Era Helicopters, LLC

Operated by Era Helicopters LLC (per NTSB report)

The inflight loss of collective control of the helicopter due to thermal damage of a collective control torque tube that abraded with misrouted electrical wiring, which resulted in an electrical short and inflight fire. Contributing to the accident were the incorrectly manufactured wiring support strip assembly that misrouted electrical wires near the collective control torque tube, the ambiguity of the support strip assembly drawing that allowed for its incorrect manufacturing, the inadequate quality control processes to identify the incorrectly manufactured support strip assembly, and the helicopter manufacturer’s inadequate assembly instructions that allowed the misrouting of the electrical wiring, due to the incorrectly manufactured strip assembly, on the helicopter production line.

Operated by ERA HELICOPTERS LLC (per NTSB report)

The pilot's failure to maintain terrain clearance while on approach to land in flat light conditions. Contributing to the severity of the pilot's injuries was the inadequately restrained internal cargo, which shifted forward during the impact and struck the pilot and/or the pilot's seat.

Operated by ERA HELICOPTERS LLC (per NTSB report)

The fracture of the tail rotor pitch change link due to excessive bearing rotational friction, which resulted from the bearings being installed in exceedance of the maximum allowable torque during the last overhaul of the pitch change link.

Operated by ERA HELICOPTERS LLC (per NTSB report)

Fracture of the red tail rotor blade spar, which resulted in the separation and departure of the red tail rotor blade from the helicopter and subsequent compromised tail gearbox. The red tail rotor blade was not recovered, thus the cause of the initial fracture could not be determined.

Operated by ERA HELICOPTERS LLC (per NTSB report)

The helicopter’s sudden and severe vertical vibrations during landing, which resulted in a collision with terrain. The reason for the helicopter’s sudden and severe vertical vibrations could not be determined during postaccident examinations.

Operated by ERA HELICOPTERS LLC (per NTSB report)

The pilot's selection of an unsuitable landing surface, which resulted in the tail rotor contacting terrain.

Operated by ERA HELICOPTERS LLC (per NTSB report)

The pilot's loss of control due to sudden medical impairment or incapacitation.

Operated by ERA HELICOPTERS LLC (per NTSB report)

Improper centering of the cyclic during a start in gusty wind conditions.

Operated by ERA Helicopters LLC (per NTSB report)

The flight instructor’s inadvertent entry into ground resonance when demonstrating a hydraulic failure running landing, which resulted in substantial damage to the helicopter. Contributing to the accident was the pilot's and instructor pilot's failure to control the drift and rate of descent during the practice maneuvers.

Operated by ERA HELICOPTERS LLC (per NTSB report)

The pilot's inability to maintain control due to the mechanic's inadvertent switching of two cyclic control tubes of different lengths during maintenance.

Operated by Era Helicopters LLC (per NTSB report)

The pilot's failure to maintain clearance from a known obstruction. Contributing to the accident was the location/placement of lightning rods in the landing zone.

Operated by ERA HELICOPTERS LLC (per NTSB report)

An in-flight overtorque of the engine-to-transmission driveshaft resulting in disconnection of the main transmission from the engine. The overtorque likely occurred due to an in-flight main rotor blade contact with snow-covered terrain, precluding significant main rotor blade damage and ground scarring. Contributing to the severity of the surviving occupant's injuries was the helicopter operator's failure to properly monitor their satellite flight-following system and to immediately institute a search once the system reported that the helicopter was overdue.

Operated by ERA Helicopters (per NTSB report)

The pilot's inadequate compensation for the gusty wind conditions which resulted in his failure to maintain clearance with the structure extending from the offshore oil platform. Contributing to the accident was the gusty wind condition.

Operated by ERA Helicopters (per NTSB report)

The loss of engine power as result of the failure of the oil pump assembly.

Operated by ERA HELICOPTERS (per NTSB report)

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

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

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

Operated by ERA HELICOPTERS INC. (per NTSB report)

Sanction: $6,750 · case closed 2025-04-28

Sanction: $63,000 · case closed 2014-01-27

Sanction: $82,000 · case closed 2014-12-17

Sanction: 5000 · case closed 2012-02-29

Sanction: $10,000 · case closed 2007-01-05

Part: RADIO — SHORTED (COCKPIT) · airframe 6,957 hrs · 15 cycles

PILOT REPORT - WAS FLYING ALONG STRAIGHT AND LEVEL AND SUDDENLY SMELLED A PLASTICKY ELECTRIC SMELL. STARTED TO TROUBLE SHOOT CIRCUIT BREAKERS AND INSTRUMENT PANEL FOR ANY OBVIOUS ISSUES AND FOUND #2 RADIO HAD SHORTED OUT. IMMEDIATELY TURNED BACK FOR BASE AND MONITORED REMAINING ELECTRONICS TO BE SURE NOTHING ELSE FAILED OR CAUGHT FIRE. LANDED SAFELY AT BASE AND INFORMED MAINTENANCE OF ISSUE.

Part: FRAME — DAMAGED · airframe 4,314 hrs · 6,054 cycles

THIS AIRCRAFT HAS BEEN GROUNDED. THE REPAIR FROM AS FOLLOWS; REMOVE AND REPLACED THE LEFT AND RIGHT BS 5700 FRAME 3P5338A13355 AND 3P5338A13455. IAW PSE/TQ/2024/172423.

Part: TAIL BOOM — CORRODED (ZONE 300) · airframe 4,314 hrs · 6,054 cycles

THIS AIRCRAFT HAS BEEN GROUNDED AT OUR REPAIR STATION ON VP-000639-2024 SINCE THE DATE OF DISCOVERY. THE REPAIR IS AS FOLLOWS; REPLACE LT SIDE PANEL, P/N 3G5350A07431C1 AND STA 8700 BULKHEAD FRAME, P/N 3G5306P14811 ON TAILBOOM P/N 3G5350A00135 S/N PZL003 TAILBOOM TT 9036.5. IAW PSE/TQ/2025/181854.

Part: UNKNOWN — ODOR (CABIN) · airframe 6,098 hrs · 5,883 cycles

AFTER LEVELING OFF FROM TAKEOFF WE STARTED NOTICING THE SMELL OF FUEL WHICH SEEMED TO BE COMING FROM THE CABIN AREA OF THE AIRCRAFT. INITIALLY WE TURNED OFF THE HEAT AND SELECTED OUTSIDE AIR FOR THE CABIN AND COCKPIT. WE TRIED DIFFERENT COMBINATIONS OF BLEED AIR AND OUTSIDE AIR AND DETERMINED THE SMELL WAS NOT COMING FROM ANY OF THE ENVIRONMENTAL SYSTEMS. WE DECIDED TO STAY WITH THE OUTSIDE AIR VENT SYSTEM AS THE SMELL STARTED TO GO AWAY. AFTER 10-15 MINUTES THE SMELL HAD COMPLETELY GONE AWAY AND CONTINUED THE FLIGHT. AFTER WE LANDED AT THE RIG, REFUELED AND LOADED FOR THE INBOUND FLIGHT, THE CONTROL ROOM RADIOED THAT THE OIM (WHO WAS ONBOARD) REPORTED SMELLING FUEL AND ALSO THAT A PASSENGER'S BAG SMELLED OF FUEL. I HAD THE OUTSIDE PILOT DO A SECOND THOROUGH WALKAROUND AND HE AGAIN DID NOT SEE ANY SIGNS OF FUEL ON/FROM THE AIRCRAFT OR IN THE BAGGAGE COMPARTMENT. HE ALSO REOPENED THE BAGGAGE COMPARTMENT AND DID NOT SMELL FUEL IN THAT AREA. THE RETURN FLIGHT BACK WAS NORMAL WITH NO SIGNS OR SMELLS OF FUEL. AFTER SHUTDOWN WE CHECKED THE BAGGAGE COMPARTMENT AND THERE WERE NO SIGNS OR SMELL OF FUEL FROM THE RETURN FLIGHT. THIS WAS THE FIRST FLIGHT OF THE DAY FOR THIS AIRCRAFT. THE AIRCRAFT WAS PRESSURE REFUELED TO 4700LBS (4950 IS TOPPED OFF FOR THIS AIRCRAFT). THE PREVIOUS DAY THE AIRCRAFT WAS FULLY TOPPED OFF AND THIS DID NOT OCCUR. I HAVE BEEN FLYING THIS AIRCRAFT DAILY AND THIS IS THE FIRST TIME THIS OCCURRENCE. I ENTERED A DISCREPANCY IN RAMCO FOR MAINTENANCE TO FURTHER INVESTIGATE. INSPECTED ACFT NO SIGNS OF FUEL LEAKING AND INSPECTED VENT LINES, NONE LOOSE.

Part: LONGERON — CRACKED (ZONE 200) · airframe 6,478 hrs · 6,725 cycles

A 3” CRACK ON LBL 550 LONGERON CRACKED REPORTED TO LEONARDO ON PSE/TQ/2025/185789 ON FEB 11, 2025. THIS IS CURRENTLY UNDER REVIEW WITH LEONARDO ENGINEERING FOR A FLIGHT CONTINUATION OR REPAIR.

Part: LONGERON — CRACKED (ZONE 200) · airframe 4,802 hrs · 4,983 cycles

AS THIS IS AFTER THE 96-HOUR CRITERIA OF 135.415, THIS SEEMS TO BE A VERY DIFFERENT SITUATION. WE DID NOT KNOW IF WE REPORT WHEN WE GET THE REPAIR INFORMATION FROM AUGUSTA FOR THE 337 OR, IF THEY WOULD GIVE US A LETTER TO CONTINUE OPERATING. THIS AIRCRAFT HAS BEEN GROUNDED SINCE THE DATE OF DISCOVERY. WE ARE STILL WAITING ON THE REPAIR FROM AUGUSTA. BRISTOW GROUP IS THE ONLY OPERATOR IN THE US OPERATING AW1189’S. COUPLE OF 6” CRACKS ON LBL 800 LONGERON AND RBL 550 LONGERON CRACKS REPORTED TO LEONARDO ON PSE/TQ/2024/178882 ON DEC 09, 2024. LH AND RH SIDE'S FUEL COMPARTMENT BEAMS ALSO CRACKED, ALL IN SAME AREA WITH STRUCTURAL LOADING. AS SOON AS WE RECEIVE THE REPAIR FROM AUGUSTA, THE REPAIR WILL BE ACCOMPLISHED AND A 337 WILL BE EXECUTED AND SUBMITTED.

Part: WIRE HARNESS — DAMAGED (FIRE DETECTION) · airframe 3,538 hrs · 3,352 cycles

FIRE LIGHT FLASHES INTERMITTENTLY WITH NO AUDIO OR CAPTION LIGHT. : REMOVED AND REPLACED #2 ENGINE OUTBOARD FLAME DETECTOR HARNESS. OPERATIONAL CHECK GOOD.

Part: CONNECTOR — CONTAMINATED (ZONE 200) · airframe 3,538 hrs · 3,352 cycles

FIRE LIGHT FLASHES INTERMITTENTLY WITH NO AUDIO OR CAPTION LIGHT. DURING SHUTDOWN FIRE TEST OUTBOARD CIRCUIT BREAKER POPS WHEN TESTING. DRIED WATER FROM CONNECTOR PLUG. OPS CHECKED GOOD.

Part: FIRE DETECTOR — CONTAMINATED (NR 2 ENGINE) · airframe 3,531 hrs · 3,346 cycles

FIRE #2 ENG CAUTION AND AUDIO ACTIVATED DURING HEAVY RAIN AND STAYED "ON". FOUND WATER ON JUNCTION OF #2 INBOARD FIRE DETECTOR CONNECTOR HARNESS. CLEANED AND DRIED OUT CONNECTOR. OPS CHECK GOOD ON GROUND AT THIS TIME. ALL WORK PERFORMED IAW REF. S92 WIRING SYSTEM MANUAL CHAPTER 26-11-00.

Part: LONGERON — CRACKED (ZONE 200) · airframe 4,422 hrs · 4,647 cycles

AS THIS IS AFTER THE 96-HOUR CRITERIA OF 135.415, THIS SEEMS TO BE A VERY DIFFERENT SITUATION. WE DID NOT KNOW IF WE REPORT WHEN WE GET THE REPAIR INFORMATION FROM AUGUSTA FOR THE 337 OR, IF THEY WOULD GIVE US A LETTER TO CONTINUE OPERATING. THIS AIRCRAFT HAS BEEN GROUNDED SINCE THE DATE OF DISCOVERY. REPAIRS ARE STILL ON GOING AS THE REPAIR WAS JUST RECEIVED A COUPLE OF WEEKS AGO. BRISTOW GROUP IS THE ONLY OPERATOR IN THE US OPERATING AW1189’S. A 5” CRACK ON RBL 550 LONGERON CRACKED, REPORTED TO LEONARDO ON PSE/TQ/2024/167984 ON SEPT 10, 2024. ALSO, RH SIDE FUEL COMPARTMENT BEAM ALSO CRACKED, ALL IN SAME AREA WITH STRUCTURAL LOADING. WE HAVE RECEIVED THE REPAIR FROM AUGUSTA AND A 337 WILL BE EXECUTED AND SUBMITTED.

Part: CONNECTOR — CONTAMINATED (FIRE DETECTOR) · airframe 3,527 hrs · 3,340 cycles

FIRE #2 ENGINE CAUTION LIGHT AND AUDIO WARNING ON FOR ONE MINUTE IN RAIN. INSPECTED #2 FIRE DETECTOR WIRE HARNESS AND DRIED CONNECTORS. TESTED SATISFACTORY. TL-265449-2024

Part: CONNECTOR — DIRTY (FIRE DETECTOR) · airframe 3,521 hrs · 3,336 cycles

NO #2 ENGINE FIRE LIGHT ILLUMINATED IN FLIGHT 10 MINUTES AFTER TAKE-OFF. CLEANED ALL ELECTRICAL CONNECTORS ON FLAME DETECTOR AND UPPER DECK. FIRE LIGHT WENT OFF, TESTED SATISFACTORY. TL-265393-2024

Part: CONNECTOR — DIRTY (FIRE DETECTOR) · airframe 5,258 hrs · 5,013 cycles

NO 2 ENGINE FIRE LIGHT ILLUMINATED IN HEAVY RAIN FOR 3 SECONDS WITH NO AUDIO WARNING. CLEANED #2 ENGINE FIRE DETECTOR CANNON PLUGS. OPS CHECK GOOD. REF. S92A AMM CHAPTER 26. TL-265397-2024

Part: OIL SYSTEM — LEAKING (NR 2 ENGINE) · airframe 4,251 hrs · 4,461 cycles

IN LEVEL FLIGHT AT 4500 REACHING THE 20 MINUTE MARK FOR DESTINATION. OBSERVED THAT THE NR 2 ENGINE OIL PRESSURE WAS DROPPING & FLUCTUATING FROM THE GREEN TO YELLOW. OPTED TO RETURN TO BASE. SHORTLY AFTER TURNING AROUND, THE OIL PRESSURE CONTINUED TO DROP & WENT BELOW THE MINIMUM THRESHOLD RESULTING IN NR 2 OIL PRESSURE LOW WARNING CAS. EXECUTED PROCEDURE LISTED IN QRH WHICH RESULTED IN NR 2 ENGINE EVENTUALLY BEING SHUT DOWN. DECLARED AN EMERGENCY & LANDING IN HOUMA WITHOUT FURTHER INCIDENT. THE LEAK IS AT THE C-SUMP TATTLE TALE HOLE ON THE BOTTOM OF THE CAN. ADDED 3.8 TO NEARLY 4 QUARTS OF OIL TO GET THE ENGINE UP TO THE SERVICEABILITY MARK. IT TOOK JUST OVER 3 QUARTS TO GET TO THE BOTTOM OF THE SIGHT GAUGE JUST BELOW THE ADD LINE ON THE ENGINE. REMOVE THIS ENGINE BEFORE FURTHER FLIGHT. WILL HAVE DEPOT INSTRUCTIONS. INSTALLED SPARE CT7-2E1 CURRENTLY ON-SITE IN HOUMA.

Part: COMPRESSOR — FAILED (A/C PACK) · airframe 11,154 hrs · 34,205 cycles

DURING TAKEOFF THE PASSENGERS AND MYSELF SMELLED ELECTRICAL BURNING IN THE COCKPIT. RETURNED BACK TO THE AIRPORT. AFTER LANDING AND MAINTENANCE INSPECTION THE A/C COMPRESSOR LOCKED UP AND WOULDN'T TURN. TL-259861-2024 – REMOVED, REPLACED AND SERVICED THE A/C COMPRESSOR.

Part: UNKNOWN — ODOR (CABIN) · airframe 5,186 hrs · 13,234 cycles

FUEL FUMES IN THE BACK CABIN NEAR LEFT REAR SEAT. MAINTENANCE INVESTIGATION – INSPECTED FUEL SYSTEM FOR LEAKS AND SPILLAGE, NO DEFECTS NOTED. (TL-257167-2024)

Part: FIRE DETECTOR — FAULTED (APU BAY) · airframe 4,831 hrs · 4,540 cycles

OUTBOUND LEVEL AT 3000' THE AIRCRAFT BEGAN TO GIVE INTERMITTENT APU FIRE WARNINGS. THE AIRCRAFT WAS TURNED BACK TO RETURN TO BASE AND THE FIRE WARNINGS STOPPED APPROXIMATELY 5 MINUTES AFTER IT HAD BEGUN. WHILE ON APPROACH WHEN THE AIRCRAFT ENTERED CLOUDS THE WARNINGS BEGAN AGAIN AND LASTED UNTIL SHUTDOWN. MAINTENANCE ACTION: REPLACED APU FLAME DETECTOR. OPS CHECKED SATISFACTORY.

Part: UNKNOWN — ODOR (CABIN/COCKPIT) · airframe 8,720 hrs · 12,649 cycles

WHILE ENROUTE TO GC468 ON HAA TASKING CREW STATED THAT THEY HAD A STRONG INDICATION OF FUEL SMELL. THE ODOR INCREASED AND CREW STATED THAT THEY WERE HAVING NEGATIVE EFFECTS ON VISION, NAUSEA AND HEADACHES. VISUAL OBSERVATION OF LEAKING FUEL UNDER MEDIC SEAT AFT OF LITTER. DECISION WAS MADE TO CANCEL MISSION AND RTB. CONTACTED ATC FOR DIRECT BACK TO KGAO, CONTACTED OCC TO LET THEM KNOW WHAT WAS HAPPENING. FURTHER OBSERVATION NOTED FUEL MOVING FORWARD TOWARDS COCKPIT. COMPLETED EMERGENCY PROCEDURE PER THE RFM. OPENING OF THE COCKPIT WINDOWS BROUGHT A MUCH STRONGER PRESENCE OF FUMES FORWARD SO WE CLOSED THEM UNTIL OUR DESCENT. ONCE WE WERE CONFIDENT THAT AN IFR APPROACH WAS NOT NEEDED AT KGAO WE CANCELLED IFR AND DESCENDED TO 1000', SLOWED TO 80. AFTER CABIN SECURITY CHECK WAS COMPLETED, OPENED UPPER CABIN SLIDING DOOR AND COPILOT WINDOW TO IMPROVE AIRFLOW IN CABIN AND COCKPIT. LANDED WITHOUT FURTHER INCIDENT. MAINTENANCE INVESTIGATION FOUND FUEL LEAK IN LEFT SIDE OF CABIN IVO MID SPONSON, CAUSE STILL UNDER INVESTIGATION.

Part: CONNECTOR — DIRTY (ZONE 200) · airframe 5,151 hrs · 5,566 cycles

APU FIRE WARNING LIGHT AND AUDIO CAME ON TWICE DURING IN FLIGHT START OF APU BEFORE LANDING. EACH TIME IT CAME ON WAS ONLY FOR A BRIEF TIME, AND AFTER REDUCING SPEED TO 120 KNOTS IT STAYED OUT. EOP CHECKLIST CONSULTED AND IT APPEARED TO BE SPURIOUS INDICATIONS. MAINTENANCE CORRECTIVE ACTION: CLEANED FLAME DETECTOR CANNON PLUG. OPS CHECK TEST ON GROUND REF S92 AMM CH 26

Part: CONTROL ROD — DAMAGED (MAIN ROTOR) · airframe 5,477 hrs · 8,886 cycles

BRISTOW RECENTLY DISCOVERED A LOOSE JAM NUT ON AFT M/R SERVO INPUT ROD END DURING A SCHEDULED INSPECTION. THE JAM NUT IS THE SUBJECT OF FAA AD 2015-19-51, AD 2017-19-01 AND SIK AWL 300 HOUR INSPECTION ITEM 30A. THE INTENT OF THESE INSPECTIONS IS ‘. TO DETECT A LOOSE JAMNUT AND PREVENT FAILURE OF THE PUSHROD ASSEMBLY, LOSS OF M/R FLIGHT CONTROL, AND SUBSEQUENT LOSS OF CONTROL OF THE HELICOPTER. REPLACED CONTROL ROD IAW SIK AWL

Part: CONTROL ROD — CRACKED (ZONE 200) · airframe 3,981 hrs · 10,419 cycles

DURING AIRCRAFT INSPECTION PROMPTED BY SIMILAR DEFECT ON ANOTHER FLEET AIRCRAFT. CRACK FOUND ON LH (LONGITUDNAL) MR SERVO INPUT FLIGHT CONTROL ROD. REF EC135P2+ IPC IPC 22-18-10-01, ITEM 10

Part: CONTROL ROD — CRACKED (ZONE 200) · airframe 4,359 hrs · 9,981 cycles

DURING AIRCRAFT INSPECTION PROMPTED BY SIMILAR DEFECT ON ANTHER FLEET AIRCRAFT. CRACK FOUND ON LH (LONGITUDNAL) MR SERVO INPUT FLIGHT CONTROL ROD. REF EC135P2+ IPC IPC 22-18-10-01, ITEM 10

Part: CONTROL ROD — CRACKED (ZONE 200) · airframe 4,886 hrs · 11,378 cycles

DURING AIRCRAFT AAIP INSPECTION CRACK FOUND ON LH (LONGITUDNAL) MR SERVO INPUT FLIGHT CONTROL ROD. REF EC135P2+ IPC IPC 22-18-10-01, ITEM 10

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 5,384 hrs · 8,749 cycles

HOLDING SOUTH OF 92LA AT 500' AGL FOR COMPANY TO CLEAR HOSPITAL HELIPAD, #2 ENGINE FIRE WARNING TONE SOUNDED, #2 ENGINE FIRE LIGHT ILLUMINATED, MASTER CAUTION LIGHT ILLUMINATED, AND #2 FIRE T-HANDLE LIGHT ILLUMINATED. AFTER ASSESSING THE SITUATION, CREW DECIDED TO SHUT DOWN #2 ENGINE. #2 ENG. T-HANDLE WAS IDENTIFIED AND PULLED FULL AFT AND #2 ENGINE CONFIRMED TO BE SHUTTING DOWN. WE PAUSED OUR ACTIONS HERE TO OBSERVE THE TRANSITION TO OEI FLIGHT AND LIGHTS & TONE STOPPED FOR A BRIEF PERIOD AFTER #2 ENG. WAS SHUT DOWN. LIGHTS & TONE THEN RETURNED, AND A DECISION WAS MADE TO DEPLOY THE MAIN FIRE EXTINGUISHER. WE THEN PAUSED TO EVALUATE THE RESULT OF THE MAIN FIRE EXTINGUISHER ACTIVATION AND LIGHTS & TONE WERE STOPPED FOR A BRIEF PERIOD. LIGHTS & TONE RETURNED AGAIN, AND A DECISION WAS MADE TO DEPLOY THE RESERVE FIRE EXTINGUISHER. WE THEN PAUSED TO ASSESS THE SITUATION AND LIGHTS & TONE AGAIN STOPPED FOR A BRIEF PERIOD BUT THEN RESUMED PRIOR TO LANDING. IN ALL INSTANCES, TONES & LIGHTS WERE CONTINUOUS AND NOT FLICKERING. AFTER LANDING IT WAS DETERMINED THAT THERE WERE NO SIGNS OF FIRE, AND IT WAS A WARNING SYSTEM MALFUNCTION ONLY. MAINTENANCE INVESTIGATION OF CAUSE OF WARNING MALFUNCTION IS ONGOING. POST FIRE SUPPRESSION SYSTEM ACTIVATION MAINTENANCE IAW EMM & AMM IS IN PROGRESS.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 4,582 hrs · 11,004 cycles

AFTER A COUPLE OF MINUTES OF FLIGHT, A BURNT RUBBER SMELL WAS PERCEIVED AND THE HELICOPTER WAS RETURNED TO BASE. MAINTENANCE CORRECTED BY TENSIONING THE AC DRIVE BELT.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 12,359 hrs · 34,218 cycles

NOTICED A BURNING SMELL COMING FOR THE A/C. TURNED THE A/C OFF AND DIVERTED TO VR164A TO INSPECT THE BELT AND SEE IF IT BROKE. AFTER INSPECTION NOTICED THE BELT SLIPPED SLIGHTLY OFF THE PULLEY AND WAS THE CAUSE OF THE BURNING SMELL. NO HAZARDS WERE SEEN AND FLIGHT WAS CONTINUED WITHOUT A/C ON.

Part: LOCK NUT — CRACKED (TRANSMISSION) · airframe 4,636 hrs · 9,570 cycles

WHILE PERFORMING THE POST FLIGHT CHECK IT WAS FOUND THAT THE SWASHPLATE SUPPORT WAS LOOSE AT ITS MOUNTING POINT. UPON FURTHER INSPECTION IT WAS FOUND THAT ALL 6 NUTS WERE WORN AT THE BASE AND 5 OF THE 6 WERE CRACKED. ALL NUTS WERE BACKED OFF APPROX.1.5 TURNS AS FOUND WITH LESS THAN 1IN LB BREAKAWAY TQ. ALL INFORMATION WAS SENT TO THE ENGINEERING DEPT FOR REVIEW. THE LOCKING FEATURE OF THE NUT HAD CRACKED. THESE NUTS ARE THE REPLACEMENT PART CALLED OUT IN AD2014-11-07 / BT109EP-131, PART NUMBER NAS1805-4. THE ONE TIME AD WAS COMPLIED IN FEB 2014.

Part: O-RING — CUT (ZONE 400) · airframe 3,085 hrs · 2,853 cycles

DEPARTED HOUMA ENROUTE TO MC726 WITH 19 PASSENGERS. LEVELED OFF AT 3,000 FEET RECEIVED CAUTION LIGHT. THE PM NOTED IT WAS FOR LOSS OF PRESSURE IN THE #1 ENGINE DOWN TO 9PSI. PF CALLED FOR THE EMERGENCY CHECKLIST. WHILE THE PM WAS GOING THROUGH THE EMERGENCY CHECKLIST. THE PF MADE THE RADIO CALLS. INFORMED NEW ORLEANS APPROACH OF THE SITUATION AND NEEDED TO RETURN TO HOUMA. AS PER THE EMERGENCY CHECKLIST THE ENGINE WAS BROUGHT BACK TO IDLE. WHILE CONTINUING THROUGH THE CHECKLIST THE CAPTAIN DECIDED TO DECLARE THE EMERGENCY. READING THROUGH THE CHECKLIST, NOTED NO INCREASE IN OIL TEMPERATURE. PER THE EMERGENCY CHECKLIST THE ENGINE WAS LEFT AT IDLE AND USED FOR LANDING. AFTER LANDING ON RUNWAY 36 TAXIED CLEAR ONTO RUNWAY 30/12. SECURED THE ENGINE PER THE EMERGENCY CHECKLIST. TAXIED BACK INTO BASE AND PARKED AT A8. DURING THE WALK AROUND NOTED OIL WAS COMING DOWN THE LEFT SIDE OF THE AIRCRAFT. MAINTENANCE DETERMINED ISSUE CAUSED BY CUT O-RING ON OIL PRESSURE TRANSDUCER. TRANSDUCER HAD BEEN REPLACED 2 DAYS PRIOR.

Part: COMPRESSOR — SEIZED (ZONE 400) · airframe 6,006 hrs · 19,379 cycles

TOOK OFF FROM SM288CA HEADED TOWARDS SM99A. IMMEDIATELY AFTER TAKEOFF I START TO SMELL BURNING RUBBER AND THEN AFTER THAT SAW SMOKE IN THE CABIN. CHECKED GAUGES AND PANEL LIGHT AND EVERYTHING WAS NORMAL SO TURNED OFF THE A/C AND OPENED WINDOWS. STARTED TURNING TOWARDS SM27A AND TRIED TO CALL UP OPS BUT WAS OUT OF RANGE FROM ANY FREQUENCIES. SMELL AND SMOKE BOTH IMMEDIATELY WENT AWAY. DECIDED TO CONTINUE TOWARDS SM99A WHERE WE LANDED WITHOUT ANYMORE DISCREPANCIES. MAINTENANCE FOUND AIR CONDITIONING SYSTEM COMPRESSOR CLUTCH SEIZED. REPLACE CCOMPRESSOR ASSY.

Part: ATTACH BRACKET — BENT (ZONE 700) · airframe 2,362 hrs · 3,165 cycles

APPROACHING KC875 (LUCIUS) ON OUR SECOND FLIGHT LEG (FROM GC608), LOWERING THE LANDING GEAR RESULTED IN THE LEFT MAIN GEAR INDICATOR REMAINING AMBER. REFERRING TO THE QRH, WE WENT THROUGH THE PROPER PROCEDURE INCLUDING THE EMERGENCY BLOW DOWN. LIGHT REMAINED AMBER. INFORMED THE PLATFORM HLO OF THE SITUATION AND PERFORMED A FLYBY SO HLO COULD CONFIRM GEAR DOWN VISUALLY. AFTER SETTING UP FOR THE APPROACH TO LAND WE DECIDED TO FIRST ESTABLISH CRUISE FLIGHT TOWARD HOUMA AND DETERMINE IF THE FUEL ONBOARD WAS SUFFICIENT WITH THE WIND CONDITIONS PRESENT TO SAFELY RTB. ONCE WE DETERMINED WE HAD THE FUEL TO MAKE IT TO HOUMA WE INFORMED THE HLO THAT WE WERE RETURNING TO HOUMA. WE THEN COMMUNICATED THE SITUATION TO OCC AND CHANGED DESTINATION TO HOUMA. ON ARRIVAL IN HOUMA, MAINTENANCE WAS READY IF NEEDED. WE HOVER TAXIED TO NORTH SIDE OF HANGER AND CAREFULLY SET DOWN TO CONFIRM LANDING WAS INDEED LOCKED IN PLACE. MAINTENANCE PERSONNEL INSPECTED THE GEAR BEFORE WE SHUT DOWN TO ENSURE IT WAS LOCKED. INSPECTION REVEALED A SWITCH HAD SHIFTED OUT OF PLACE SO AS NOT TO ACTUATE THE DOWN AND LOCKED INDICATION.

Part: LIGHT — SHORTED (CABIN) · airframe 5,167 hrs · 6,277 cycles

WHILE BEING VECTORED TO ITIWE ON THE RNAV 36 APPROACH INTO KHUM, PASSENGERS IN THE CABIN OF THE AIRCRAFT STARTED YELLING TO GET THE CREW'S ATTENTION ABOUT A STRONG BURNING ODOR. THE FLIGHT CREW CONFIRMED THE PRESENCE OF THE ELECTRICAL/PLASTIC BURNING SMELL. THE VELCRO BARRIER ON THE COVID CURTAIN WAS PULLED BACK TO BOTH ASSURE THE PASSENGERS THAT THE CREW WAS AWARE OF THE SITUATION AS WELL AS TO CONFIRM IF THERE WAS SMOKE IN THE CABIN OR NOT. NO SMOKE WAS VISIBLE TO THE CREW FROM THE COCKPIT. BOTH VENT FANS WERE PLACED TO THE OFF POSITION. NEITHER THE HEATER NOR AIR CONDITIONER WERE IN USE THROUGHOUT ANY PORTION OF THE FLIGHT, BOTH OUTBOUND AND INBOUND. THE CREW OPENED BOTH COCKPIT VENTILATION WINDOWS TO HELP CLEAR OUT THE SMELL AND CONTINUED THE RNAV 36 APPROACH TO AN UNEVENTFUL LANDING. NO EMERGENCY WAS DECLARED. TL-237604-2023 PERFORMED DETAILED INSPECTION OF ALL DC ELECTRICAL COMPONENTS IN CABIN AND COCKPIT OVERHEAD. INSPECTION FOUND AFT MOST PASSENGER ADVISORY LIGHT SHORTED AND BURNED.

Part: NOT ENTERED — NOT ENTERED · airframe 3,096 hrs · 3,252 cycles

AT AROUND 15:58 SEVERAL CAS LIGHTS ILLUMINATED, ALONG WITH THE LOSS OF VARIOUS SERVICES AND THE UPPER MODES. AFTER CONSULTING THE QRH WE ATTEMPTED TO RESET THE 2 TRU AS PER THE QRH AND ON THE THIRD ATTEMPT WE WERE ABLE TO RESET IT, AT WHICH TIME, MOST OF THE CAS LIGHTS CLEARED AND WE REGAINED SOME OF THE UPPER MODES. NOT LONG AFTER THAT WE STARTED SMELLING A BURNING ELECTRICAL ODOR, DECLARED AN EMERGENCY WITH NEW ORLEANS APPROACH AND STARTED TO DESCEND IN VMC CONDITIONS DIRECT TO KHUM, CONSTANTLY CHECKING THE SYSTEMS AND THE TAIL CAMERA FOR ANY INDICATION OF SMOKE OR FIRE. LANDED IN KHUM AT 16:37 AND HELD ON RUNWAY 36 UNTIL EMERGENCY SERVICES VERIFIED THAT THERE WAS NO FIRE/SMOKE VISIBLE, AND THEN TAXIED TO THE RAMP AND SHUT DOWN.

Part: GENERATOR — SHORTED (NR 2) · airframe 2,974 hrs · 3,138 cycles

APPROACH IN IMC. BOTH SCREENS ON PILOT SIDE SCREENS GO BLACK MOMENTARILY AND THEN COME BACK ON. THEN 2 AC GENERATOR FAIL, ECDU DEGR, 2 FUEL PUMP, 2 AUTO PILOT, 2 AMMC FAIL CAUTION LIGHTS. UPPER AFCS MODES ALL DISENGAGED. EMERGENCY DECLARED.

Part: RADIO — SMOKE (COCKPIT) · airframe 11,180 hrs · 26,148 cycles

UPON PICK UP INTO A HOVER, PASSENGER SMELLED A FAINT ODOR OF BURNING PLASTIC OR OZONE. THE TECHNASONIC RADIO FLICKERED THEN SHUT OFF AND RELEASED LIGHT WISPS OF SMOKE. I SET THE AIRCRAFT BACK DOWN AND SHUT DOWN.

Part: NONE — NONE · airframe 7,491 hrs · 8,761 cycles

HEAVY SMOKE IN THE COCKPIT, UNCOMMANDED COLLECTIVE AND CYCLIC INPUT LEADING TO EMERGENCY DESCENT AND POWER CONTROL VIA ENGINE THROTTLES. AUTOROTATIVE LANDING PERFORMED, AIRCRAFT WENT OFF RUNWAY AFTER LANDING. NTSB NOTIFIED PER 49 CFR 830. MORE DETAILS TO FOLLOW

Part: NONE — NONE · airframe 4,269 hrs · 8,374 cycles

#1 OIL CHIP CAUTION LIGHT ILLUMINATED. ENGINE SHUT DOWN PER EMERGENCY CHECKLIST. CORRECTIVE ACTION: REPLACED AND FLUSHED #1 ENGINE OIL. INSPECTED #1 ENGINE CHIP DETECTOR, PREFORMED GROUND RUN AND LEAK CHECK OF #1 ENGINE. NO DISCREPANCIES NOTED.

Part: FUEL CAP — LEAKING (ZONE 100) · airframe 12,103 hrs · 33,660 cycles

SHORTLY AFTER TAKEOFF, PASSENGER REPORTED A SMELL OF FUEL. PILOT RETURNED TO AIRPORT AND INFORMED MAINTENANCE.

Part: NONE — BURNED (ZONE 100) · airframe 4,178 hrs · 10,012 cycles

BURNING SMELL FOLLOWED BY FRONT AIR CONDITIONER FAN STOPPING. SHUT OFF AIR CONDITIONER.

Part: PISTON — DAMAGED (SERVO) · airframe 11,103 hrs · 1 cycles

ROD END SIDE OF PISTON FACE WAS DAMAGED DUE TO MECHANIC NOT ALIGNING ROD END LOCK INTO PISTON LOCKS CORRECTLY.

Part: BOLT — CRACKED (MAIN ROTOR) · airframe 1,882 hrs

DURING A 100HR ANNUAL INSPECTION, IT WAS NOTED ON THE VEMD THAT THERE WERE MAST MOMENT EXCEEDANCES TRAPPED. DURING A DIE PENETRANT INSPECTION OF THE SECONDARY BOLTS 3 OF 4 INSTALLED SECONDARY BOLTS HAD CRACKING IN THE THREADED PORTION OF THE BOLT.

Part: EFI — FAILED

UPON RECEIVING THE EFI, IT WAS TURNED ON AND IT OPERATED NORMALLY FOR ABOUT 2 MINUTES, EXCEPT THE CURRENT DRAW WAS HIGH. AT THE END OF THIS PERIOD, AN ACRID ODOR WAS DETECTED BY THE TECH AND THE TEST WAS STOPPED. THE DEFECT AND ITS ROOT CAUSE IS STILL BEING DETERMINED. EFI WAS REMOVED FROM ACFT FOR REASON OF SMOKE FROM UNIT & INOPERATIVE. THIS ELECTRONIC FLT INSTRUMENT ARRIVED AT REPAIR STA ON 8/05/2010. IT WAS SENT ON RMA NR 10210-007. THE PAPERWORK WITH THE UNIT INDICATED AN ITALIAN MALFUNCTION REPORT, NR 640007400, UNDER THEIR PN FOR THIS UNIT MFG HAD NOT BEEN NOTIFIED OF THIS PREVIOUSLY, AND THIS IS THE FIRST CASE OF THIS CONDITION REPORTED FOR 193850-103 ELECTRONIC FLIGHT INSTRUMENT. ITALIAN MRD SEEMS TO INDICATE THAT REPORT WAS WRITTEN FEB 22, 2010, AND ANOTHER WAS WRITTEN ON MARCH 12, 2010, BUT MFG WAS NOT NOTIFIED AT THAT TIME.

Part: FIRE DETECTOR — BROKEN

REPLACED 500 DEGREE DETECTOR.

Part: BLADE — DAMAGED (TAIL ROTOR)

PRECAUTIONARY LANDING WAS MADE DUE TO T/R VIBRATION. T/R BLADE TIP HAS LARGE PIECE OF PAINT MISSING. REPLACED T/R ASSY, OPS CHECK GOOD TL-017656-2010.

Part: FIRE DETECTOR — FAULTED (CARGO BAY)

(( CNTRL NR: 128464)) WHILE IN CRUISE FLIGHT, THE BAGGAGE FIRE LIGHT KEPT ILLUMINATING INTERMITTENTLY. EMERGENCY CHECK LIST WAS PERFORMED AND ACFT LANDED SAFELY. BAGGAGE COMPARTMENT DETECTOR WAS FOUND FAULTY AND REPLACED WITH SERVICEABLE ONE. OPS CK GOOD TL-017621-2010.

Part: FIRE DETECTOR — INTERMITTENT (CARGO BAY)

WHILE IN CRUISE FLIGHT, THE BAGGAGE FIRE LIGHT KEPT ILLUMINATING INTERMITTENTLY. EMERGENCY CHECKLIST WAS PERFORMED, LANDED SAFELY AT BASE.

Part: STARTER GEN — ARCED

STRONG ELECTRICAL BURNING SMELL AFTER ENGINE START. AMP METER INDICATED 0 AND VOLTAGE WAS -25. SHUTDOWN ENGINE AND UNLOADED PASSENGERS. STARTER GENERATOR WAS FOUND ARCING AND SMOKING WHEN CRANKED. REPLACED STARTER GENERATOR WITH SERVICEABLE ONE, OPS CHECK GOOD TL-017536-2010, 6/6/2010.

Part: WARNING HORN — FALSE INDICATION (COCKPIT)

WHILE IN CRUISE FLIGHT AURAL WARNING HORN SOUNDED AND AT THE SAME TIME ALL OR THE CAUTION AND WARNING LIGHTS ILLUMINATED, CHECKED ROTOR RPM, ENGINE PARAMETERS AND AIRSPEED/ ALTITUDE. THE ACFT WAS OPERATING NORMALLY, RETURNED TO BASE, RELEASED TO MX.

Part: FUEL — ODOR (CABIN) · airframe 240 hrs

SLIGHT ODOR OF FUEL IN THE CABIN DURING FLIGHT.

Part: LANDING GEAR — MALFUNCTIONED

NON COMMANDED LANDING GEAR OPERATION IN CRUISE FLIGHT, LANDING GEAR UNLOCKED FROM STOWED UP POSITION AND RETRACTED ON ITS OWN. (K)

Part: LANDING GEAR — MALFUNCTIONED · airframe 720 hrs

NON COMMANDED LANDING GEAR OPERATION IN CRUISE FLIGHT, LANDING GEAR UNLOCKED FROM STOWED UP POSITION AND RETRACTED ON ITS OWN.