Bemidji Aviation Services, Inc.

The pilot’s delayed use of carburetor heat which resulted in the loss of engine power due to carburetor icing.

Operated by BEMIDJI AVIATION SERVICES INC (per NTSB report)

Maintenance personnel’s inadequate inspection of the airplane, which failed to detect and correct chafed electrical wiring and a degraded fuel bladder with holes, which resulted in ignition of fuel vapor and a right wing explosion.

Operated by Bemidji Aviation Services, Inc. (per NTSB report)

The pilot’s decision to attempt takeoff with frost covering the airplane and rotating below the published rotation speed, which led to exceedance of the airplane’s critical angle of attack and an aerodynamic stall.

Operated by Bemidji Aviation (per NTSB report)

The improper maintenance of the outboard left wing, which allowed electrical arcing and leaking of the fuel sending unit and subsequently resulted in ignition of fuel vapors and an explosion of the outboard left wing.

Operated by Bemidji Aviation Services Inc (per NTSB report)

The pilot’s failure to properly secure the crew hatch door before takeoff, which resulted in his distraction and his failure to maintain airplane control and airspeed.

Operated by Bemidji Aviation Services, Inc. (per NTSB report)

The failure of the copilot’s windshield inner layer due to a peel chip that developed as a result of mechanical and thermal expansion stresses.

Operated by BEMIDJI AVIATION SERVICES INC (per NTSB report)

The pilot’s failure to stop the airplane on the downsloping, ice-contaminated runway after landing with a tailwind. Contributing to the accident was the pilot’s failure to account for the wind conditions and failure to obtain runway conditions.

Operated by Bemidji Aviation Services Inc. (per NTSB report)

An in-flight loss of control and impact with terrain for reasons that could not be determined because postaccident examination did not reveal any anomalies that would have precluded normal operation.

Operated by BEMIDJI AVIATION SERVICES INC (per NTSB report)

Loose electrical connections to the hydraulic system and anomalies in the hydraulic shuttle valve and power pack, which resulted in an uncommanded gear unlock and collapse of the left main landing gear. Contributing to the accident was the operator’s failure to comply with the life limits outlined by the hydraulic power pack’s manufacturer.

Operated by BEMIDJI AVIATION SERVICES INC (per NTSB report)

The pilot not setting the parking brake adequately while holding for departure. Contributing to the accident was the pilot being distracted while doing his paperwork.

Operated by BEMIDJI AVIATION SERVICES INC (per NTSB report)

The pilot's improper flare which resulted in a hard landing. Contributing to the accident was the unforcasted freezing rain that obscured the windscreen and hindered the pilot's ability to judge the height of the airplane above the runway.

Operated by BEMIDJI AIR SERVICE, INC. — On-demand air taxi (135) Operator Does Business As: (per NTSB report)

TOTAL FAILURE OF THE ELECTRICAL SYSTEM DURING IFR OPERATIONS & THE AIRCRAFT'S COLLISION WITH A ROCK FENCE DURING THE SUBSEQUENT GEAR-UP PRECAUTIONARY LANDING.

Sanction: $82,875 · case closed 2023-07-13

Sanction: $8,000 · case closed 2020-07-09

Sanction: $500 · case closed 2007-02-21

Part: DISPLAY — FAILED (ZONE 200) · airframe 7,221 hrs

GARMIN 600 PFD FAILED IN CRUISE FLIGHT

Part: HOOK — BROKEN (DOWN LOCK) · airframe 13,549 hrs · 18,121 cycles

DURING A INSPECTION FOR FERRY FLIGHT FOR ANOTHER REASON, MAINTENANCE FOUND THE LOWER PORTION OF THE HOOK - DOWN LOCK BROKEN, THAT THE GUIDE - MALE SPRING ATTACHES TO, ALSO THE GUIDE - MALE SPRING WAS BENT INSIDE THE GUIDE - FEMALE SPRING. THIS IS PART OF THE DRAG BRACE ASSEMBLY THAT HAS A TIME LIMIT OF 7500 CYCLES OR 5YRS FOR OVERHAUL. TIME ON COMPONENT WAS 2048 CYCLES AND 4 YEARS 10 MONTHS AT TIME OF DISCOVERY.

Part: BRAKE SYS — INTERMITTENT (ZONE 700) · airframe 16,488 hrs

WHILE TAXIING OUT TO RUNWAY, PILOT REPORTED LEFT HAND BRAKES OUT / INTERMITTENT. THE PILOT TAXIED BACK TO THE RAMP, SHUT DOWN AND REPORTED THE INCIDENT TO MAINTENANCE AND OPERATIONS.

Part: BRAKE SYS — INTERMITTENT (ZONE 700) · airframe 16,488 hrs

WHILE TAXIING OUT TO RUNWAY, PILOT REPORTED LEFT BRAKE SOFT. THE PILOT TAXIED BACK TO THE RAMP, SHUT DOWN AND REPORTED THE INCIDENT TO MAINTENANCE AND OPERATIONS.

Part: HEATER — ODOR (COCKPIT) · airframe 21,423 hrs

PILOT REPORTED SEEING A FLASH OF LIGHT AND A BURNING SMELL COMING FROM BELOW THE INTERMENT PANEL ON THE R/H SIDE BY THE RUDDER PEDDLES AREA. THE PILOT REPORTED AFTER TURNING THE COMBUSTION HEATER OFF THE PROBLEM WENT AWAY.

Part: ALTERNATOR — BURNED OUT (NR 1) · airframe 18,123 hrs

ALTERNATOR IN THE NR 1 POSITION FAILED IN FLIGHT. THE MAIN POWER STUD IS ATTACHED TO A PORTION OF THE RECTIFIER PLATE JUST AFTER A 90 DEGREE BEND, BROKE OFF AND CAUSED SIGNIFICANT ARCING AND BURNING IN THE ALTERNATOR. RIGHT NEXT TO THE BEND IN THE RECTIFIER PLATE THERE IS A STICKER THAT SAYS "MADE IN CHINA". THE FAILURE ON THIS ALTERNATOR AND ALL THE OTHERS LIKE IT WE HAVE SEED IS THE FAILURE OF THE METAL IN THE 90 DEGREE BEND. PILOT TURNED OFF AND LANDED WITHOUT INCIDENT. THESE ARE NOT FACTORY ORIGINAL THEY ARE A REPLACEMENT ALTERNATOR FOR OUR INSTALLATION.

Part: CONNECTING ROD — BROKEN (LT ENGINE) · airframe 5,962 hrs

PILOT NOTICED ONSET OF SIGNIFICANT VIBRATION, FOLLOWED BY OIL PRESSURE LOSS. SHUT DOWN LT ENGINE ON FINAL AT KMSP. PILOT NOTIFIED MSP TOWER OF ENGINE FAILURE. ONCE ON GROUND UPON COWLING REMOVAL THERE WAS EVIDENCE THE PISTON ROD ON NR 8 CYLINDER HAD A ROD BRAKE AND POKE A HOLE THROUGH THE CASE.

Part: ALTERNATOR — BROKEN (RT ENGINE) · airframe 15,525 hrs

RT ENGINE ALTERNATOR POWER SUPPLY STUD BROKE OFF RECTIFIER PLATE, AT THE PLATES 90 DEGREE BEND NEXT TO MADE IN CHINA STICKER. LOOKED LIKE CRACK STARTED FROM STRESS RISERS THAT FORMED IN THE BEND RADIUS OF THE RECTIFIER PLATE.

Part: DME — FAILED (COCKPIT)

PILOT REPORTED SMOKE IN COCKPIT AND MADE AN UNSCHEDULED LANDING SAFELY AT ALTERNATE AIRPORT. UPON INVESTIGATION IT WAS FOUND THAT THE DME HAD INTERNALLY FAILED AND BURNT THE CONNECTOR. THE DME IS NOT TRACKED BY TIME OR CYCLES. SO TIMES ARE UNKNOWN.

Part: INTAKE VALVE — BROKEN (NR 1 CYLINDER) · airframe 20,719 hrs

THE #1 CYLINDER INDUCTION VALVE FAILED IN FLIGHT. THE PROBLEM WAS NOT DETECTED UNTIL THE PILOT DID HIE POST FLIGHT WALK AROUND. THE VALVE BROKE IN HALF AT THE NARROW SPOT WERE THE VALVE KEEPERS ARE. THE VALVE PART NUMBER IS 17A23937, AND CONTROL NUMBER FOR THE VALVE IS 432408-32. AFTER THE VALVE FAILED IT FELL INTO THE CYLINDER CAUSING LOTS OF DAMAGE. THE INDUCTION SYSTEM WAS ALSO FILLED WITH OIL AND THE AIRCRAFT HAD LOST A SIGNIFICANT PORTION OF ITS OIL.

Part: POWERPACK — MALFUNCTIONED (HYDRAULIC SYS)

LT GEAR COLLAPSED UPON LANDING. ACFT WAS FERRIED BACK TO DEPARTURE FOR MX AND REPAIR. PERFORMED AN OPS CHECK OF GEAR RETRACTION AND EXTENSION IAW MM. NOTE: LT GEAR IS FIRST TO RETRACK AND FIRST TO EXTEND. PERFORMED EMERGENCY PROCEDURE AND ALL CHECKED GOOD. NR9) INSPECTED ELECTRICAL CIRDUIT FROM C/B (LANDING GEAR CONTROL) TO HYD POWER PACK, FOUND 2 LOOSE CONNECTIONS, 1 AT CB AND THE OTHER AT BUS TIE SWITCH. REPLACED HYDRAULICS POWERPACK UNIT (INCLUDING SHUTTLE VALVES) WITH O/H UNIT. AIRCRAFT TEST FLOWN AGAIN, ALL SYS CHECKED NORMAL. WE HAVE REVISED OUR LIFE LIMIT ON HYD POWERPACK IAW 227-SL-037.

Part: LIMIT SWITCH — OUT OF RIG (LANDING GEAR) · airframe 12,755 hrs

LANDING GEAR LIMIT SWITCH FAILED TO STOP MOTOR DURING RETRACTION CAUSING LANDING GEAR CIRCUIT BREAKER TO POP. PILOT CHOSE TO MANUALLY EXTEND THE GEAR AND LAND WITHOUT ANY FURTHER INCIDENT. THE AIRCRAFT WAS FERRIED TO BEMIDJI, MN WHERE MAINT. DIAGNOSED THE PROBLEM AND RIGGED SWITCH IAW BEECH MAINT MANUAL. LANDING GEAR WAS OPERATED ON JACKS IN THE HANGAR SEVERAL TIMES AND HAS BEEN FLOWN WITHOUT ANY OTHER PROBLEMS.

Part: DIPSTICK — UNSECURE (ENGINE) · airframe 22,717 hrs · 32,903 cycles

PILOT DID NOT PROPERLY SECURE DIPSTICK RESULTING IN OIL LOSS, CAUSING OIL WARNING LIGHT TO ILLUMINATE AND ENG SHUT DOWN IN FLIGHT.

Part: MOTOR — DAMAGED (LANDING GEAR) · airframe 18,659 hrs · 2 cycles

LANDING GEAR WOULD NOT RETRACT ELECTRICALLY AND HAD TO BE PUMPED DOWN CAUSING AN UNSCHEDULED LANDING IN BJI. REMOVED LANDING GEAR MOTOR AND FOUND STRIPPED TEETH ON GEAR.

Part: ELECTRICAL SYS — ERRATIC (AVIONICS) · airframe 16,880 hrs

AVIONICS POWER FAILURE RESULTING IN AN UNSCHEDULED LANDING CAUSED BY SUSPECTED AVIONICS CIRCUIT BREAKER FAILURE.

Part: HINGE — CRACKED (MLG DOOR)

DURING INTERM INSP, MECHANIC NOTICED CRACK IN HINGE NEAR LT LANDING GEAR FWD ATTACH POINT. CRACK WAS FOUND INSIDE NR 1 LANDING GEAR WELL. UPON FURTHER INSP, THE BOX SECTION HINGE WAS FOUND TO BE CRACKED ALL THE WAY THROUGH THE HINGE. CRACK LOCATED AT WS 65.750.

Part: CLEVIS BOLT — CORRODED (NLG) · airframe 12,117 hrs

NO NOSE GEAR DOWNLOCK INDICATION CAUSED BY THE SEIZURE OF DOWNLOCK HOOK BOLT.

Part: BOLT — FAILED (CONNECTING ROD)

NR 1 ENGINE SHUTDOWN IN FLIGHT. SUSPECTED NR 7 CONNECTING ROD BOLT FAILURE. CAUSING CYL SEPARATION FROM CASE AND CRANK CASE CRACK. AC LANDED SAFELY WITHOUT OTHER DAMAGE. (K)

Part: ACTUATOR — FAILED (NLG) · airframe 14,985 hrs

PILOT SELECTED GEAR DOWN FOR LANDING AND HAD NO NOSE INDICATION. HE PERFORMED A LOW LEVEL PASS AND GROUND PERSONNEL DETERMINED THAT THE NOSE GEAR WAS NOT IN THE DOWN AND LOCKED POSITION. A GEAR UP LANDING WAS MADE WITH MINOR DAMAGE TO THE AIRCRAFT. FURTHER INSPECTION REVEALED THE NOSE ACTUATOR HAD FAILED INTERNALLY.

Part: BEARING — FAILED (ALTERNATOR)

NR 1 ALTERNATOR WENT INOPERATIVE IN FLIGHT INVESTIGATION FOUND REAR ROTOR BEARING OF ALTERNATOR HAD NO GREASE AND FAILED.

Part: STIFFENER — CRACKED (AFT BULKHEAD)

INSPECTION REVELAED THE PARTS TO BE CRACKED BETWEEN RIVET HOLES WHERE STIFFENER WAS ATTACHED TO AFT BULKHEAD. NO FURTHER DAMAGE WAS NOTED AFTER PART WAS REMOVED.

Part: STIFFENER — CRACKED (AFT BULKHEAD)

INSPECTION REVEALED THE PART TO BE CRACKED BETWEEN RIVET HOLES WHERE STIFFNER WAS ATTACHED TO AFT BULKHEAD. NO FURTHER DAMAGE WAS NOTED AFTER PART WAS REMOVED.(K)

Part: STIFFENER — CRACKED (AFT BULKHEAD)

INSPECTION REVEALED THE PARTS TO BE CRACKED BETWEEN RIVET HOLES WHERE STIFFENER WAS ATTACHED TO AFT BULKHEAD. NO FURTHER DAMAGE WAS NOTED AFTER PART WAS REMOVED.(K)

Part: GEAR — STRIPPED (FLAP MOTOR)

GEAR ON END OF ARMATURE STRIPPED CAUSING FLAPS TO BE INOPERATIVE, ALSO CAUSED CONTAMINATION TO FLAP GEARBOX.

Part: POINTS — MELTED (MAGNETO)

MELTING OF NYLON WHERE IT CONTACTS POINT ARM DURING OPENING AND CLOSING OF POINTS DURING OPERATION. INFERIOR NYLON USED, NOT RESISTANT TO WEAR OR HEAT.

Part: SERVO — FAILED (FUEL CONTROL)

PILOT REPORTED RT ENGINE TO BE LOW ON POWER, FOUND ENGINE TO BE RUNNING VERY RICH, WHICH CAUSED PLUGS TO FOUL, INSTALLED OVERHAULED FUEL SERVO AND CLEANED PLUGS, GROUND RUN AND TEST FLIGHT OK.

Part: LINK — BROKEN (MLG) · airframe 10,930 hrs

ROUTINE FLIGHT, PREPARING AIRCRAFT FOR LANDING, SELECTED GEAR DOWN AND DIDN'T GET RIGHT MAIN GEAR DOWN AND LOCKED LIGHT. ATTEMPTED MANUAL GEAR EXTENSION WITH NO CHANGE IN GEAR INDICATION. REQUESTED FLY BY FOR VISUAL CHECK OF GEAR EXTENSION. GROUND REPORT ALL GEAR TO DOWN. CONFIGURED AIRCRAFT FOR MINIMUM SPEED LANDING. LANDED ON LEFT MAIN AND NOSE GEAR, SLOWED DOWN AND ALLOWED RIGHT MAIN TO CONTACT GROUND. RIGHT MAIN DID NOT HOLD AIRCRAFT WEIGHT, RIGHT ENGINE SHUTDOWN PRIOR TO PROPELLER CONTACTING GROUND. MINIMAL DAMAGE TO AIRCRAFT DUE TO HIGH FLOATATION LANDING GEAR.

Part: GEAR — BROKEN (ARMATURE)

A NEW STARTER NEEDS TO BE DESIGNED. ENGINE DID NOT KICK BACK DURING START.

Part: TORQUE SHAFT — CORRODED (TAIL SECTION)

DURING A SCHEDULED INSPECTION OF THE TAIL AREA THE TECHNICIAN DISCOVERED CORROSION HAD PENETRATED THROUGH THE TORQUE SHAFT. TUBE IS MADE OF STEEL AND IS SUBJECT TO RUST.

Part: MOTOR — DAMAGED (T/E FLAP)

FLAPS FAILED TO MOVE.

Part: EXHAUST VALVE — BROKEN (CYLINDER)

EXHAUST VALVE BROKEN IN HALF.

Part: TRIM ACTUATOR — SEIZED (LT AILERON)

DURING A ROUTINE SCHEDULED INSPECTION OF THE AILERON TRIM SYSTEM, THE AILERON TRIM SYSTEM FROZE BEFORE FINISHING ONE FULL CYCLE. SUBSEQUENT INVESTIGATION REVEALED THE AILERON TRIM JACK WAS COMPLETELY SEIZED. THE UNIT IS REGULARLY LUBED AND INSPECTED. IT IS UNKNOWN WHAT CAUSED THE PROBLEM AT THIS TIME, BUT TKS FLUID IS SUSPECTED. (X)

Part: MOTOR — FAILED (MLG)

PILOT TOOK OFF AND TRIED TO RETRACT LANDING GEAR. CIRCUIT BREAKER TRIPPED FOR LANDING GEAR MOTOR. PILOT USED EMERGENCY BLOW-DOWN TO EXTEND THE GEAR TO THE DOWN AND LOCKED POSITION. PILOT LANDED SAFELY. THIS AIRCRAFT HAD PREVIOUSLY BEEN CONVERTED FROM A MECHANICAL TO A HYDRAULIC GEAR SYSTEM BY AVIR DESIGN. ELECTRIC MOTOR WAS REMOVED AND DISASSEMBLED. THE GEAR AT THE DRIVE END OF THE ARMATURE WAS FOUND LOCKED UP. BEARING PN 77R14. BEARING WAS REPLACED AND GEAR RETRACTION TESTED NORMALLY. STC SA 4013WE.

Part: ADAPTER — CRACKED (HYDRAULIC PUMP)

OIL LEAK WAS FOUND AT THE REAR OF ENGINE. AFTER INSPECTION, AN OBVIOUS CRACK WAS SEEN ON ADAPTER FLANGE. ADAPTER FLANGE SHOULD BE REINFORCED TO PREVENT FAILURE OF FLANGE. THIS OPERATOR HAS HAD THIS FAILURE OCCUR BEFORE.

Part: RIVETS — LOOSE (TORQUE TUBE)

ALL RIVETS HOLDING TORQUE TUBE, PN 50-630000-126, TO FITTING, PN 50-600016, AND FITTING, PN 50-600017, HAVE SHEARED OFF. UNKNOWN REASONS. UNDER NORMAL USE CONDITIONS.

Part: ADAPTER — CRACKED (HYDRAULIC PUMP)

WHILE INSPECTING ENGINE, LEAK WAS FOUND COMING FROM REAR. AFTER CLOSER INSPECTING, SUSPECTED CRACK WAS FOUND AND ADAPTER WAS REMOVED FOR POSITIVE VERIFICATION. WEIGHT OF VACUUM PUMP STRESSING PUMP ADAPTER CAUSING IT TO CRACK. SUBMITTER SUGGESTED MORE MATERIAL NEEDS TO BE ON FLANGE FOR MORE STRENGTH. STC NR SA444SW.

Part: STUD — FAILED (NR 5 CYLINDER)

CYLINDER HOLD DOWN STUD BROKE UNDER NUT. SUSPECT DEFECTIVE STUD.

Part: TIRE — LEAK (WEEP HOLES)

SUBMITTER STATED OPERATION HAS BEEN HAVING PROBLEMS WITH TIRES LEAKING FROM WEEP HOLES AFTER HAVING BEEN RETREADED BY REPAIR STATION NR BX3R4131. WE MARK THE TIRES AND RETURN THEM TO THE COMPANY. THEY RETREAD THEM AND SEND THEM BACK AND THEY STILL LEAK. THE WEEP HOLES ARE ON THE SIDES AND THE RETREADING DOES NOT GO DOWN THAT FAR.

Part: TORQUE TUBE — CRACKED (ELEVATOR)

ELEVATOR TORQUE TUBE ASSY, P/N 115610010325, INSPECTED PER SB 2145 (RECURRING) DATED APRIL, 1986. AIRCRAFT HISTORY INDICATES NUMEROUS REPLACEMENTS DUE TO CRACKS IN SUPPORT ASSY, P/N 1156100181, OR TORQUE TUBE, P/N 11510010325.

Part: TORQUE TUBE — CRACKED (ELEVATOR)

AS PART OF A CONTINUOUS SURVEILLANCE PROGRAM, OPERATOR VISUALLY INSPECTED THE AREA AROUND THE TAPER PINS EACH 100-HOUR INSP. BEECH WROTE SB 2145 WHICH PERTAINS TO DISASSEMBLY AND INSPECTION OF THIS COMPONENT EACH 1,000 HOURS. AFTER THE FIRST 1,000-HOUR INSPECTION, OPERATOR VISUALLY INSPECTED THE SUPPORT EVERY 100 HOURS AND FOUND CRACKS AROUND THE TAPER PIN. TT: 1,400-1,700 HOURS. SUBMITTER STATED THIS IS A $1,400 PART WHICH COULD BE MADE STRONGER IN SUCH A HIGH VIBRATION AREA. SYSTEMATICALLY BALANCING THE PROPELLERS HAS NOT ELIMINATED THIS PROBLEM.

Part: VALVE ASSY — FAILED (THERMO BYPASS)

A NEW OIL TEMP CONTROL VALVE WAS USED FOR ENGINE OVERHAUL PN 5E19600. ENGINE OIL TEMP FOR FIRST 100 HRS TIS WAS NORMAL. THE NEXT 31.2 HRS TIS, OIL TEMP INCREASED TO RED LINE. PN 5E19600 WAS TESTED AND FOUND DEFECTIVE.

Part: GEAR — FAILED (FLAP GEARBOX)

INVESTIGATION FOR CAUSE OF FLAP GEAR BOX FAILURE FOUND POOR TEETH ENGAGEMENT OF GEARBOX TEETH AND MOTOR GEAR TEETH.

Part: GEAR — FAILED (FLAP)

INVESTIGATION FOR CAUSE OF FLAP GEAR BOX FAILURE FOUND POOR TEETH ENGAGEMENT OF GEARBOX TEETH AND MOTOR GEAR TEETH.

Part: DEICE BOOT — FAILED (NR 2 PROP WIRES)

DEICE BOOT LEAD BREAKS 12 INCHES FROM TERMINALS AFTER FOLLOWING NEW INSTALLATION SUGGESTIONS.

Part: DEICE BOOT — FAILED (NR 1 PROPELLER)

PROPELLER DEICE LEAD BREAK 12 INCHES FROM TERMINALS AFTER FOLLOWING NEW INSTALLATION INSTRUCTIONS.

Part: TQ INDICATION — MALFUNCTIONED (NR 2 ENGINE)

PDX- ON TAKEOFF ROLL, NR 2 ENGINE TORQUE INDICATION STARTED TO FLUCTUATE. ABORTED TAKEOFF AND RETURNED TO THE GATE. AIRCRAFT UNDER REPAIRS.

Part: BRAKES — OUT OF ADJUST (LEFT)

PDX - RIGHT BRAKE REQUIRES PUMPING TO FEEL AS FIRM AS THE LEFT BRAKE. REMOVED NR 4 WHEEL AND ADJUSTED NR 3 AND NR 4 BRAKE SELF ADJUSTERS, OPERATIONAL CHECK GOOD.

Part: BRAKES — REQD SERVICE (RIGHT)

PDX- RIGHT BRAKE REQUIRES PUMPING FOR FULL APPLICATION ON ROLLOUT. BLED RIGHT BRAKES, OPERATIONAL CHECK GOOD.

Part: BEAM — CRACKED (RUD PEDAL BS 115)

RUDDER PEDAL QUADRANT MOUNT BEAM CRACKED. CRACK WAS FOUND ON THE BOTTOM BEND UNDER SUPPORT BRACKET (RUDDER) BOLT HOLES. SUSPECT POSSIBLE CAUSE, RUDDER CABLE TENSION TOO HIGH.

Part: CARBON SEAL — WORN (NR 2 ENGINE)

OIL SMELL IN BLEED AIR SYSTEM. GROUND RAN DETERMINED SMELL COMING FROM NR 2 BLEED. PLACED ON MEL. MEL CLEARED BY REPLACING THE NR 2 ENGINE GEARBOX CARBON SEAL. PERFORMED GROUND RUN ON AIRCRAFT, CHECKED GOOD.