CHEVRON USA PRODUCTION COMPANY

PITCH CONTROL LINK UPPER ROD END ELASTOMER SEPARATED FROM CENTER BUSHING AFTER PICKING UP INTO A HOVER. COMPONENT REMAINED CAPTURED BUT PRODUCED A VIBRATION IN THE MAIN ROTOR SYSTEM. HELICOPTER LANDED AND TAXIED BACK TO THE RAMP FOR INSPECTION.

DURING TAXI IN FROM RUNWAY, MGB TEMP WARNING ILLUMINATED.

DURING FLIGHT HYD UTIL PRESS CAS LIGHT ILLUMINATED, #2 HYD RES LEVEL INDICATED 50% LEVEL. USED EMER GEAR DOWN WITCH. UPON INSPECTION, WE DISCOVERED THAT THE THE HYDRAULIC LINE ON THE #2 MAIN LANDING GEAR WAS LEAKING WHICH CAUSED THE #2 RESERVOIR LOW CAS.

UPON INSPECTION OF THE L/H SPONSON UPPER CENTRAL ATTACHMENT POINT (FS 361) WE HAD EVIDENCE OF LOOSE HARDWARE. UPON REMOVAL OF HARDWARE, WE FOUND THE BOLTS CORRODED AND CORROSION WITHIN THE BUSHING OF THE HOLE. THERE IS NO EVIDENCE OF FRETTING OR MUD WHERE THE SPONSON ATTACHES TO THE AIRFRAME WITH THE SPONSON INSTALLED. UPON REMOVAL OF SPONSON CORROSION WAS FOUND ON THE MOUNTING PAD REQUIRING REPAIR BEYOND SRM LIMITATIONS.

DURING OUR INSPECTION, WE DISCOVERED WORKING HYLOC FASTENERS AT THE FS 345.6 FRAME AND THE BL -16.5 TRANSMISSION MOUNT INTERCOSTAL FITTING. WHEN WE GRABBED THE COLLAR WITH PLIERS, WE NOTICED THAT THE FASTENER SHOWING THE MOST SIGNS OF WEAR HAS SLIGHT MOVEMENT. ADDITIONALLY, THERE IS A MINOR INDICATION OF AN ISSUE WITH THE INTERCOSTAL FITTING ON THE OPPOSING SIDE, FS 345.6 / BL +16.5, BUT THIS IS NOT AS PRONOUNCED AS ON THE LEFT-HAND SIDE. REMOVED HYLOCS FROM BEAM AND FOUND HOLE MEASUREMENTS TO EXCEED MANUFACTURES ENGINEERING RECOMMENDATIONS. HOLES WILL REQUIRE REWORK WITH MANUFACTURES REPAIR INSTRUCTIONS.

APPROXIMATELY 10 MINUTES INTO THE FLIGHT, THE AIRCRAFT EXPERIENCED A NO. 2 HYDRAULIC PUMP LOW CAS AND THE AIRCRAFT RETURNED TO BASE. UPON INSPECTION, WE DISCOVERED THAT THE FORWARD SERVO SEAL WAS LEAKING EXTENSIVELY, WHICH LIKELY CAUSED THE NO. 2 HYDRAULIC SYSTEM TO RUN DRY. THE SEAL IS LEAKING STATIC AS JUST AS FAST AS THE NO 2 HYDRAULIC SYSTEM IS SERVICED.

THREE OF THE BUSHINGS ON THE RH MOUNTING FOOT WAS FOUND TO BE FRACTURED.

ROTOR BRAKE FAIL CAS ILLUMINATED ON SHUT DOWN WITH CALIPER INDICATING DOWN POSITION. REPLACED ROTOR BRAKE ACTUATOR.

THE NEW DESIGN SWASHPLATE BOOT P/N 3G6230L01851 SEPARATED AND TORE AFTER 13.3 HOURS OPERATING TIME. BOOT WAS REMOVED AND SPLIT BOOT P/N 3G6230A06231 WAS INSTALLED.

INERTIA SWITCH FAILED TO THE CLOSED POSITION ACTIVATING AFT PRIMARY SQUIB.

TAIL STRUCTURE HAS AREA OF DELAMINATION ON R/H SIDE.

#2 PCM (HYDRAULIC POWER CONTROL MODULE) LEAKING AT CRACK IN BOSS CASTING.

FOUND WELDMENT ASSEMBLY CRACKED AT FLANGE.

FOUND WELDMENT ASSEMBLY CRACKED AT FLANGE.

FOUND WELDMENT ASSEMBLY CRACKED AT FLANGE.

PILOT'S REPORT - DESCRIPTION: N639MC DISPATCH ON A NORMAL PASSENGER FLIGHT TO CONQUEROR AND ROWAN WITH 5 PAX ONBOARD. AFTER NORMAL RUNUP AND RELEASE FOR ATC, DEPARTED TAXIWAY A TO THE NORTH WITH A CLIMBING RIGHT TURN TO OUR ON COURSE HEADING. NEW ORLEANS ATC CLEARED US DIRECT TO DESTINATION AND CLIMB TO 3000MSL. 5NM SE OF GAO, NEW ORLEANS SWITCHED US TO HOUSTON CENTER. APPROXIMATELY 5 MINS AFTER CHECK-IN WITH CENTER AT 135KTS AND 3000MSL THE BAG FIRE WARNING LIGHT ILLUMINATED WITH AUDIO. THE WARNING LIGHT CAME ON INTERMITTENTLY AND WHEN OUT. I DIRECTED THE SIC TO EXECUTE A TURN AND PROCEED TOWARD GAO AND SUITABLE LANDING LOCATIONS. I REFERENCED THE AW139 QRH FOR BAG FIRE, EXECUTED THE PROCEDURES AND CHECKED FOR ANY SECONDARY INDICATIONS. DECLARED AN EMERGENCY AND HAD THE SIC INITIATE A DESCENT. I ALERTED THE PASSENGERS OF OUR RETURN TO THE AIRPORT. CENTER HANDED US OFF TO NEW ORLEANS ATC, REPORTED OUR EMERGENCY WITH SOULS ON BOARD AND FUEL REMAINING. ATC CLEARED US FOR THE VISUAL TO GAO, EXECUTED THE BEFORE LANDING CHECKLIST. APPROACHING THE LEVEE SE OF GAO TO BAG FIRE WARNING ILLUMINATED STEADY, CONTINUED TO A NORMAL RUNNING LANDING ON THE APPROACH END OF TAXIWAY A AND EXECUTED THE EMERGENCY SHUTDOWN PROCEDURES. AFTER SHUTDOWN, I EVACUATED THE CABIN, REMOVED THE PASSENGERS TO A SAFE DISTANCE. WITH NO SECONDARY INDICATIONS OF A FIRE, THE SIC AND I OPENED THE BAGGAGE COMPARTMENT WITH FIRE EXTINGUISHER IN HAND AND CHECKED FOR ANY INDICATIONS. GROUND SUPPORT AND MAINTENANCE ARRIVED WITHIN MINUTES OF SHUTDOWN HELPED SECURE THE AIRCRAFT AND TOW IT TO THE RAMP.

R/H LONGERON AT STA5700 HAS CRACK COMING FROM RIVET TO CORNER WEBBING. CORRECTIVE ACTION - REMOVED LOWER 3 ANGLES CUT DAMAGED WEBBING (WALL) . CUT ACCESS PANEL INTO FRONT OF THE DRY BAY REMOVED WALL . FABRICATED INBOARD AND OUTBOARD DOUBLER FOR SPLICE REPAIR OF NEW WALL SECTION. BACK DRILLED NEW WALL SECTION AND LOCATED DOUBLERS. RENO01 5/29/2022. BACKDRILLED REMAINING ANGLES AND INSTALLED WEB, DOUBLERS, AND ANGLES IN REF TO AGUSTA AW139 39A53-33-08-01A-664A-D. SEE TASK# 87, 105, 106, 107, 108 FOR REFERENCE.

TAIL STRUCTURE DELAMINATED INSIDE AND OUTSIDE AT R/H STA11020 UPPER AREA. CORRECTIVE ACTION - CARRIED FORWARD TO CRS AC2R685K SHEETMETAL SHOP W/O TASK C06456-1 FOR CORRECTIVE ACTION.

CORROSION DAMAGE CAUSING REPLACEMENT OF AFT RIGHT UPPER PLATE.

FOUND WELDMENT ASSEMBLY CRACKED AT FLANGE.

PILOT REPORT IN FMR - #1 ENGINE FIRE LIGHT ILLUMINATED WITH NO SECONDARY INDICATIONS. PILOT REPORT IN OPERATOR AOCR - DURING CRUISE FLIGHT ENGINE 1 FIRE LIGHT INTERMITTENTLY ILLUMINATED THEN EXTINGUISHED. MAINTENANCE REPORT IN FMR - UPON RETURN TO BASE #1 ENGINE FIRE LIGHT WAS EXTINGUISHED. REMOVED FORWARD AND AFT FLAME DETECTOR CANON PLUGS. CLEANED CANON PLUGS. REINSTALLED CANON PLUGS. NO DEFECTS NOTED.

DURING TROUBLESHOOTING OF LOW POWER ON #1 ENGINE, #2 ENGINE BLEED VALVE WAS REMOVED TO SWAP WITH #1 ENGINE BLEED VALVE AND FOUND #2 BLEED VALVE SEALING DISC WAS CRACKED. BLEED VALVE WAS REPLACED.

APU GENERATOR FAIL CAS MESSAGE DISPLAYED DURING RETURN FLIGHT. SUBSEQUENT EVALUATION AFTER LANDING AND SHUTDOWN REVEALED THE APU GENERATOR HAD DISINTEGRATED INTERNALLY AND REQUIRED REPLACEMENT

ON SHORT FINAL #2 ITT LIMITER CAS ILLUMINATED WITH FLUCTUATING #2 ITT. SAFELY LANDED AIRCRAFT, CONFIRMED WITH QRH, CONTACTED DISPATCH AND MAINTENANCE SHUTDOWN AIRCRAFT. TROUBLESHOOTING DETERMINED POSSIBLE DEFECTIVE T5 INTERNAL HARNESS. ENGINE BEING REPLACED OFFSHORE. SUBSEQUENT DISASSEMBLY OF ENGINE AT REPAIR STATION REVELED THE T5 WIRING HARNESS P/N 3055410-01 TO BE DEFECTIVE.

ON SHORT FINAL #2 ITT LIMITER CAS ILLUMINATED WITH FLUCTUATING #2 ITT. SAFELY LANDED AIRCRAFT, CONFIRMED WITH QRH, CONTACTED DISPATCH AND MAINTENANCE SHUTDOWN AIRCRAFT. TROUBLESHOOTING DETERMINED POSSIBLE DEFECTIVE T5 INTERNAL HARNESS. ENGINE BEING REPLACED OFFSHORE.

APU START ACCUMULATOR IS LEAKING HYDRAULIC FLUID AT VENT/DUMP VALVE

ROTOR BRAKE INOP, FOUND ROTOR BRAKE ACTUATOR WILL NOT ACTUATE (STUCK)

RIGHT SIDE AVIONICS COOLING FAN DOES NOT COME ON WITH NO COCKPIT INDICATION OF FAN FAILURE. AS PER DESIGN, A DEDICATED CAS CAPTION NOSE FAN 1 OFF SHOULD HAVE BEEN DISPLAYED ON MFD.

MAIN GEARBOX OIL COOLER FAN DRIVE SEAL LEAKING

MAIN GEARBOX OIL COOLER FAN WAS REMOVED AND REPLACED DUE TO MGB FAN QUILL SEAL LEAKING ALLOWING OIL TO MIGRATE TO FAN BEARINGS. SEE SDR AC2A2021101513901 FOR SDR ON SEAL.

TAIL ROTOR SERVO CONTROL LINKAGE INTERCONNECT LINK BEARINGS WORN TO LIMITS

TAIL ROTOR SERVO CONTROL LINKAGE BEARINGS WORN TO LIMITS

1 R AP FAIL CAS LIGHT ILLUMINATED DURING CHECK. REPLACED NO 1 ROLL ACTUATOR AND PERFORMED FUNCTIONAL CHECK.

MGB L/H SUMP CHIP DETECTOR RETAINING GROOVES WORN BEYOND ACCEPTABLE PUBLISHED MANUFACTURE LIMITS AS RECEIVED FROM OVERHAUL CONDITION.

ROTOR BRAKE CAS FAIL MESSAGE ILLUMINATED ON SHUTDOWN, ACTUATOR STUCK IN UP POSITION.

A SPECIAL INSPECTION WAS INITIATED ON ALL OF THE OUTER COMBUSTION CASES IN THE FLEET IAW ROLLS-ROYCE OVERHAUL MANUAL M250-C47B 72-40-00. AIR LEAKAGE WAS FOUND BETWEEN THE TUBE ATTACH FLANGE AND THE OUTER COMBUSTION CASE BODY. THE OUTER COMBUSTION CASE WAS REMOVED FROM SERVICE AND A SERVICEABLE OUTER COMBUSTION CASE WAS INSTALLED.

MGB OIL COOLER FAN DRIVE SEAL LEAKING 463.2 HOURS AFTER OVERHAUL CAUSING OIL TO CONTAMINATE OIL COOLER FAN BEARINGS WHICH ARE GREASE BEARINGS. SEAL WAS REPLACED AND FAN WAS REPLACED AS PRECAUTIONARY MEASURE DUE TO UNKNOWN CONDITION OF FAN BEARINGS.

MGB OIL COOLER FAN DRIVE SEAL LEAKING 463.2 HOURS AFTER OVERHAUL OF MGB CAUSING OIL TO CONTAMINATE OIL COOLER FAN BEARINGS WHICH ARE GREASE BEARINGS. FAN WAS REPLACED AS PRECAUTIONARY MEASURE DUE TO UNKNOWN CONDITION OF FAN BEARINGS.

MAST POLE HAS CORROSION AT LOWER CONE SEAT AREA

DURING AIRCRAFT SHUTDOWN THE UPPER ANTI-FLAP STOP RETAINING BOLTS SHEARED AND THE ANTI-FLAP STOP AND A PORTION OF THE SHIM PACK DEPARTED THE MAIN ROTOR HUB ASSEMBLY.

THE UPPER ANTI-FLAP STOP RETAINING BOLT HEADS SHEARED ALLOWING THE ANTI-FLAP STOP AND HALF OF THE SHIM PACK TO DEPART THE MAIN ROTOR HUB.

CLAMPED ADAPTER P/N 3G6320A16551, S/N DAT197 AND ADAPTER CLAMPS P/N 3G6320A16661, S/N AVI 0406 WERE REMOVED FROM MGB 3G6320A001434, S/N V44 IN PREPARATION FOR SHIPMENT OF MGB IN FOR OVERHAUL. ADAPTER AND CLAMPS DISPLAY EVIDENCE OF SIGNIFICANT WEAR OF 0.010" ON MATTING SURFACES.

CLAMPED ADAPTER P/N 3G6320A16551, S/N DAT197 AND ADAPTER CLAMPS P/N 3G6320A16651, S/N AVI 0406 WERE REMOVED FROM MGB 3G6320A00134, S/N V44 IN PREPARATION FOR SHIPMENT OF MGB IN FOR OVERHAUL. ADAPTER AND CLAMPS DISPLAY EVIDENCE OF SIGNIFICANT WEAR OF 0.010" ON MATTING SURFACES.

WHILE ATTEMPTING TO PERFORM 36 MONTH INFLATION INSPECTION, FLOATS DID NOT INFLATE WHEN CABLE WAS ACTUATED AT CYCLIC CONTROL INPUT. MANUAL INFLATION WAS ACHIEVED BY PULLING AT VALVE CONTROL HEAD WHEN CABLE ATTACHES.

OIL COOLER FAN WAS REMOVED AND REPLACED DUE TO MGB FAN QUILL SEAL LEAKING ALLOWING OIL TO MIGRATE TO FAN BEARINGS. TEARDOWN REPORT INDICATES BEARINGS WORN AND REPLACED WITH ONLY 284.4 HOURS SINCE OVERHAUL.

MISCELLANEOUS DC PALLET COVER BROKEN IN TWO PIECES AND HAS NUMEROUS CRACKS

PARKING BRAKE PRESSURE SWITCH LEAKING AT VENT HOLE

MAIN ROTOR BLADE TIP CAP ATTACHMENT BOND LINE SEPARATION.

CORROSION DAMAGE TO #2 ENGINE OUTBOARD ENGINE MOUNT AIRFRAME STRUCTURE.

INLET BARRIER FILTER MAINTENANCE INDICATOR AID FOUND CRACKED DURING INSPECTION.