Air MD L.L.C.

Operated by AIR MD LLC (per NTSB report)

A loss of engine power for undetermined reasons because postaccident examination of the airframe and engine revealed no anomalies.

Operated by Air MD LLC (per NTSB report)

The pilot's failure to maintain main rotor rpm resulting in an uncontrolled descent, collision with transmission wires, and a hard landing. A contributing factor was the tranmission wires.

Part: FLAP TRACK — BROKEN (LT WING) · airframe 7,972 hrs · 11,153 cycles

DURING FINAL APPROACH, THE LH OTBD FLAP I/B FLAP TRACK BROKE INTO TWO PIECES ALLOWING THE FLAP TO CANT CAUSING IT TO JAM AND NOT ALLOW TRAVEL TO THE APPROACH POSITION. BECAUSE THE FLAP WAS CANTED IT ALSO ALLOWED IT TO CONTACT THE LH AILERON INDUCING A RESISTANCE IN THE YOKE IN A SMALL RANGE OF MOVEMENT OF THE AILERONS. THE LIMITED EXTENSION OF THE LH OTBD FLAP ALSO INDUCED A CONTROLLABLE A-SYMMETRIC LIFT CONDITION.AIRCRAFT LANDED SAFELY AND PROCEEDED TO PARKING.

Part: EXHAUST DUCT — TORN (#1 ENGINE) · airframe 10,173 hrs · 12,401 cycles

PILOT REPORTED HEARING A POP UPON ADVANCING PROP LEVERS ON MID-FINAL APPROACH INTO KAAO. PILOT NOTICED NR 1 ENGINE TORQUE INDICATION EXTREMELY LOW, LANDING WAS COMPLETED PER NORMAL PROCEDURES WITHOUT INCIDENT. VISUAL INSPECTION OF THE NR 1 ENGINE FOUND THE POWER SECTION INNER EXHAUST LINER HAD TORN AND MADE CONTACT WITH THE POWER TURBINE DISC. THE POWER SECTION WAS REMOVED AND SENT TO CTS FOR REPAIR. CTS DETERMINED THE CAUSE FOR PT BLADE FAILURE WAS RELATED TO EXHAUST BEARING SUPPORT COVER FAILURE. THE NR 3 BEARING COVER & SKI JUMP (EXHAUST DUCT) CRACKED AND EVENTUALLY CONTACTED PT BLADES CAUSING THE BLADES TO FAIL.

Part: STARTER GEN — ARCED (ENGINE) · airframe 5,289 hrs · 10,440 cycles

DURING SCHEDULED INSPECTION OF STARTER/GENERATOR, WE FOUND A MOLTEN HOLE IN THE FAN COVER AT THE REAR OF THE GENERATOR. UPON REMOVING THE COVER, WE FOUND ONE OF THE BRUSH LEADS HAD SHORTED TO THE CASE, DAMAGING THE CASE AND THE LEAD. IT WAS ALSO NOTICED THAT ADJACENT TO SOME BRUSH LEADS THERE WAS AN ANTI-CHAFE/INSULATING TAPE APPLIED TO THE COVER, BUT NOT AT THIS LOCATION. THERE WAS NO INSULATION ON ANY OF THE BRUSH LEADS. WHEN WE INSPECTED TWO OTHER GENERATORS, WE FOUND NO INSULATION TAPE, BUT ALL OF THE BRUSH LEADS WERE INSULATED WITH A "SNAKE SKIN". WE CONTACTED PRECISION HELIPARTS LOUISIANA, WHO HAD DONE THE LAST OVERHAUL. THEY TOLD US THERE HAD BEEN A HISTORY OF THE THESE GENERATORS HAVING THE INSULATING TAPE COME LOOSE FROM THE COVER AND INGESTING IT, LEAVING THE BRUSH LEAD UNPROTECTED AND THERE WAS A NEW LEAD AVAILABLE THAT WAS INSULATED AND DIDN'T NEED THE INSULATING TAPE.

Part: FLAP SYSTEM — MALFUNCTIONED · airframe 11,250 hrs · 11,656 cycles

FLAP ROLLER BRACKETS IN FLAPS CHAFED BY FLAP BEARINGS REQUIRING REPLACEMENT. (R/H INBD FLAP, INBD TRACK, OTBD BRACKET P/N 50-160003-5)(R/H OTBD FLAP, INBD TRACK, OTBD BRACKET P/N 35-165050-31)(R/H OTBD FLAP, OTBD TRACK, INBD BRACKET P/N 35-165050-34)(L/H INBD FLAP,INBD TRACK, OTBD BRACKET P/N 50-160003-4).

Part: FLAP TRACK — BROKEN (TE FLAP) · airframe 7,694 hrs · 10,697 cycles

DURING FLIGHT, THE NR 4 FLAP I/B FLAP TRACK BROKE INTO TWO PIECES ALLOWING THE FLAP TO CANT CAUSING IT TO JAM AND NOT ALLOW TRAVEL TO THE APPROACH POSITION. BECAUSE THE FLAP WAS CANTED IT ALSO ALLOWED IT TO CONTACT THE RT AILERON INDUCING A RESISTANCE IN THE YOKE IN A SMALL RANGE OF MOVEMENT OF THE AILERONS. THE LIMITED EXTENSION OF THE NR 4 FLAP ALSO INDUCED A CONTROLLABLE A-SYMMETRIC LIFT CONDITION.

Part: BRACKET — CHAFED (TE FLAPS) · airframe 13,460 hrs · 14,243 cycles

MULTIPLE FLAP ROLLER BRACKETS INSIDE FLAPS CHAFED BY FLAP ROLLERS REQUIRING REPLACEMENT. (L/H OTBD FLAP, OTBD TRACK, INBD BRACKET P/N 35-165050-35)(L/H OTBD FLAP, INBD TRACK, INBD AND OTBD BRACKETS P/N 35-165050-31, P/N 35-165050-30)(L/H INBD FLAP, INBD TRACK, OTBD BRACKET P/N 50-160003-4)(R/H INBD FLAP, INBD TRACK, INBD AND OTBD BRACKETS P/N 50-160003-5, P/N 50-160003-4)(R/H OTBD FLAP, OTBD TRACK, INBD BRACKET P/N 35-165050-35)(R/H OTBD FLAP, INBD TRACK, OTBD BRACKET P/N 35-165050-31).

Part: BRACKET — CHAFED (TE FLAPS) · airframe 7,252 hrs · 8,287 cycles

MULTIPLE FLAP ROLLER BRACKETS INSIDE FLAPS WERE CHAFED BY THE FLAP ROLLERS REQUIRING REPLACEMENT.

Part: BRACKET — CHAFED (TE FLAPS) · airframe 9,822 hrs · 11,934 cycles

MULTIPLE FLAP ROLLER BRACKETS INSIDE FLAPS CHAFED BY FLAP ROLLERS REQUIRING REPLACEMENT. (R/H INBD FLAP,INBD TRACK, OTBD BRACKET P/N 50-160003-5)(L/H OTBD FLAP, OTBD TRACK, INBD AND OTBD BRACKETS P/N 35-165050-30 P/N 35-165050-35)

Part: FITTING — CRACKED (TAILBOOM) · airframe 15,830 hrs · 24,768 cycles

PERFORMED ASB206L-09-158B UPPER LT TAILBOOM FITTING INSPECTION. FOUND UPPER LT TAILBOOM FITTING, PN 206-032-409-001 CRACKED. R & R FITTING WITH NEW.

Part: BLOWER — BURNED OUT (ZONE 100) · airframe 12,546 hrs · 10,137 cycles

AFTER TAKE OFF, PASSING THROUGH 16,000 FEET, OBSERVED AND SMELLED SMOKE IN THE AIRCRAFT. IT APPEARED TO ME TO BE VERY LIGHT GREY SMOKE, AND HAD AN ACRID SMELL AND WAS SLIGHTLY IRRITATING TO THE EYES AND THROAT. THE MED CREW IN THE REAR SAID THEY COULD ALSO SEE AND SMELL THE SMOKE. WE IMMEDIATELY REQUESTED AND RECEIVED CLEARANCE TO RETURN TO THE DEPARTURE AIRPORT AND LANDED PROMPTLY AND SAFELY WITHOUT ANY INCIDENT. NO EMERGENCY SERVICES WERE REQUIRED NOR REQUESTED. ON THE GROUND A LOCAL MECHANIC WAS LOCATED. WORKED WITH LIFETEAM MAINTENANCE, PERFORMED GROUND OPERATION CHECKS AND COULD NOT DUPLICATE. DID LOCAL AREA TEST FLIGHT. COULD NOT DUPLICATE. AIRCRAFT WAS TAKEN TO NEWTON FOR RE-INSPECTION. LIFETEAM FOUND THE FWD VENT BLOWER HAD FAILED. BLOWER HAS BEEN REPLACED AND AIRCRAFT RETURNED TO SERVICE. NO RECORD OF INSTALLATION WAS FOUND. COULD HAVE BEEN INSTALLED BY THE FACTORY.

Part: WHEEL — CRACKED (MLG)

INNER WHEEL HALF OF WHEEL ASSEMBLY PN 40-170A, SN 10, HEAT LOT NR 283 WAS REJECTED DURING EDDY CURRENT INSPECTION FOR CRACKS IN EXCESS OF 0.010 INCH. INDICATIONS WERE FOUND IN THE AREA OF BEAD SEAT OF THE INNER HALF OF THE WHEEL ASSEMBLY ONLY, NO INDICATIONS WERE FOUND ON THE OUTER WHEEL HALF OF THE ASSEMBLY.