) FOR PATIENT DELIVERY. AT APPROXIMATELY 0230 EDST, ENG1 WAS STARTED. AFTER STARTING ENG2, N505TJ LOST HYDRAULIC SYSTEM #2 BEFORE DEPARTURE TO KBUF. CREW REPORTED HEARING A GRINDING NOISE AND THE PILOT REPORTED SEEING THE #2 HYDRAULIC SYSTEM INDICATION TURN RED WITH AN ASSOCIATED MASTER WARNING INDICATION BEFORE IMMEDIATELY SHUTTING DOWN. AFTER SHUTDOWN, IT WAS NOTED THAT HYDRAULIC FLUID HAD COVERED THE RIGHT SIDE OF THE AIRCRAFT. THE DOM WAS CONTACTED AND HE RESPONDED FOR INVESTIGATION. THE AIRCRAFT REMAINED ON THE ROOFTOP UNTIL MAINTENANCE WAS DISPATCHED AT 0830 ON 7/21/2026 FOR REPAIR/RECOVERY. UPON INSPECTION, IT WAS DISCOVERED THAT AN O-RING P/N M83461/2-905 ON THE INBOARD PORT PLUG OF THE #2 INTEGRATED HYDRAULIC MODULE HAD BLOWN OUT AND CAUSED THE SUBSEQUENT LOSS OF HYDRAULIC FLUID IN THE #2 SYSTEM. THE O-RING WAS REPLACED AND THE #2 HYDRAULIC SYSTEM WAS SERVICED. A GROUND RUN WAS COMPLETED FOR LEAK CHECK AND THE AIRCRAFT DEPARTED 1NY2 FOR HOME BASE AT 1056 AND ARRIVED AT KBUF AT 1059. THE AIRCRAFT WAS REINSPECTED AND CLEANED UPON ARRIVAL. NO FURTHER DEFECTS WERE NOTED AT THAT TIME. AIRCRAFT HAS RETURNED TO SERVICE. THERE ARE CURRENTLY NO ASSOCIATED AD'S OR ASB'S.

Part: WINDSHIELD — SHORTED (COCKPIT LEFT)

IN FLIGHT FIRE REPORTED AT LOWER PILOT WINDSHIELD/ INSTRUMENT PANNEL AREA. REPORTING REQUIRED PURSUANT FAR 135.415 (A)(2) & (5). AIRCRAFT LANDED WITHOUT INCIDENT AT CRESCENT CITY,CA (CEC). POST INCIDENT INVESTIGATION REVEALED LEFT HAND WINDSHIELD HEAT TERMINAL BONDING SEPERATION CASUING ELECTRICAL CONNECTION FAILURE. NO DAMAGE TO OTHER SYSTEMS OR COMPONENTS NOTED.

Part: UNKNOWN — MALFUNCTIONED (LANDING GEAR) · airframe 453 hrs · 517 cycles

HAD AN ISSUE REQUIRING US TO DECLARE AN EMERGENCY WITH OUR AIRCRAFT. THE FLIGHT WAS TO BE GOING TO HIO AND ON THE SEQUENCE OF PREPARING TO LAND THE MAIN LANDING GEAR WAS SELECTED DOWN AND ONLY HAD ILLUMINATION OF THE NOSE AND LT GEAR WITH “GREEN” DOWN INDICATION. THE PILOTS PERFORMED THE EMERGENCY GEAR EXTENSION PROCEDURE WITHOUT ILLUMINATION OF THE RT .GREEN” DOWN INDICATION. THE PILOTS THEN DIVERTED TO PDX AND AS THEY APPROACHED WERE JOINED BY A POLICE AIRCRAFT THAT USED THERE INFRARED CAMERA TO LOOK AT THE GEAR. THE CHASE PLANE TOLD THEM THAT THE GEAR APPEARED TO BE DOWN. THEN MADE THE DOWNWIND APPROACH AND IN THIS TIME THE RT “GREEN” DOWN LIGHT ILLUMINATED AND CONTINUED WITH LANDING WITH NO FURTHER INCIDENT. WILL FOLLOW UP WITH EXACT DETAILS WHEN AVAILABLE. SUBMITTING WITHIN THE REQUIRED 96 HOUR TIMEFRAME.

Part: PLATE — DETERIORATED (ENGINE) · airframe 988 hrs · 3,187 cycles

DURING FLIGHT ENGINE OIL PRESSURE INDICATION DROPPED IMMEDIATELY AND BY 10 PSI. OIL PRESSURE WAS STILL IN ACCEPTABLE RANGE(GREEN)FOR CONTINUED OPERATION. SECOND LEG OF FLIGHT HAD REPEATED DROP IN PRESSURE IN FLIGHT. AIRCRAFT GROUNDED UPON RETURN TO HOME BASE FOR FURTHER INVESTIGATION OF ISSUE. UPON HAVING OUTSIDE SERVICE VENDOR COME AND DISASSEMBLE ENGINE OIL CHECK VALVE ASSEMBLY IT WAS DISCOVERED THAT THE LOWER PLATE (DELTA WASHER) P/N: 6898809 HAD DETERIORATED IN SIZE ALLOWING IT TO FALL INTO THE GEARBOX HOUSING OIL TUBE UPON REMOVAL OF THE CHECK VALVE ASSEMBLY. THE REMAINING PLATE (DELTA WASHER) ALSO EXHIBITED DETERIORATION TO THE POINT AS TO NOT ALLOW IT TO BE RETAINED BY THE SNAP RING OF THE CHECK VALVE ASSEMBLY. THE CAUSE OF THE OIL PRESSURE FLUCTUATION WAS THE DETERIORATION OF THE PLATE (DELTA WASHER) P/N: 6898809. MANUFACTURER IS AWARE THAT THIS IS A KNOWN ISSUE BUT HAS NOT ISSUED ANY SB, SI OR REQUEST FOR AD. MANUFACTURER HAS ISSUED A PART INFORMATION LETTER (M250 PIL 2017-005-G REV. 1). IT HAS BEEN REPORTED THROUGH OTHER SOURCES THAT MANUFACTURER HAD CHANGED THE PROCESS FOR MANUFACTURING THE SUSPECT PART. IT IS OF MY OPINION THAT IF THIS WAS ALLOWED TO CONTINUE THAT FAILURE OR GREATER LOSS OF OIL PRESSURE BEYOND ACCEPTABLE LIMITS WOULD HAVE RESULTED IN AT A MINIMUM A PRECAUTIONARY LANDING OR POSSIBLY WORSE.

Part: ANTENNA — INOPERATIVE (NR 2 GPS)

TROUBLESHOT BOTH NR 1 & 2 GPS SYSTEMS DUE TO BEING INOPERATIVE. FOUND NR 2 ANTENNA RESISTANCE CHECKED OK, ANY TIME NR 2 GPS SYSTEM TURNED ON IT CAUSED A BLOCKAGE OF ALL GPS SIGNALS TO ACFT. WITH NR 2 GPS SYS TURNED OFF NR 1 GPS SYS OPERATED GOOD WITH NO PROBLEMS NOTED. INSTALLED NEW NR 2 ANTENNA AND BOTH SYS OPS TESTED OK WITH NO PROBLEMS NOTED.