NORTH MEMORIAL HEALTH CARE

WHEN SELECTING LANDING GEAR DOWN, THE L/H MAIN LANDING DID NOT SHOW DOWN AND LOCKED.

A CRACK WAS DISCOVERED IN THE TAIL BOOM SKIN JUST AFT OF THE RH ELEVATOR TORQUE TUBE MOUNTING HOLE. APPROXIMATELY 2.5" LONG AT APPROXIMATE STATION 8540. REPAIR IS LISTED IN LEONARDO ASRP AND COMPLIED WITH ASRP CH. 3C-A-53-51-02-05A-664A-D.

DURING A SCHEDULED INSPECTION THE ELEVATOR TORQUE TUBE WAS FOUND CRACKED APPROXIMATELY 90% THROUGH. HAD IT CRACKED COMPLETELY THE ELEVATOR COULD HAVE DEPARTED THE LEFT SIDE OF THE TAIL AND POSSIBLY HIT THE TAIL ROTOR.

ON APPROACH, THE NORMAL UTILITY PRESSURE WAS TOO LOW TO FULLY EXTEND AND LOCK THE LANDING GEAR. THE PILOT THEN USED THE EMERGENCY HYDRAULIC SYSTEM TO EXTEND AND LOCK THE LANDING GEAR WITHOUT AN ISSUE.

A CRACK WAS DISCOVERED IN THE SKIN, LEFT SIDE OF AIRCRAFT AT THE TOP SIDE OF THE BAGGAGE DOOR FRAME EXTENDING UP APPROXIMATELY 5 INCHES AS STATION 5741.00. THE REPAIR IS LISTED IN THE SRM AND WILL COMPLY WITH SRM 3C-A-53-42-01-02A-664A-D, LT SKIN FUSELAGE STA 5741, SPECIAL REPAIR PROCEDURE.

REPORTED BY PILOT: ON FINAL FOR THE RNAV 23 INTO KRZN, I GOT A NR 2 ENG OIL HOT LIGHT. INITIAL COMPARISON OF THE ACTUAL OIL TEMP SHOWED 123, AND STILL IN THE GREEN. THAT LASTED FOR ABOUT 5 SECONDS WHEN THE TEMP STARTED TO CLIMB RAPIDLY TO 127 BEFORE I COULD PLACE THE NR 2 ENGINE INTO IDLE MODE. THE TEMP DID NOT SUBSIDE AND IT’S HIGHEST NOTED TEMP WAS 137 PRIOR TO SHUTTING THE NR 2 ENGINE DOWN COMPLETELY. I CONTINUED THE 4 MILE FINAL IN OEI AND MADE THE APPROPRIATE RUN ON LANDING. FOLLOW ON MAINTENANCE: FOUND OIL COOLER TEMPERATURE REGULATING VALVE TO BE IN-OP. INSTALLED NEW VALVE P/N 728843, OPS CHECKED GOOD AND RETURNED TO SERVICE.

DURING CRUISE FLIGHT, NR 1 ENGINE CHIP LIGHT ILLUMINATED AND HEARD STRANGE NOISE. BROUGHT NR 1 ENGINE TO IDLE. AS NOISE INCREASED, SHUT ENGINE OFF. MADE UNEVENTFUL SINGLE ENGINE LANDING. MX FOUND THAT NR 1 ENGINE OIL FILTER BYPASS BUTTON HAD POPPED. CHIP DETECTOR WAS COVERED WITH METAL PARTICLES, AND THE POWER TURBINE DISK HAD MADE CONTACT WITH SHROUD AND ONE PT BLADE WAS MISSING. THE EXHAUST CASE STRUTS WERE CRACKED AND COVER WAS ALSO MISSING.

PILOT REPORTED NR 1 ENGINE CHIP LIGHT ILLUMINATED AND HEARD NOISE, BROUGHT ENGINE TO IDLE, AS NOISE INCREASED, SHUTDOWN ENGINE. MADE UNEVENTFUL SINGLE ENGINE LANDING AT NEAREST AIRPORT. MX FOUND OIL FILTER BY-PASS BUTTON POPPED, CHIP DETECTOR COVERED WITH PARTICLES, POWER TURBINE DISK MADE CONTACT WITH SHROUD, PT BLADE MISSING, EXHAUST CASE STRUTS CRACKED AND COVER MISSING.

REPLACE TRANSMISSION TORQUE PLATE DOUBLER P/N 109-0330-17-1 AT CUSTOMER FACILITY. REMOVED AND REPLACED LT TRANSMISSION TORQUE PLATE FITTING P/N 109-030-17-1 IAW AGUSTA DRAWING 109-0330-14 ISSUE B, AGUSTA TIMS00000316 DATED 09/29/2006, PSEAW109/2008/TIMS00002266 AND A109 SRM 3-3-1. NOTE: LT FWD SHIM MEASURED 0.066 INCH, AFT SHIM MEASURED 0.0035 INCH. RT AFT SHIM MEASURED 0.074 INCH. (S)

AFTER DISASSEMBLY OF T/R HUB ASSY, REQUIRED DUE TO SCHEDULED 600 HOUR INSPECTION AND RETENTION STRAP REPLACEMENT (CLOSE TO RETIREMENT LIFE), FOUND STRAP PIN (PN 109-8131-08-1, TSN 4070) AND RETENTION STRAP (PN 109-8131-07-1 TSN 1735). ALSO, REPLACED STRAP PIN AND STRAP PLUG FOR OTHER RETENTION STRAP DUE TO SAME TSN AS CRACKED STRAP PIN. NOTE: ROTORCRAFT DIRECTORATE AND AGO ARE NOTIFIED. FOR FURTHER INFO CONTACT FSDO-GL15

DURING PREFLIGHT, PILOT FOUND NR1 ENGINE OIL COOLER FAN DRIVESHAFT DAMAGED. SHEAR BOLT BETWEEN NR1 ENGINE COUPLING ADAPTER AND DRIVE FAN ADAPTER FAILED ALLOWING DRIVE FAN ADAPTER TO MIGRATE AFT AND DISENGAGE SPLINES OF ENGINE PTO SHAFT. THE OIL COOLER DIRVESHAFT STRUCK NR 6, NR 7 BEARING STRUT SUMP, DENTING IT AND CAUSING OIL LEAK, BROKE TURBINE COLLECTOR DRAIN FITTING AND BENT SHAFT. OIL COOLER FAN SPLINED DRIVESHAFT SHEARED AND OIL COOLER RIGHT MOUNT AREA CRACKED. FORWARD THOMAS COUPLING SHREDDED. HARDWARE WAS INTACT OTHER THAN SHEAR BOLT, COTTER PIN WAS STILL IN PLACE IN SECTION OF BOLT THAT SHEARED OFF. REPLACED ALL DAMAGED PARTS. SHEAR BOLT SHOULD BE INSPECTED IN DETAIL AT EVERY SCHEDULED REMOVAL.

DURING A NORMAL INSPECTION, BOTH FUEL STRAINERS WERE FOUND INSTALLED BACKWARDS. WITH FUEL FLOW IN THE WRONG DIRECTION, THE BYPASS ANNUNCIATOR WOULD BE INOPERATIVE. THIS WAS THE FIRST MAJOR INSPECTION OF THIS AIRCRAFT BY THIS FACILITY. THE PROBLEM WAS DETECTED BY THE CHIEF INSPECTOR. THE STRAINS WERE INSTALLED PREVIOUSLY BY PERSONS UNKNOWN.