Air Medical Resource Group LLC

Operated by Air Medical Resource Group (per NTSB report)

MGB CHIP LIGHT ILLUMINATED IN CRUISE FLIGHT. REDUCED POWER. LIGHT EXTINGUISHED. TURNED AROUND AND RETURNED TO KGYR. LIGHT REMAINED EXTINGUISHED EXCEPT FOR ONE OR TWO VERY MOMENTARY FLICKERS. LANDED SAFELY AT KGYR. INSPECTED MGB CHIP DETECTOR IAW AMM 05-50-00, 6-1 AND PERFORMED FAULT ISOLATION CHECK IAW AMM 60-00-00, 1-1. NO DEFECTS NOTED. GROUND RUN PERFORMED WITH NO DEFECTS NOTED.

DURING THE RETURN FLIGHT AFTER THE PATIENT HAD BEEN DROPPED OFF, THE MGB CHIP LIGHT ILLUMINATED IN FLIGHT. I IMMEDIATELY REDUCED POWER AND LOOKED FOR A SUITABLE LANDING SPOT, USING MY CREW TO HELP LOOK FOR OBSTACLES. I MONITERED THE MGB TEMP AND MGB P LIGHTS. NEITHER ILLUMINATED. UPON LANDING I CONTACTED DISPATCH, MAINTENANCE, AND THE PMOC. THE LANDING WAS CARRIED OUT WITHOUT INCIDENT. INSPECTED CHIP DETECTOR AND PERFORMED FAULT ISOLATION TEST IAW AMM 05-50-00,6-1 AND AMM 60-00-00,1-1 AND FOUND NO DEFECTS. PERFORMED GROUND RUN AND COULD NOT DUPLICATE.

MAIN ROTOR GEARBOX CHIP CAUTION LIGHT ILLUMINATED IN CRUISE FLIGHT. THE APPROPRIATE EMERGENCY PROCEDURE WAS FOLLOWED FOR THE CAUTION LIGHT (REDUCE POWER, LAND AS SOON AS POSSIBLE) AND A PRECAUTIONARY LANDING WAS MADE AT AN UNOCCUPIED SOCCER FIELD. INSPECTED CHIP DETECTOR AND PERFORMED FAULT ISOLATION TEST IAW AMM 05-50-00,6-1 AND AMM 60-00-00,1-1 AND FOUND NO DEFECTS. PERFORMED GROUND RUN AND COULD NOT DUPLICATE.

SHORTLY AFTER DEPARTING THE HELIPAD NOTED THAT THE BATTERY AND INSTRUMENT LIGHT WARNING LIGHTS WERE ILLUMINATED ON THE CAUTION, AND ADVISORY PANEL. THE CREW AND I ELECTED TO RETURN TO THE PAD AT CODY REGIONAL HEALTH TO TRANSFER THE PATIENT BACK TO THE HOSPITAL. NO ADDITIONAL ABNORMALITIES OCCURRED THROUGHOUT THE FLIGHT WHICH LASTED FOR APPROXIMATELY 10 MINUTES FROM TAKE-OFF TO LANDING BACK AT THE PAD. REMOVED DEFECTIVE RELAY AND INSTALLED NEW RELAY I/A/W AIRBUS STANDARD PRATICE MANUAL MTC CHAPTER 20. OPERATIONAL CHECK GOOD.

AIRCRAFT CABIN HEAT P2 OVHT LIGHT IN FLIGHT. PILOT DEACTIVEATED SYSTEM AND CONTINUED FLIGHT, PER RFM. REPLACE DEFECTIVE THERMAL SWITCH P/N 704A32135018 AND RETURNED AIRCRAFT TO SERVICE.

"ENGINE CHIP" ILLUMINATION DURING FLIGHT. LIGHT FLICKERED ABOUT 5-8 SECONDS THEN WENT SOLID. ENGINE CHIP PROCEDURE INITIATED. MADE PRECAUTIONARY LANDING AND CONTACTED MAINTENANCE. TECHNICIAN COMPLIED WITH ENGINE CHIP LIGHT PROCEDURES, IAW SAFRAN EMM 71-00-06-814-801-A01 & 71-02-07-280-802-A01, FIG 205 LEVEL A & DECISION TABLE A. AIRCRAFT WAS RETURNED TO SERVICE.

ENGINE CHIP WARNING LIGHT ILLUMINATED DURING FLIGHT. PILOT MADE A PRECAUTIONARY LANDING. MAINTENANCE COMPLETED LEVEL A PROCEDURE, IAW THE ENGINE MM. CHANGED OIL AND FILTERS, AIRCRAFT RETURNED TO SERVICE.

COPILOT'S WINDSHIELD CRACKED - THE OUTER PANE SHATTERED INTO MANY PIECES

PILOT REPORTED SHORTLY AFTER DEPARTING YUMA MEDICAL CENTER THE "MGB CHIP" LIGHT ILLUMINATED. PILOT LANDED AT KNYL.

#2 GTN650 COMM, SKY CONNECT SAT PHONE AND STANDBY ATTITUDE INDICATOR CUTTING ON AND OFF. AIRCRAFT RETURNED TO BASE. FOUND AVIONICS RELAY AND CONNECTOR WERE WET. CLEANED AND DRIED RELAY AND CONNECTOR. OPS CHECK NORMAL.

AUXILIARY CABIN HEAT WAS TURNED ON IN CRUISE FLIGHT AT FL240. SOON THERE AFTER SMOKE AND FUMES STARTED DEVELOPING IN THE CABIN.

TGB CHIP LIGHT ILLUMINATED IN LEVEL FLIGHT EN ROUTE. LIGHT FLICKERED AND THEN EXTINGUISHED AND REMAINED OFF FOR THE REST OF THE FLIGHT FOLLOWING POWER REDUCTION PER RFM. MAINTENANCE PERFORMED PROCEDURES IAW EC130T2 AMM 05-50-00, 6-1. NO CHIPS OR DEFECTS FOUND DURING FAULT ISOLATION PROCEDURE. AIRCRAFT WAS RETURNED TO SERVICE.

PILOT EXPERIENCED LIMITED CONTROL MOVEMENT IN THE AFT-LEFT QUADRANT OF TRAVEL. A PRECAUTIONARY LANDING WAS MADE. MAINTENANCE DETERMINED THE CYCLIC FRICTION CUPS WERE DIRTY AND CAUSING RESISTANCE TO MOVEMENT. CUPS WERE CLEANED AND THE AIRCRAFT WAS RETURNED TO SERVICE.

FOUND THREE SHEARED RIVETS ON ANTI-VIBRATION ASSEMBLY. DURING REMOVAL FOR 600HR INSPECTION. ALL PARTS ARE CAPTURED AND THERE WAS NO RISK OF DEPARTURE IN FLIGHT BUT THE FAILURE HAS NOT BEEN OBSERVED AND IS UNCOMMON. AVA BASE WAS REPLACED WITH A NEW PART AND THE AIRCRAFT WAS RETURNED TO SERVICE.

DURING THE 600 HOUR INSPECTION, FOUND A LOOSE BUSHING ON ONE OF THE STARFLEX ARMS. WHILE PERFORMING THE INSPECTION, MECHANIC GRABBED BUSHING AND FELT IT CLICKING ON THE ARM WHICH INDICATES A LOOSE CONDITION.

FALSE INDICATION, ENGINE FIRE WARNING ILLUMINATED IN FLIGHT.

APPROXIMATELY 25 MINUTES AFTER TAKEOFF, THE MED CREW NOTICED SMOKE IN THE CABIN. THEY WERE UNAIDED AT THE TIME AND COULD SEE A LIGHT SMOKE BETWEEN THEM & THE LIGHTING THEY WERE USING FOR PATIENT CARE. THE PILOT WAS UNABLE TO SEE IT UP FRONT UNTIL HE TURNED ON THE READING LIGHT AND FLIPPED UP HIS NVG GOOGLES. SMELL AND APPEARANCE WAS IDENTICAL TO PREVIOUS SMOKE IN THE CABIN EVENT FROM AIR FILTER OIL. PILOT CLOSED HEATER/DEMISTER VALVES, VENTED CABIN. SMOKE CLEARED IMMEDIATELY AND DID NOT RETURN.

25 MINUTES AFTER TAKE-OFF, MEDICAL CREW NOTICED LIGHT SMOKE IN THE CABIN. PILOT REMARKED THAT THE ODOR WAS IDENTICAL TO A PREVIOUS INCIDENT WHERE ENGINE INLET FILTER OIL ENTERED THE COMPRESSOR AFTER SERVICING. MAINTENANCE CLEANED INLET AND PERFORMED A VISUAL INSPECTION AND A FUNCTIONAL CHECK, NO DEFECTS WERE NOTED. AIRCRAFT WAS GROUND RUN WITH HEATING AND DEMISTING SYSTEMS ON WITH NO DEFECTS NOTED.

NR 2 ENGINE LOW OIL PRESSURE CAUTION ANNUNCIATOR ILLUMINATED SHORTLY AFTER TAKEOFF.

DURING CRUISE, WITH CABIN BLEED AIR HEATER AND DEMISTER SYSTEMS OPERATING. NOTICED A CHANGE IN THE SOUND OF THE HEATER SYSTEM AND AN INCREASE IN AIRFLOW FROM BOTH SYSTEMS. AROUND 10 SECONDS LATER NOTICED AN ODOR DESCRIBED AS HOT PLASTIC. THE HEATER AND DEMISTER WERE TURNED OFF AND VENTILATED THE CABIN. THE FLIGHT CONTINUED NORMALLY TO THE DESTINATION. MAINTENANCE FOUND THE BLEED AIR MIXING DUCT DEFECTIVE. THE INNER WALL OF THE DOUBLE WALL TUBING HAD DEBONDED AND PEELED DOWN OBSTRUCTING THE MIXING OF AMBIENT AIR WITH ENGINE BLEED AIR. THE HOT ENGINE BLEED AIR CONTACTING THE INNER WALL OF THE FAILED AIR DUCT WAS THE SOURCE OF THE ODOR. THE BLEED AIR MIXING DUCT WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE AFTER A SATISFACTORY FUNCTIONAL TEST OF THE SYSTEMS.

AFTER TAKEOFF AFTER TURNING ON THE BLEED AIR HEATER AND DEMISTER A BURNING ODOR AND LIGHT SMOKE WAS VISIBLE IN THE COCKPIT. SMOKE AND FUMES WENT AWAY AFTER TURNING OFF HEATER AND DEMISTER AND VENTED THE CABIN. MAINTENANCE FOUND EXCESS ENGINE INLET BARRIER FILTER OIL HAD BEEN PULLED INTO P2 AIR PATH AFTER A RECENT FILTER SERVICING. EXCESS OIL WAS REMOVED AND SYSTEM FUNCTION CHECKED NORMALLY.

DOOR WARNING LIGHT ILLUMINATED DURING FLIGHT. ON APPROACH, THE LEFT HAND BAGGAGE DOOR OPENED IN FLIGHT. AN UNEVENTFUL LANDING WAS MADE AND MAINTENANCE WAS DISPATCHED TO INSPECT THE DAMAGE TO THE HELICOPTER. MAINTENANCE FOUND THE LEFT FORWARD DOOR HINGE BENT IN SUCH A WAY THAT THE BAGGAGE DOOR COULD NO LONGER BE LATCHED NORMALLY. THE AFFECTED HINGE WAS REFORMED BACK INTO PLACE TO ALLOW THE BAGGAGE DOOR TO LATCH NORMALLY. NO CRACKS WERE OBSERVED IN THE BENT LATCH. THE LATCHING MECHANISMS AND DOOR WARNING SYSTEM WERE VERIFIED TO FUNCTION NORMALLY. NO MECHANICAL DEFECTS ARE SUSPECTED TO HAVE CAUSED THIS EVENT. WE SPECULATE THAT THE DOOR WAS IMPROPERLY LATCHED PRIOR TO DEPARTURE.

SMOKE IN CABIN WITH HEATING AND DEMISTING ON AFTER TAKEOFF. DIVERSION TO SUITABLE LANDING AREA WAS MADE. PRECAUTIONARY LANDING WAS PERFORMED. HEATING AND DEMISTING WERE TURNED OFF IMMEDIATELY WHEN STRONG BURNING ODOR AND POSSIBLE SMOKE WAS OBSERVED. MECHANIC CHECKED CABIN AND WIRING HARNESSES. RAN UP ACFT, TURNED ON SYSTEMS AND OBSERVED. WHEN DEMISTER WAS TURNED ON A SLIGHT ODOR WAS OBSERVED. ODOR DISSIPATED AFTER 2 MINUTES OF OPERATION. NO SMOKE. BELIEVE LINT AND DUST IN DUCT WORK ROOT CAUSE.

UPON APPROACH, THE AMBER SERVO CAUTION ANNUNCIATOR ILLUMINATED. NO LOSS OF FLIGHT CONTROL WAS OBSERVED. IT WAS FOUND THAT THE RT LATERAL SERVO HAD EXPERIENCE AN INTERNAL FAILURE.

5.7 HOURS AFTER COMPLETING AN ENGINE INSPECTION, WHICH INCLUDED CHANGING THE HMU FILTER AND PACKINGS, THE PILOT UPON HIS POST FLIGHT WALK AROUND NOTICED FUEL ON THE UNDERSIDE OF THE FUSELAGE. TO ASSIST IN TROUBLESHOOTING THE PROBLEM, THE PILOT THEN PROCEEDED TO TURN ON THE AIRFRAME BOOST PUMP. THE FUEL WAS FOUND TO BE LEAKING FROM THE ENGINE OVERBOARD DRAIN. THE MECHANIC WAS ADVISED OF THE PROBLEM. AFTER TROUBLESHOOTING THE SYS IT WAS DISCOVERED THAT THE HMU FUEL FILTER PACKING HAD BEEN CUT DURING THE LAST INSPECTION 5.7 HRS PREVIOUSLY. MECHANIC CHANGED THE PACKINGS AND TEST RAN THE ACFT NUMEROUS TIMES, WITH NO DEFECTS NOTED. PAPERWORK WAS COMPLETED AND THE ACFT WAS APPROVED FOR RETURN TO SERVICE.

AFTER SHUTDOWN, THE PILOT WAS COMPLETING HIS WALK AROUND & NOTICED FUEL DRIPPING FROM THE ENG OVERBOARD DRAIN TUBE. HE ALSO NOTICED THAT THE FUEL LEAKED ONTO THE BELLY & WAS DRIPPING THERE ALSO. AFTER THE MECHANIC ARRIVED, THEY TURNED ON THE ACFT BOOST PUMP & FUEL WOULD START DRIPPING FROM THE OVERBOARD DRAIN. CONTACTING THE TECHNICAL REPRESENTATIVE, WE WERE TASK WITH CHECKING THE HMU FILTER PACKING, AS THIS IS ONE OF THE EASIEST TASKS TO PERFORM. UPON INSPECTING THE FUEL FILTER PACKING IT WAS DETERMINED TO BE CUT & WAS REPLACED. THE ACFT WAS TEST RAN 3 TIMES WITH NO FUEL LEAK PRESENT. THE PAPERWORK WAS COMPLETED & THE ACFT WAS APPROVED FOR RETURN TO SERVICE. THIS PACKING HAD BEEN REPLACED JUST A FEW HOURS EARLIER AS THE ENG WENT THROUGH AN 800 HOUR INSPECTION. THE PACKING MUST HAVE GOT CUT AT THAT TIME.

FUEL WAS DISCOVERED DRAINING OUT OF THE ENG OVERBOARD DRAIN SYS. FOUND THE FUEL CONTROL, HYDRO MECHANICAL UNIT, PUMP FILTER INTERNAL PACKING CUT.

MAIN HYD SYS PUMP DRIVE ASSEMBLY, BEARING SEIZED & CAUSED THE DRIVE BELT TO OVERHEAT, THEN FAIL.

PILOT SMELLED BURNING ODOR AND SAW SMOKE IN COCKPIT IN FLIGHT, 20 MINS FROM DESTINATION. PILOT OPENED ADF CB IN ASSUMING IT WAS THAT CB THAT WAS SMOKING. INSPECTION REVEALED CO-PILOT SIDE STORM WINDOW WAS NOT PROPERLY SECURED THUS LEAKING RAIN WATER ON TO CB PANEL AND LIGHTING PANEL. MAINTENANCE FOUND LIGHT PANEL BULBS BURNED AND EXCESSIVE WATER/MOISTURE IN LIGHTING PANEL AND CB PANEL. ALL MOISTURE AND WATER WAS CLEANED AND DRIED, BURNED LIGHTING PANEL WAS REPLACED, OPS CHECK OF ACFT ELECTRICAL SYS CHECKED GOOD. ACFT WAS RETURNED TO SERVICE AND RETURNED TO BASE WITHOUT EVENTS.

ACFT WAS ON FINAL APPROACH WHEN DURING LG EXTENSION THE SYS CB TRIPPED DURING THE FINAL PHASE OF THE EXTENSION CYCLE. THE LG EMER HAND PUMP WAS UTILIZED TO FINISH THE GEAR EXTENSION LOCK. THE GEAR DOWN WAS CONFIRMED BY THREE GREEN INDICATION LIGHTS. THE ACFT LANDED WITHOUT FURTHER ISSUES. UPON FURTHER INVESTIGATION IT WAS DETERMINED THAT A FAULTY POWER PACK WAS THE CAUSE.

DURING TAXI PILOT OBSERVED ALL ANNUNCIATOR LIGHTS ILLUMINATED WHILE TAXING OUT FOR DEPARTURE, ACFT RETURNED TO PARKING UNEVENTFULLY.

AFTER LANDING COULD SMELL SOMETHING THAT WAS DESCRIBED AS BURNING CHARCOAL. UPON FURTHER DISCOVERY IT WAS DETERMINED THAT THE BLOWER MOTOR, LOCATED BELOW THE RUDDER PEDALS ON THE LT SIDE, HAD BECOME INOPERATIVE & WAS REPLACED WITH A NEW PART. THE OPERATIONAL CHECK WAS GOOD, NO FURTHER PROBLEMS WITH SYS.

CRUISING AT 16000 FEET, THE CABIN TEMP KNOB BECAME LOOSE & WAS UNUSABLE. PULLED THE KNOB OFF SO WOULDN'T LOSE IT. MOVED THE CABIN TEMP MODE SELECTOR SWITCH TO MAN HEAT & INCREASED THE TEMP BY HOLDING UP ON THE MANUAL TEMP SWITCH. CONTINUED TO ADJUST THE CABIN TEMP USING THIS SWITCH UNTIL THE TEMP WAS COMFORTABLE. AFTER A BIT OF TIME MOVE THE CABIN TEMP MODE SELECTOR SWITCH BACK TO THE AUTO POSITION. THE CABIN TEMP SWITCH WAS NO LONGER MOUNTED, USED MY FINGERS TO TURN THE SILVER CONTROL STEM TO WHERE I THOUGHT THE TEMP WOULD BE COMFORTABLE. AFTER A FEW MINUTES, THE TEMP ROSE VERY QUICKLY IN THE CABIN SO TURNED THE SILVER CONTROL STEM TO THE COOLEST SETTING. AFTER A FEW MINUTES OF THIS, THE TEMP STILL REMAINED HIGH IN THE CABIN & A FLIGHT CREW MEMBER ALERTED ME THAT THERE WAS SMOKE IN THE BACK OF THE CABIN. DID NOT NOTICE THE SMOKE IN THE COCKPIT BECAUSE OF THE LOW LIGHT SETTING. TURNED AROUND & SAW THE SMOKE IN THE CABIN & ASKED THE FLIGHT CREW TO GET THEIR OXYGEN MASKS READY JUST IN CASE THEY WERE NEEDED. TURNED THE CABIN TEMP MODE SWITCH OFF & POSITIONED THE VENT BLOWER SWITCH TO HIGH. AFTER A FEW MINUTES, THE SMOKE DISSIPATED. THE ENTIRE TIME, THE ELECTRIC HEAT SWITCH WAS IN THE NORM POSITION. TOWARDS THE END OF THE FLIGHT, MOVED THE CABIN TEMP MODE SWITCH TO MAN HEAT & ADJUSTED THE CABIN TEMP USING THE MANUAL TEMP SWITCH. THE CAUSE OF THE SMOKE IS NOT YET KNOWN. UNABLE TO DUPLICATE, TROUBLESHOOTING THE PROBLEM.

AFTER DEPARTURE, NOTICED WHAT APPEARED TO BE SPARKS STREAMING FROM THE LT EXTERIOR NOSE PORTION OF THE FUSELAGE. AT APPROXIMATELY A MINUTE THE SPARKS STOPPED. NO OTHER SYMPTOMS WERE NOTICED. ACFT MAINTENANCE FOUND THAT THE AIR CONDITIONING COMPRESSOR MOTOR WAS SPARKING WHEN THE AIR CONDITIONING SYSTEM WAS OPERATED. THE AIR CONDITIONING SYS WAS DEFERRED AND WHEN THE ACFT RETURNED TO THE MAIN HANGAR WHERE MX IS PERFORMED THE ACFT WAS ASSESSED AND TROUBLESHOT FOR THE SPARKS. IT WAS DISCOVERED THAT THE AIR CONDITIONING COMPRESSOR MOTOR WAS DEFECTIVE, THE MOTOR WAS THEN REPLACED AND ALL CHECKS CHECKED GOOD.

DURING CRUISE FLIGHT THERE WAS AN ENG CHIP CAUTION ILLUMINATED ON CAD, CAUTION ADVISORY PANEL, FOR THE NR 1 ENG. UPON INSPECTION OF CHIP DETECTOR FOUND MANY LARGE SHINY CHIPS OF MAGNETIC MATERIAL APPEARING TO BE BEARING MATERIAL. ACFT DEEMED UN-AIRWORTHY UNTIL FURTHER REVIEW.

NUMBER 2 ENG CHIP DETECTOR WARNING ILLUMINATED. ACFT RETURNED TO BASE.

FALSE FIRE INDICATION IN FLIGHT.

NR 2 ENGINE HAD FALSE INDICATION OF FIRE IN ENGINE COMPARTMENT.

NR 2 ENGINE HAD FALSE INDICATION OF FIRE IN ENGINE COMPARTMENT.

PILOT REPORTED THAT WHILE IN ROUTE, SMELLED WHAT HE THOUGHT WOULD BE ENG OIL SMOKE. HE WAS CLOSE TO DESTINATION AT THE TIME SO HE SHUT OFF THE ENG BLEED VLVS & FOUND THE PROBLEM TO GO AWAY. THE ACFT WAS GROUNDED FOR MORE TROUBLESHOOTING & REPAIR. UPON FURTHER INVESTIGATION IT WAS DETERMINED THAT THE NR 2 ENG HAD OIL BEING BURNT IN THE COMPRESSOR SECTION & THE ENG WILL BE SENT BACK TO THE OVERHAUL FACILITY FOR TEAR DOWN & EVALUATION.

WHILE ON A MX TEST FLIGHT AND ON FINAL APPROACH IT WAS DISCOVERED THAT THE RT MLG DOWN INDICATION LIGHT WAS NOT ILLUMINATED. THE PILOT, AT THAT TIME MADE THE ATTEMPT TO DEPLOY USING EMERGENCY PROCEDURES WITH NO SUCCESS. THE FLY OVER AND GROUND VISUAL INSPECTION SHOWED THE GEAR TO BE IN THE DEPLOYED POSITION, THE LANDING WAS CONTINUED AND WITHOUT FURTHER PROBLEM.

DURING APPROACH, PILOT EXTENDED LANDING GEAR AND NOTICED NO GREEN LIGHT ON THE RT MAIN GEAR. DECLARED AN EMERGENCY AND MADE AN ATTEMPT TO DEPLOY USING EMERGENCY EXTENSION PROCEDURE. GREEN EXTENDED AND LOCKED LIGHT FAILED TO ILLUMINATE BUT THE EMERGENCY HANDLE DID FEEL SOLID AND HELD PRESSURE. LANDED WITH NO PROBLEMS AND ACFT WAS INSPECTED BY MX TO INSURE GEAR WAS IN LOCKED POSITION. MX HAS NOT DISCOVERED REASON FOR GEAR LIGHT FAILURE AND IS IN THE PROCESS OF TROUBLESHOOTING.

SHORTLY AFTER DEPARTURE, EXPERIENCED AN EADI FAILURE, WHILE STAYING IN VFR CONDITIONS RETURNED TO DEPARTURE. TROUBLESHOT THE SYS WHILE RETURNING TO AIRPORT BY CYCLING THE EFIS AND INVERTERS AND WAS NOT ABLE TO GET THE EADI TO COME BACK ON. MECHANIC WAS NOT ABLE TO DUPLICATE THE PROBLEM.

DURING APPROACH, PILOT ATTEMPTED TO LOWER MLG AND DISCOVERED IT WOULD NOT FUNCTION, PERFORMED AN EMERGENCY GEAR EXTENSION AND LANDED. FOUND A FLAT OR DEAD SPOT IN THE MLG POWER PACK MOTOR. MOTOR REPLACED AND SYSTEM FUNCTION CHECKED GOOD.

DURING CRUISE FLIGHT, PILOT THOUGHT HE SAW MOMENTARY FLASHES OF LIGHT REFLECTING OFF OF LT PROP SPINNER. NO ACFT SYS WERE AFFECTED OR PERFORMANCE DETERIORATED IN ANY WAY. FLIGHT & LANDING WAS UNEVENTFUL. INSPECTED ACFT, NO DAMAGES OR ANYTHING OUT OF THE ORDINARY WERE DISCOVERED. OPENED PANELS AND FOUND DAMAGES TO AIR CONDITIONING SYSTEM COMPONENTS IN LT NOSE AREA COMPARTMENT. ON FURTHER INSPECTION MECHANIC FOUND METAL PIECE THAT APPEARS TO BE FROM AIR CONDITIONING MOTOR FAN SHROUD AND IT WAS GETTING HIT BY THE AIR CON MOTOR FAN, BEING THE MOST LIKELY CAUSE OF THE PILOT OBSERVING FLASHES OF LIGHT.

TAXI TO RWY, , ADDING POWER FOR TAKEOFF, AT 1000 FT TORQUE ITT WAS AT 670 LE AND 680 RE. AT ROTATION, 95 KNOTS EXPERIENCED STRONG VIBRATION FROM THE SEAT NOT YOKE. AIRPLANE WASN’T PERFORMING NORMALLY, IT COULD BARELY CLIMB, STALL WARNING WAS GOING ON AND OFF, LANDING GEAR DOWN. DIDN’T HAVE SUFFICIENT RUNWAY TO LAND AND STOP, DECIDED TO CONTINUE CLIMB. EXPERIENCED THE VIBRATION FOR 10 SECONDS AFTER LIFT OFF. AFTER THAT THE AIRPLANE CLIMBED SLOWLY, 300-500 FPM. MADE A LEFT TRAFFIC PATTERN AND LANDED ON RWY. FROM TAKEOFF TO LANDING THE ENGINE INSTRUMENTS WERE NORMAL.

PILOT NOTICED OIL PRESSURE & TORQUE INDICATION DROP BELOW SAFE PARAMETERS ON RIGHT ENGINE IN CRUISE FLIGHT, THE ENGINE WAS THEN STOWED. THE PILOT DECLARED AN EMERGENCY AND SAFELY LANDED THE AIRCRAFT.

THE FLIGHT DIRECTOR FAILED JUST AFTER TAKEOFF, UPON REACHING 400FT AGL THE YAW DAMPER WAS ENGAGED AND THE RED FD CAME ON. THE TEST SWITCH WAS CHECKED AND THE FD CAME BACK ON FOR A SHORT PERIOD OF TIME THEN FAILED AGAIN. THE FLIGHT WAS RETURNED BACK TO THE AIRPORT.

LANDING GEAR FAILED TO DEPLOY DURING FINAL APPROACH PHASE OF LANDING, AN EMERGENCY WAS DECLARED AND MANUAL EXTENSION OF GEAR WAS ACCOMPLISHED SUCCESSFULLY.