Sundance Helicopters, Inc.

Operated by SUNDANCE HELICOPTERS INC (per NTSB report)

The pilot receiving instruction's failure to maintain control of the helicopter in a hover, which resulted in a tail rotor ground strike.

Operated by SUNDANCE HELICOPTERS INC (per NTSB report)

Sundance Helicopters’ inadequate maintenance of the helicopter, including (1) the improper reuse of a degraded self-locking nut, (2) the improper or lack of installation of a split pin, and (3) inadequate postmaintenance inspections, which resulted in the in-flight separation of the servo control input rod from the fore/aft servo and rendered the helicopter uncontrollable. Contributing to the improper or lack of installation of the split pin was the mechanic’s fatigue and the lack of clearly delineated maintenance task steps to follow. Contributing to the inadequate postmaintenance inspection was the inspector’s fatigue and the lack of clearly delineated inspection steps to follow.

Operated by Sundance Helicopters Inc. (per NTSB report)

the pilot's failure to follow the published electrical system emergency procedures for a hot battery, and his misjudged landing flare during the terminal phase of the autorotation maneuver at low level.

Operated by Sundance Helicopters, Inc. (per NTSB report)

The failure of company maintenance personnel to identify and replace/repair the degraded exhaust stack. Contributing factors were the mis-rigged carburetor heat control and the pilot's failure to maintain appropriate rotor RPM. Additional contributing factors were trees and water.

Operated by SUNDANCE HELICOPTERS, INC. (per NTSB report)

THE PILOT'S FAILURE TO MAINTAIN ADEQUATE ROTOR RPM DURING AN ATTEMPTED TAKEOFF. A CONTRIBUTING FACTOR WAS THE HIGH DENSITY ALTITUDE.

Sanction: $65,882 · case closed 2015-01-21

Part: TERMINAL — LOOSE (ENGINE BAY)

ENGINE FIRE CAUTION LIGHT INTERMITTENT. FIRE DETECTORS PASSED BENCH TEST PROCEDURES IAW MM. WITH EXCESSIVE VIBRATION AND MOVEMENT, ENG FIRE CAUTION LIGHT INTERMITENT ILLUMINATION.

Part: TERMINAL — LOOSE (ENGINE BAY)

ENGINE FIRE CAUTION LIGHT INTERMITTENT. FIRE DETECTORS PASSED BENCH TEST PROCEDURES IAW MM. WITH EXCESSIVE VIBRATION AND MOVEMENT, ENG FIRE CAUTION LIGHT INTERMITENT ILLUMINATION.

Part: FRAME — CHAFED (FUSELAGE) · airframe 10,653 hrs · 49,542 cycles

AS350 S/N 7102 WAS FOUND TO HAVE RH X-FRAME CHAFING DAMAGE. THE DAMAGE IS WITHIN THE REPAIRABLE LIMITS OF REF /A/, BUT THE P/N 350A21-1058-20 DOUBLER NOTED IN THE AMM WAS NOT AVAILABLE IN TIME TO MEET RTS REQUIREMENTS. EA 33-5300-EA-3656 PROVIDES AUTHORIZATION TO COMPLETE THE AMM REPAIR WITH LOCAL FABRICATION ALLOWANCE OF THE DOUBLER PER AIRBUS TECH SUPPORT AUTHORIZATION.

Part: SKIN — DAMAGED (TAIL BOOM) · airframe 10,653 hrs · 49,542 cycles

DAMAGE WAS NOTED TO THE TAIL BOOM UPPER SKIN PANEL (PN: 350A23-0020.21) AS WELL AS THE YAW COMPENSATOR CHANNEL REINFORCEMENT (PN: 355A23-2000.20) IN THE FORM OF CHAFE DAMAGE. THE CHAFE DAMAGE TO THE TAIL BOOM UPPER SKIN WAS MEASURED TO BE 1.70” X 0.40” AND 0.010” DEEP. THE YAW CHANNEL REINFORCEMENT WAS CHAFED THROUGH AND WILL NEED TO BE REPLACED.

Part: STRUCTURE — CORRODED (RT CABIN) · airframe 10,653 hrs · 49,542 cycles

CORROSION WAS NOTED ON THE RH SIDE OF THE CABIN FLOOR EDGE.

Part: DECK PLATE — DAMAGED (ENG BAY) · airframe 10,653 hrs · 49,542 cycles

DAMAGE WAS NOTED TO THE ENGINE DECK (PN: 350A21-1239.21) IN THE FORM OF A CHAFE AND DENT.THE DAMAGE AREAS WERE DISCOVERED TO BE NEAR THE SCUPPER DRAIN HOLE WITH THE FIRST CHAFE MEASURING APPROXIMATELY 0.50” WIDE AND 0.020” DEEP AT THE DEEPEST POINT, AND THE SECOND CHAFE MEASURING APPROXIMATELY 0.50” WIDE AND 0.018” DEEP.

Part: CROSSBEAM — CRACKED (BS 1790) · airframe 10,653 hrs · 49,542 cycles

DAMAGE WAS NOTED TO THE X1790 CROSS BEAM (PN: 350A21-1368.20) IN THE FORM OF A CRACK. THE CRACK WAS MEASURED TO BE APPROXIMATELY 2.0” LONG. THERE WAS ALSO DAMAGE TO THE AFT BULKHEAD WEB (PN: 350A21-1036.22) IN THE FORM OF NUMEROUS CHAFES. THE CHAFES WERE MEASURED TO BE ON AVERAGE 1.20” X 1.0” IN SIZE WITH THE DEEPEST CHAFE BEING 0.026” DEEP.

Part: FIRE WARNING — FALSE ACTIVATION (ENGINE) · airframe 3,014 hrs · 5,469 cycles

ENGINE FIRE ILLUMINATED TWICE DURING FLIGHT THEN EXTINGUISHED. GONG SOUNDED BOTH TIMES.

Part: WARNING LIGHT — FALSE ACTIVATION (ENGINE FIRE) · airframe 6,168 hrs · 27,650 cycles

ENGINE FIRE LIGHT FLICKERED DURING FLIGHT AND CAME ON DURING APPROACH.

Part: DOUBLER — CRACKED (BS 285-287) · airframe 1,989 hrs · 3,596 cycles

CRACK WAS FOUND ON THE BATTERY DOOR DOUBLER AND SKIN UNDERNEATH APPROX 2 1/2 INCHES LONG DURING THRU-FLIGHT.

Part: TERMINAL — LOOSE (FIRE DETECTOR) · airframe 5,242 hrs · 25,367 cycles

FLICKERING FIRE LIGHT DURING CRUISE AT 100 KNOTS.

Part: FIRE DETECTOR — ERRATIC (NACELLE) · airframe 5,240 hrs · 25,364 cycles

INTERMITTENT FLICKERING ENGINE FIRE LIGHT DURING A/S ABOVE 100 KNOTS.

Part: BONDING WIRE — WORN (FUEL SYSTEM) · airframe 7,974 hrs

FUEL PROBE FELL TO 0 IN FLIGHT ACCOMPANIED BY FAINT SMELL OF BURNING ELECTRICAL.

Part: FIRE DETECTOR — ERRATIC (ENGINE) · airframe 5,188 hrs · 25,083 cycles

ENGINE FIRE LIGHT FLICKERING DURING FINAL APPROACH. (UNDER 100KT.)

Part: FIRE DETECTOR — SATURATED (ENGINE) · airframe 5,108 hrs · 24,532 cycles

FALSE FIRE WARNING LIGHT CAUSED BY SATURATED FIRE DETECTOR LOCATED UNDERNEATH THE STARTER GENERATOR ON THE RIGHT HAND SIDE.