PHI HEALTH,LLC

THE MECHANIC WAS COMPLYING WITH THE ZONE 3 TRANSMISSION INSPECTION WHEN HE FOUND THE CRACK. IT WAS FOUND BECAUSE OF BLACK OIL AROUND THE AREA. HE CLEANED THE AREA AND COMPLETED A DYE PENETRANT INSPECTION TO VERIFY THE CRACK. THE CRACK LENGTH IS 2", LOCATED AT THE RH FORWARD TRANSMISSION PYLON BEAM.

THE MECHANIC WAS COMPLYING WITH THE ZONE 3 TRANSMISSION INSPECTION WHEN HE FOUND A CRACK. THE CRACK WAS EMANATING FROM THE FORWARD RIGHT HAND PYLON BEAM ATTACHMENT POINT. IT WAS FOUND BECAUSE OF BLACK OIL AROUND THE AREA. HE CLEANED THE AREA AND COMPLETED A DYE PENETRANT INSPECTION TO VERIFY THE CRACK. THE CRACK LENGTH IS1.55", LOCATED .7" FWD AND OUTBOARD OF FWD OUTBOARD PYLON FASTENER

#2 ENGINE FIRE CAUTION LIGHT ILLUMINATED AND ALARM SOUND WAS PRESENT DURING FLIGHT.

WHILE ENROUTE TO SACRAMENTO FIRE WARNING LIGHT AND AUDIBLE WENT OFF.

ON CLIMB OUT WHEN AC WAS TURNED ON ODOR FILLED THE COCKPIT AREA. FLIGHT CANCELED AND RETURNED TO BASE. AIR PUMP MFG BY IMPACT INSTRUMENTATION FAILED AND CAUSED ODOR TO FILL THE COCK PIT AREA PUMP PN E-428K SN 0609003 WAS THE PROBLEM, AND IT FAILED.

HYDRAULIC DRIVE PULLY FAILED IN FLIGHT RESULTING IN UNSCHEDULED LANDING DUE TO LOSS OF HYDRAULICS.

: DURING CRUISE FLIGHT #1 ENG FIRE LIGHT, ALONG WITH AUDIO FLASHED ON FOR ABOUT ONE SECOND. NO SECONDARY INDICATIONS OF FIRE OBSERVED. ELECTED TO ABORT FLIGHT. SAME INDICATION OCCURRED THREE MORE TIMES PRIOR TO LANDING. INSPECTED #1 FLAME DECTECTOR FOUND FAULTY. REPLACED DECTECTOR P/N 76306-07902-104 WITH NEW DECTECTOR P/N SAME. ALL WORK DONE I/R/T SIKORSKY S76 MM CHAP 26-11-01 OPS CK SYSTEM FOUND GOOD.

#2 FADEC FAIL INFLIGHT DURING INFLIGHT POWER CHECK. IMC. 5000'MSL 60 TQ. CPDS INDICATIONS: FADEC MINR, FADEC FAIL, FLI DEGR, ENG MANUAL. APPROXIMATELY 20 MINUTES FROM DESTINATION, IMC. PERFORMED FADEC FAIL EMERGENCY PROCEDURE, DECLARED IN FLIGHT EMERGENCY, CHECKLIST COMPLETE, LANDED SAFELY AT KMCC.

NUMBER 1 ENGINE OIL TEMPERATURE APPROACHED REDLINE. DID NOT EXCEED BUT DID APPROACH.

ENROUTE TO FACILITY AFTER PICKING UP THE PATIENT AND A RIDER, THE CREW IN THE BACK ASKED, "CAN WE GET LIGHTS BACK HERE?" I TURNED ON THE CABIN LIGHTING AND THE LEFT CREWEMEBER SAID THAT THEIR OVERHEAD LIGHT DID NOT COME ON BUT THE RIGHT SIDE DID. SHORTLY AFTER I SMELLED WHAT REMINDED ME OF MELTING CRAYONS, A WAXY SMELL. I ASKED THE CREW IF THEY OPENED ANY MEDICAL PACKET OR EQUIPEMENT THAT MIGHT CAUSE AND ODD SMELL. I ALSO ASKED THE CREW IF THEY COULD SMELL IT. AFTER THEY STATED NO, I BACK TRACKED TO MY LAST ACTION, WHICH WAS TURNING ON THE CABIN LIGHTS, AND THEN I TURNED OFF THE LIGHTS. THE SMELL WENT AWAY ALMOST IMMEDIATELY. CONTINUED FLIGHT WITH OUT INCIDENT AFTER. INFORMED MAINTENANCE IN THE MORNING. MFG OF RESISTOR IS UNK.

CREW ABORTED FLIGHT DUE TO SMELL COMING FROM AIR CONDITIONING VENTS. NO CAUTION/WARNING MESSAGES GIVEN. FOUND COMPRESSOR BELT TWISTED AND BURNED. HAVE HAD ONE OTHER OCCURRENCE A COUPLE OF DAYS PRIOR OF CREW DESCRIBING A "BURNING SMELL" FROM AIR CONDITIONING SYSTEM WITH NO FINDINGS OR DISCREPANCIES GIVEN. BELT WAS REPLACED A MONTH EARLIER DUE TO TEARING. WITH THE COLLECTIVE DISCREPANCIES GIVEN OVER TIME, DETERMINED CLUTCH MAY BE SLIPPING.

SPALLING ON BALLS AND OUTER RACE.

SEVERAL MINUTES AFTER DEPARTING SENDING FACILITY, WITH PATIENT ONBOARD, THE NURSE ASKED ABOUT A "FIREWORKS" LIKE SMELL. UNTIL THEN, I THOUGHT THE SMELL WAS THE PATIENT. I TURNED OFF THE A/C AND FAN, OPENED THE FRESH AIR VENT. THE SMELL SUBSIDED, BUT NOT BY MUCH. AFTER A MINUTE OR SO, THE SMELL WAS TROUBLING ENOUGH THAT WE ELECTED TO DIVERT TO A NEARBY AIRPORT. SHORTLY THEREAFTER THE GEN DISCON FOR ENGINE ONE CAME ON. WE LANDED AT THE AIRPORT, CREW MADE PATIENT TRANSPORT ARRANGEMENTS AND I CONTACTED MAINTENANCE. MAINTENANCE: BEGAN TROUBLESHOOTING BY REMOVING INTERIOR AND ENGINE PANELS AND COWLINGS. NOTICEABLE SMELL WAS EMITTING FROM #1 ELECTRICAL MASTER BOX, I CONDUCTED A SYSTEM TEST ON THE DC POWER SYSTEM/GENERATION PER AMM 24-30-00,5-1 AND FOUND BOTH THE #1 ELECTRICAL MASTER BOX AND BATTERY MASTER BOX PRESENTING FAILURE ERROR CODES WHICH REQUIRE REPLACEMENT OF BOTH. #1 ELECTRICAL MASTER BOX (EMB); THALES; P/N 4503-350-4; S/N 1092. BATTERY MASTER BOX; THALES; P/N 4504-300-6; S/N 1496, SUSPECT POSSIBLE STARTER GENERATOR FAILURE AS WELL BUT UNABLE TO TEST UNTIL NEW ELECTRICAL MASTER BOX INSTALLED. REPLACED #1 EMB AND STARTER/GENERATOR. BATTERY MASTER BOX PASSED SELF TEST AFTER #1 EMB REPLACEMENT.

DURING CLIMB THE L ENG FIRE LIGHT ILLUMINATED. RETURNED TO 4A9 ON A PRECAUTION DUE TO NOT BEING ABLE TO VERIFY IF THE ENG WAS ON FIRE. AFTER INSPECTION AND GROUND TEST IT WAS DETERMINED THE SYSTEM WAS WORKING CORRECTLY AND THAT THE L ENG FIRE LIGHT WAS PROBABLY CAUSED FROM THE SUNLIGHT ENTERING THE COWLING.

DURING CLIMB FROM 2000FT TO 3000FT IN RAINING CONDITIONS, THE #2 ENGINE FIRE LIGHT AND AUDIO ALARM ACTIVATED. #2 ENGINE DECK FITTING AT AIRFRAME BULKHEAD WAS FOUND WITH A SIZEABLE AMOUNT OF WATER INTRUDING ON PINS. (EVENT HAPPENED DURING HARD RAIN.)

ENGINE REMOVED 12/31/2019 DUE TO SCHEDULE CHANGE FOR TURBINE OVERHAUL (WHEEL RETIREMENTS). FOUND OUTER COMBUSTION CASE CRACKED AROUND FUEL NOZZLE WELD. M250-C47 SERIES CEB A-72-6085 REV 3 ENGINE, COMBUSTION ASSEMBLY - INSPECTION OF OUTER COMBUSTION CASE P/N M250-10404 PREVIOUSLY COMPLIED WITH BULLETIN AT 15 HOURS PRIOR TO CRACK AT FUEL NOZZLE BORE. REPLACED COMBUSTION CASE WITH OVERHAULED PART.

DURING FLIGHT TO PICK UP A PATIENT, THE NUMBER 2 FIRE WARNING LIGHT AND AUDIO CAME ON INTERMITTENTLY. DIVERTED TO NEAREST AIRPORT, SHUTDOWN AND INSPECTED THE ENGINE COMPARTMENT. NO SIGNS OF FIRE. NOTIFIED MECHANIC. INSPECTED AIRCRAFT NO SIGNS OF FIRE DAMAGE. REPLACED BOTH FIRE DETECTORS. P/N 3119366-01 AND 3119367-01 FUNCTION CHECKED GOOD.

FORWARD SHELL ASSEMBLY FOUND TO BE CORRODED - THREE PLACES: BOTH FORWARD CORNERS AND AT AN EXISTING INSERT. FORWARD SHELL ASSEMBLY WILL BE REPAIRED.

FORWARD SHELL ASSEMBLY WAS FOUND TO BE CORRODED - OUTER SKIN AND OUTER CORNER SKIN. THE REPAIR DOCUMENTATION WILL BE SUBMITTED FOR FAA APPROVAL. THE FORWARD SHELL ASSEMBLY WILL THEN BE REPAIRED IN ACCORDANCE WITH THE FAA-APPROVED REPAIR DATA.

FORWARD SHELL ASSEMBLY INNER SKIN WAS FOUND TO BE DAMAGED - PUNCTURED UNDER THE EXISTING RT PASSENGER DOOR STRUT INSTALLATION. THE REPAIR DOCUMENTATION WILL BE SUBMITTED FOR FAA APPROVAL. THE FORWARD SHELL ASSEMBLY WILL THEN BE REPAIRED IN ACCORDANCE WITH THE FAA-APPROVED REPAIR DATA.

FORWARD SHELL ASSEMBLY WAS FOUND TO BE CORRODED-CORNER SKIN, UPPER SKIN. THE FORWARD SHELL ASSEMBLY WILL THEN BE REPAIRED IN ACCORDANCE WITH THE FAA APPROVED REPAIR DATA.

WHILE FLYING THE AIRCRAFT FROM HOSPITAL TO THE AIRPORT AN ELECTRICAL BURNING SMELL WAS NOTED IN THE AIRCRAFT CABIN WITH THE AIR CONDITIONER TURNED ON. NO SMOKE WAS NOTED. PILOT TURNED OFF THE A/C AND CONTINUED THE SHORT FLIGHT AND LANDED SAFELY AT THE AIRPORT. MAINTENANCE TROUBLESHOT THE PROBLEM AND DETERMINED THE AIR COMM AIR CONDITIONER AFT BLOWER WAS CAUSING THE ISSUE

SHORTLY AFTER TAKING OFF WHILE ON A MEDICAL FLIGHT AND ESTABLISHED IN CRUISE FLIGHT PASSENGERS DETECTED A FAINT ELECTRICAL ODOR THAT GREW STRONGER AND NOTICED BY ALL MEMBERS ON BOARD. AIRCRAFT DEVIATED FROM DESTINATION HOSPITAL TO KBKL JUST NORTH OF DESTINATION HOSPITAL.

ABOUT 10 MINUTES IN CRUISE FLIGHT, LIGHT SNOW WAS NOTED AND THE OAT WAS AROUND 0 SO I TURNED ON THE ENGINE ANTI-ICE AND PITOT HEAT. APPROXIMATELY 2 MINUTES AFTER THE SWITCHES HAD BEEN TURNED ON, LIGHT SMOKE WAS OBSERVED IN THE CABIN. AS THE DETERMINATION TO WHERE THE SMOKE WAS COMING FROM WAS BEING ASSESSED, THE SMOKE QUICKLY BECAME HEAVY AND THICK AND THE SMELL OF BURNING OIL WAS PRESENT. IT BECAME DIFFICULT TO SEE UP FRONT AND AN EMERGENCY CALL WAS MADE. I LANDED THE AIRCRAFT WITHOUT INCIDENT TO AN OPEN FIELD AND MADE APPROPRIATE CALLS TO THE AIR TRAFFIC CONTROL CENTER AND TO THE PHI COMMUNICATIONS CENTER. THERE WERE NO FLUCTUATIONS OF THE COCKPIT INSTRUMENTS. UPON INSPECTION MAINTENANCE FOUND EVIDENCE OF THE ENGINE #1 BEARING OIL SEAL LEAKING THUS ALLOWING OIL TO BE VAPORIZED AND INTRODUCED INTO THE CABIN BLEED AIR HEATING SYSTEM WHEN THE ENGINE ANTI-ICE WAS TURNED ON. REPLACED FRONT SUPPORT, SEAL AND MATING RING.

WHILE ENROUTE TO SENDING FACILITY AND IN IMC CONDITIONS, NR 2 GEN DISCONNECT CAUTION APPEARED ON CAD, IMMEDIATELY FOLLOWED BY BURNING SMELL IN CABIN AS REPORTED BY CABIN OCCUPANT (FLIGHT NURSE). LEFT FRONT SEAT OCCUPANT (PARAMEDIC) BROKE OUT CHECKLIST AND READ CHECKLIST ITEMS TO PILOT. PILOT EXECUTED CHECKLIST ITEMS, NOTIFIED ATC OF SITUATION AND INTENTIONS TO DIVERT TO BWI. NOTIFIED COMM WHEN WORKLOAD PERMITTED, WHO RELAYED THE SITUATION AND CREW INTENTIONS TO MAINTENANCE. LANDED AT BWI WITHOUT FURTHER INCIDENT, AND TURNED THE AIRCRAFT OVER TO MAINTENANCE.

ON DISASSEMBLY OF THE ENGINE, METAL WAS FOUND IN THE GEARBOX. NR 3 ROLLER BEARING EXHIBITED METAL PICKOUT IN SEPERATOR POCKETS. INSTALLED A NEW BEARING.

THE ENGINE WAS REMOVED. METAL NOTED ON CHIP PLUGS. DISASSEMBLED THE GEARBOX AND FOUND THE PICKUP ON 3 & 4 BEARING SEPERATORS. REPLACED THE 3 & 4 ROLLER BEARINGS.

REMOVED 1-11-18 DUE TO A CRACKED ON FUEL CONTROL OIL PUMP GEAR SHAFT FORWARD SPLINES. REPLACED GEAR WITH NEW GEAR PART NUMBER M250-10454.

THE NR 5 BEARING EXHIBITED SPALLING ON THE OUTER RACE SPLIT. INSTALLED A NEW NR 5 BEARING.

DEPARTED ,AFTER ABOUT 10 MINUTES AND DURING CRUISE AT 1100 FEET, THE FIRE BELL ACTIVATED. THE BELL GAVE 1 - 2 TONES, RETURNED TO DEPARTURE. DURING APPROACH, THE BELL ACTIVATED AGAIN. DURING HOVERING TO THE DOLLY AT THE RAMP, THE FIRE WARNING BELL STAYED ON CONSTANTLY. AFTER LANDING ON THE DOLLY AND FOLLOWED BY A SHUT DOWN, THE FIRE WARNING BELL WAS STILL ON. THE NR 2 ENGINE FORWARD FIRE DETECTOR FAILED A RESISTANCE CHECK. REPLACED THE FIRE DETECTOR AND PERFORMED FUNCTIONAL CHECKS. NO DEFECTS NOTED.

PILOT AND MEDICAL PERSONNEL ALL SMELLED SOMETHING BURNING AND THE ODOR BECAME MORE INTENSE IN THE AFT CABIN. ONE OF THE MEDICAL PERSONNEL STARTED TO SEE SMOKE IN THE AFT CABIN AREA AND NOTICED A FLICKERING OF THE LIGHTING ON THE MEDICAL EQUIPMENT. SWITCHED THE EMS 110VAC INVERTER OFF AT THAT TIME. TURNED OFF THE AIR CONDITIONER AND MEDICAL OXYGEN. OPENED UP THE SLIDE WINDOW AND VENTS. THE SMOKE AND ODOR STARTED TO DISSIPATE ON DESCENT. AT LANDING, INITIATED AN EMERGENCY SHUTDOWN PROCEDURES. STATIC INVERTER FAILED.

INTERMITTENT FLASHING OF THE NR 2 TEE HANDLE AND NR 2 FIRE WARNING LIGHT WITH ASSOCIATED TONE DURING FLIGHT PATTERN AT NIGHT. NO SECONDARY INDICATIONS. LANDED AIRCRAFT WITH DISCREPANCY, SHUT AIRCRAFT DOWN, RELEASED AIRCRAFT TO MECHANIC. MAINTENANCE TESTED AND TROUBLESHOT SYSTEM IAW MM AND NO DISCREPANCIES WERE NOTED.

ON EXECUTING A MISSED APPROACH ON ILS, RECEIVED AN INTERMITTENT NR 2 FIRE LIGHT. ABORTED DEPARTURE AND LANDED AT THE BASE RAMP. AFTER SHUT DOWN NO EVIDENCE OF FIRE NOTED. MAINTENANCE PERFORMED TEST OF SYSTEM IAW MM AND CLEANED FIRE DETECTORS CONNECTOR PLUGS. ALL CHECKS FOUND OK. AIRCRAFT RAN UP AND POWER CHECK PERFORMED WITH NO FURTHER INCIDENTS.

NR 5 BEARING EXHIBITED SPALLING ON OUTER RACE AT SPLIT. REPLACED WITH A NEW NR 5 BEARING.

ENGINE REMOVED FOR NR 5 BEARING UPGRADE. FOUND SPALLING ON THE BEARING OUTER RACE AT SPLIT.

DURING CRUISE, MEDICAL PERSONNEL SMELLED A BURNING ODOR AND NO AIR CONDITIONING IN THE AFT CABIN. PILOT MADE A PRECAUTIONARY LANDING. TROUBLESHOOTING REVEALED FAULTY AFT EVAPORATOR BLOWER MOTOR FAILED.

ENGINE REMOVED FOR NR 5 BEARING UPGRADE. THE NR 5 BEARING EXHIBITED SPALLING ON OUTER RACE AT SPLIT. SCRAPPED THE PART AND REPLACED WITH NEW NR 5 BEARING.

DURING CLIMB OUT ENROUTE, OBSERVED AN AFT CARGO SMOKE LIGHT. REVERSED COURSE, AND REQUESTED IMMEDIATE LANDING AT DEPARTURE POINT. LIGHT EXTINGUISHED EITHER JUST BEFORE OR JUST AFTER LANDING. NO OBSERVED SMOKE OR OTHER UNUSUAL INDICATIONS IN THE CARGO COMPARTMENT AFTER LANDING. MAINTENANCE INSPECTED THE AFT CARGO COMPARTMENT, FOUND NO EVIDENCE OF SMOKE, BURNING, FIRE, OR ELECTRICAL DAMAGE. REMOVED AND DISASSEMBLED THE AFT CARGO COMPARTMENT SMOKE DETECTOR AND INSPECTED. ALL OK. REASSEMBLED AND REINSTALLED THE DETECTOR. FUNCTIONAL CHECKED OK.

ENGINE REMOVED 6-18-17 DUE TO LOW POWER. THE NR 5 BEARING EXHIBITED SPALLING ON OUTER RACE AT SPLIT. INSTALLED UPGRADED NR 5 BEARING.

ENGINE REMOVED FOR NR 5 BEARING REPLACEMENT. THE NR 5 BEARING EXHIBITED SPALLING ON OUTER RACE AT SPLIT. INSTALLED UPGRADED BEARING.

ENGINE REMOVED 5-9-17 FOR NR 5 BEARING UPGRADE. NR 5 BEARING SPALLING AT OUTER RACE SPLIT. SCRAPPED BEARING AND REPLACED WITH NEW NR 5 BEARING.

ENGINE REMOVED FOR A NR 5 BEARING UPGRADE. THE NR 5 BEARING EXHIBITED SPALLING ON OUTER RACE AT SPLIT. REPLACED WITH NEW BEARING.

ENGINE REMOVED FOR NR 5 BEARING UPGRADE. NR 5 BEARING EXHIBITED SPALLING ON OUTER RACE AND INNER RACE. REPLACED WITH NEW NR 5 BEARING.

ENGINE REMOVED FOR A NR 5 BEARING UPGRADE. THE NR 5 BEARING EXHIBITED SPALLING ON OUTER RACE AT SPLIT. REPLACED THE BEARING.

DURING FLT, THE AIRCRAFT YAWED SLIGHTLY TO THE RIGHT & THEN BACK LEFT. IMMEDIATELY FOLLOWING THE OCCURRENCE OF THE YAW, THE FIRST LIMITATION INDICATOR (FLI) FLUCTUATED SLIGHTLY, AND THE FEEL OF THE COLLECTIVE SETTING CHANGED AS THE POWER REQUIRED TO HOLD THE AIRCRAFT IN A STEADY TURN WAS HARDER TO MAINTAIN. AFTER ROLLING OUT OF THIS TURN, WHEN COLLECTIVE WAS APPLIED TO INCREASE AIRSPEED, THE YELLOW GOV LIGHT ILLUMINATED. THE EP WAS INITIATED FOR A MINOR FADEC FAILURE IAW THE RFM. ON FINAL, IT BECAME APPARENT THAT THE ENGINE WAS NOT RESPONDING NORMALLY TO POWER CHANGES, AS THE FLI CONTINUED TO FLUCTUATE AND THE POWER TO MAINTAIN FLIGHT HAD TO BE ADJUSTED TO KEEP THE ENGINE FROM SURGING OR DROOPING. A TOUCH DOWN WITH SLIGHT FORWARD MOVEMENT WAS MADE TO MINIMIZE POWER. ON SHORT FINAL, GROUND OBSERVERS NOTED A LOT OF FUEL VENTING OUT OF THE DRAIN LINE AFT OF THE LEFT CARGO COMPARTMENT. SOURCE OF THE LEAK WAS THE DRAIN VALVE ON THE BOTTOM OF THE AIRFRAME FUEL FILTER ASSEMBLY, INSTALLED IAW STC SR01632NY.

ENGINE REMOVED FOR A NR 5 BEARING UPGRADE. THE NR 5 BEARING EXHIBITS SPALLING AT SPLIT. INSTALLED A NEW BEARING.

TURBINE REMOVED 2-5-17 FOR OVERHAUL. REMOVED NR 5 BEARING DUE TO FOUND SPALLING ON OUTER RACE AT SPLIT. SCRAPPED PART AND REPLACED WITH NEW BEARING.

ENGINE REMOVED FOR REPAIR FOR A TURBINE OVERHAUL, THE TURBINE NR 5 BEARING WAS FOUND SPALLING ON OUTER RACE SPLIT. INSTALLED A NEW NR 5 BEARING

CREW REPORTED ELECTRICAL ODOR WHEN BLEED AIR HEAT WAS TURNED ON AND REPORTED SMELL WENT AWAY WHEN BLEED AIR HEAT WAS TURNED OFF. WHEN WE STARTED TO TROUBLESHOOT PROBLEM WE POWERED UP ACFT, SMELLED AN ELECTRICAL ODOR, AND SATTILITE RADIO CIRCUIT BREAKER TRIPPED, THEN THE ODOR WENT AWAY AFTER BREAKER TRIPPED. FOLLOWED WIRING FROM BREAKER PANEL TO INSTRUMENT PANEL AND FOUND CHAFED WIRE UNDER INSTRUMENT PANEL TOP COVER RIGHT SIDE.

ELECTRICAL BURNING ODOR DETECTED AND SMOKE NOTED IN CABIN JUST PRIOR TO TAKE-OFF. TAKE-OFF ABORTED. MAINTENANCE INSPECTED THE AIRCRAFT FOR ANY OBVIOUS SIGNS OF BURNING OR SMOKE DAMAGE, NONE NOTED. FLIGHT CREW INITIATED A FUNCTIONAL START-UP TO DETERMINE SOURCE OF DISCREPANCY. DISCREPANCY NOTED IN NR 2 EMS VACUUM PUMP. DAMAGE LIMITED TO INTERNAL COMPONENT OF VACUUM PUMP WITH NO FURTHER DAMAGE TO WIRING, OR SYSTEMS. MAINTENANCE REPLACED THE NR 2 VACUUM PUMP. POST MAINTENANCE FUNCTIONAL CHECKS REVEALED NO FURTHER DISCREPANCIES. AIRCRAFT RETURNED TO SERVICE.