Columbia Helicopters, Inc

Operated by Columbia Helicopters Leasing (per NTSB report)

The pilot's failure to maintain clearance from obstacles while taxiing.

Operated by Columbia Helicopters, Inc. (per NTSB report)

The loss of control during cruise/climb flight for undetermined reasons.

Operated by COLUMBIA HELICOPTERS (per NTSB report)

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

FUEL EXHAUSTION. FACTORS INCLUDE A SHORT IN THE FUEL QUANTITY SENSOR/TRANSMITTER, AN INADEQUATE PREFLIGHT, AND A TREE COVERED LANDING AREA.

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

Sanction: $10,500 · case closed 2022-02-16

Sanction: $9,000 · case closed 2007-11-01

Sanction not stated · case closed 2002-05-31

Sanction: 6500 · case closed 2003-03-06

Part: ENGINE — SHUTDOWN (NR 1) · airframe 52,463 hrs

DURING CRUISE FLIGHT, STRAIGHT AND LEVEL, ACFT SHUTTERED BRIEFLY THEN IN PILOTS HEADSETS HEARD AN AUDIBLE ENGINE OVER-TEMP ALARM. NG AND ENGINE OIL PRESSURE ON THE NR 1 ENGINE WERE AT ZERO AND PILOTS CONDUCTED SINGLE ENG FAILURE PROCEDURE. AFTER DEALING WITH THE ENG FAILURE & WE WERE ESTABLISHED IN SINGLE ENG FLT WE ATTEMPTED AN IN AIR RESTART OF THE NR 1 ENG. WERE UNSUCCESSFUL 3 TIMES TO RESTART DUE TO THERE BEING NO NG INDS. SECURED THE NR 1 ENG AND CONTINUED SINGLE ENG FLT BACK TO ZAMBOANGA. PILOTS DISCUSSED WHAT COULD HAVE FAILED AND CAME UP WITH THE ASSUMPTION THAT THE RADIAL DRIVESHAFT FROM THE COMPRESSOR HAD FAILED AND THE ACCESSORY DRIVE GEARBOX WAS NO LONGER BEING POWERED. WE HAD NOTICED THAT WHEN ATTEMPTING TO RESTART THE ENGINE, TIT WOULD DROP BECAUSE COLD AIR WAS BEING DRAWN IN, SO THE COMPRESSOR WAS ROTATING BUT WE RECEIVED NO NG OR ENGINE OIL INDICATIONS.

Part: STRINGER — CORRODED (ZONE 400) · airframe 77,654 hrs

DURING THE CORROSION INSPECTION OF THE AFT PYLON, FOUND CORROSION IN TWO PLACES ON STRINGER P/N 107S8319-16 AT APPROXIMATELY WL-0 ST-418 AND 465. STRINGER WILL BE REMOVED AND REPLACED.

Part: ENGINE — OVERTEMP (NR 2) · airframe 10,635 hrs

DURING DESCENT TO DROP OFF PASSENGERS AND CARGO, THE NR 2 ENGINE PTT BEGAN TO RISE TO 905C AND THE N1 WAS AT 102% FOR AT LEAST 15 SECONDS. ACFT RETURNED TO BASE. NO DUPLICATION OF INCIDENT COULD BE MADE ON THE GROUND. ENGINE AND FCU WILL BE REPLACED.

Part: ENCODER — ARCED (LH AVIONICS CLOS) · airframe 9,478 hrs

AIRCRAFT RETURNED TO BASE, WITH PILOTS REPORTING A BURNT ELECTRICAL SMELL, AND DIMMED EHSI. INSPECTED EHSI, AND ASSOCIATED WIRING, FINDING NO SIGNS OF DAMAGE. ULTIMATELY FOUND ALTITUDE ENCODER IN LH AVI CLOSET LOOSE FROM IT'S MOUNT PLATE, AND SIGNS OF ARCING TO GROUND. ENCODER WAS SECURED, AND SYSTEM OPERATION WAS VERIFIED.

Part: SWITCH — FAILED (COLLECTIVE) · airframe 22,405 hrs

NR 1 ENGINE BEEP SWITCH ON THE LT COLLECTIVE BECAME INTERMITTENTLY UNRESPONSIVE IN FLIGHT, RESULTING IN PILOTS INITIATING ENGINE BEEP FAILURE/FREEZE EMERGENCY PROCEDURES AND RETURNING TO BASE FOR AN UNSCHEDULED LANDING. SUBSEQUENT INSPECTION DETERMINED THE LT COLLECTIVE BEEP SWITCH WAS INTERMITTENTLY FAILING TO PROVIDE INPUT TO ENGINE CONTROL SYSTEM DUE TO A FAULTY SWITCH. THE LT COLLECTIVE THRUST STICK ASSEMBLY WAS REMOVED AS UNSERVICEABLE AND REPLACED WITH SERVICEABLE ASSEMBLY. AIRCRAFT WAS RETURNED TO SERVICE.

Part: TRANSMISSION — OVERHEATED (NR 2) · airframe 22,404 hrs

THE NR 2 ENGINE TRANSMISSION TEMPERATURE EXCEEDED UPPER TEMPERATURE LIMIT IN FLIGHT RESULTING IN PILOTS INITIATING ENGINE XMSN HOT EMERGENCY PROCEDURES AND RETURNING TO BASE FOR AN UNSCHEDULED LANDING. REMOVED THE NR 2 ENGINE TRANSMISSION ASSEMBLY AS UNSERVICEABLE IAW NEVER EXCEED TEMP LIMITS OF 234-2 MM AND REPLACED WITH A SERVICEABLE ASSEMBLY. DEFINITIVE CAUSE UNKNOWN AT THIS TIME PENDING COMPONENT DISASSEMBLY AND INSPECTION. AIRCRAFT WAS RETURNED TO SERVICE.

Part: FIRE DETECTOR — FALSE ACTIVATION (ZONE 400) · airframe 9,131 hrs

#1 ENGINE FIRE T-HANDLE ILLUMINATED MOMENTARILY AND EXTINGUISHED IN CRUISE FLIGHT NEAR ZAMBOANGA, PHP DURING TRAINING FLIGHT. PILOTS CHECKED FOR SECONDARY INDICATIONS, AND NONE WERE FOUND. THE LIGHT FLICKERED WHILE PILOTS CONTINUED BACK TO BASE. AIRCRAFT LANDED SAFELY IN ZAMBOANGA. REPLACED #1 ENGINE AFT UPPER INBOARD FIRE DETECTOR. AIRCRAFT WAS RETURNED TO SERVICE.

Part: CONTROL BOX — ACTIVATION ERROR (NR 1 ENGINE) · airframe 9,592 hrs

THREE MINS AFTER TAKEOFF, THE COPILOT NOTED A SPLIT IN TORQUE SHOWING THE #1 ENGINE HAD ROLLED BACK TO 40% TORQUE. THE ENGINE WAS BEEPED UP AND THE AIRCRAFT WAS RETURNED TO BASE. TROUBLESHOOTING FOUND NO DEFECTS NOTED. FOR PRECAUTIONARY MEASURES, REPLACED #1 ENGINE N2 ACTUATOR AND N2 CONTROL BOX.

Part: CONTROL BOX — ACTIVATION ERROR (#1 ENGINE) · airframe 9,582 hrs

SHORTLY AFTER INITIAL TAKE OFF FROM OUA, PILOT NOTED THE #1 ENGINE SOUNDING LIKE IT WAS ROLLING BACK. LOOKING AT THE GAUGES HE FOUND A 35% TORQUE SPLIT BETWEEN THE #1 AND #2 ENGINES. HE THEN PUT THE #1 ENGINE IN MANUAL AND CONTROLLED THE BEEPS FROM THERE. RETURNED THE AIRCRAFT TO BASE WHERE MAINTENANCE TOOK OVER. REMOVED, INSPECTED, CLEANED AND REINSTALLED CANNON PLUGS ON BOTH #1 AND #2 ENGINE N2 ACTUATORS. NO DEFECTS WERE NOTED. PERFORMED A CONTROLS CHECK OF THE N1 AND N2 ACTUATOR AND LOGIC CONTROL BOXES. NO DEFECTS NOTED. PERFORMED A DYNAMIC INSPECTION OF THE N2 LOGIC SYSTEM AND FOUND IT TO BE OUT OF ADJUSTMENT. ADJUSTED #1 AND #2 LOGIC CONTROL BOXES AS NECESSARY. NO FURTHER DEFECTS NOTED. AIRCRAFT WAS RETURNED TO SERVICE.

Part: BLOWER — SHORTED (HEATER) · airframe 27,944 hrs

DURING FLIGHT PIC/SIC NOTICED SLIGHT BURNING SMELL IN COCKPIT IN FWD FLIGHT AFTER DEPARTING DIP SITE. PIC IMMEDIATELY TURNED OFF THE HEAT VENT MASTER SWITCH, AFTER WHICH NO FURTHER SMELLS WERE NOTED. CONTINUED MISSION FOR APPROXIMATELY 15-20 MINUTES AND THEN RETURNED TO BASE. AFTER LANDING, DISCOVERED POPPED CIRCUIT BREAKER ON THE NO. 1 PDP. RESET CIRCUIT BREAKER AND IT REPEATEDLY POPPED. REMOVED CANON PLUG TO HEATER BLOWER AND RESET CIRCUIT BREAKER. TURNED ON HEATER BLOWER AND THE CIRCUIT BREAKER DID NOT POP. R&R HEATER BLOWER, OPS CHECKED GOOD.

Part: BLOWER — SHORTED (HEATER) · airframe 27,944 hrs

DURING FLIGHT PIC/SIC NOTICED SLIGHT BURNING SMELL IN COCKPIT IN FWD FLIGHT AFTER DEPARTING DIP SITE. PIC IMMEDIATELY TURNED OFF THE HEAT VENT MASTER SWITCH, AFTER WHICH NO FURTHER SMELLS WERE NOTED. CONTINUED MISSION FOR APPROXIMATELY 15-20 MINUTES AND THEN RETURNED TO BASE. AFTER LANDING, DISCOVERED POPPED CIRCUIT BREAKER ON THE NO. 1 PDP. RESET CIRCUIT BREAKER AND IT REPEATEDLY POPPED. REMOVED CANON PLUG TO HEATER BLOWER AND RESET CIRCUIT BREAKER. TURNED ON HEATER BLOWER AND THE CIRCUIT BREAKER DID NOT POP. R&R HEATER BLOWER, OPS CHECKED GOOD.

Part: TRANSMISSION — OVERTEMP (ZONE 400) · airframe 27,418 hrs

WE JUST COMPLETED ABOUT 2 HOURS ON A FIRE FIGHTING MISSION 15NM WEST OF BECIN FOREST SERVICE BASE AND WERE RETURNING TO BECIN BASE FOR FUEL. ABOUT HALF WAY BACK TO BASE THE XMSN HOT LIGHT ILLUMINATED ON THE ANNUNCIATER PANEL. WE PULLED OUT THE CHECK LIST AND LOOKED FOR SECONDARY INDICATIONS, XMSN PRESSURES WERE ALL NORMAL BUT THE XMSN TEMP ON THE RIGHT SIDE ENGINE XMSN NOSE BOX WAS BEYOND THE REDLINE APPROXIMATELY 150C. PER THE EMERGENCY CHECKLIST WE SHUT DOWN THE NUMBER TWO ENGINE, BEEPED UP THE NUMBER ONE ENGINE TO MAINTAIN 100% RPM AND PROCEEDED TO THE NEAREST SAFE LANDING AREA WHICH WAS MILAS-BODRUM AIRPORT. AN EMERGENCY WAS DECLARED FOR PRIORITY. OUR WEIGHT, LANDING ELEVATION, AND STRONG WINDS OUT OF THE NW WERE ALL CONSIDERED. OUR PERFORMANCE ALLOWED US TO LAND ON ONE ENGINE FROM AN OGE HOVER WITH LINE ATTACHED.

Part: SUPPORT FITTING — CRACKED (ZONE 400) · airframe 7,907 hrs

DURING RAMP CHECK, FOUND VERT SHAFT #2 SIDE FORWARD ATTACHMENT SUPPORT FITTING CRACKED ALL THE WAY ACROSS THE UPPER HI-LOKS.

Part: PUMP — OVERTEMP (NR 1 HYD SYSTEM) · airframe 20,937 hrs

AFTER DEPARTING BAGRAM AIRFIELD HYD OVERTEMP LIGHT ON CAUTION ADVISORY PANEL ILLUMINATED ALONG WITH CORRESPONDING SYSTEM 1 HOT LIGHT ILLUMINATING ON THE OVERHEAD PANEL. PILOTS FOLLOWED CHECKLIST AND TURNED NR 1 FLT HYDRAULICS OFF AND RETURNED TO BASE. UPON RETURN TO PARKING DETERMINED NR 1 FLT WAS STILL HOT AND THE NR 1 PUMP WAS THE SOURCE. NO FILTERS WERE BYPASSED. DEBRIS IN PRESSURE MANIFOLD FILTER AND RETURN FILTER BOTH OF WHICH HAVE A DIRECT LINE TO THE PUMP, NO DEBRIS IN THE FWD NR 1 PRESSURE FILTER. PERFORMED REQUIRED MAINTENANCE AND PERFORMED FOLLOW ON CHECKS, REINSPECTED FILTERS TO DETERMINE NO DEBRIS REMAINED. RETURNED AIRCRAFT TO SERVICE.

Part: TIE BAR — CRACKED (M/R HEAD) · airframe 27,180 hrs

DURING DISASSEMBLY OF 234 FWD ROTOR HEAD ASSEMBLY P/N: 414R2001-18, S/N: A4-1425 ON SWO-060358-20, DISCOVERED GREEN TIE BAR ASSEMBLY HAS CRACK IN UPPER PLATE IN OUTER CIRCUMFERENCE OF OUTBOARD LUG AREA.

Part: CONTROL BOX — FAILED (NR 2 ENG OVRSPED) · airframe 32,137 hrs

INTERIM SUPPLEMENTAL INFORMATION: THE OVERSPEED CONTROL BOX LISTED BELOW HAS BEEN RETURNED TO THE OEM (HONEYWELL) AND IS PRESENTLY UNDER EVALUATION BY THE OEM AND THE TC HOLDER. THIS SUPPLEMENTAL INFORMATION WILL BE UPDATED ONCE A ROOT CAUSE HAS BEEN ESTABLISHED.

Part: CONTROL BOX — FAILED (OVERSPEED) · airframe 32,137 hrs

PILOT ACCOUNT: DURING FIRE FIGHTING MISSION, NR 2 ENGINE ROLLED BACK TO INTERMEDIATE SETTING (LESS THAT FLIGHT RPM WITH RRPM DECAY, ABOVE GROUND IDLE). THIS OCCURRED WHILE DROPPING WATER. EMERGENCY POWER WAS NECESSARY TO MAINTAIN RRPM. AFTER GAINING AIRSPEED AND RECOVERING RRPM, SIC PULLED OUT EACL AND EXECUTED DRILL NR 10. NO RESPONSE FROM BEEP TRIM SYSTEM. BUCKET REMAINED AS THE AIRCRAFT WAS CONFIGURED FOR S/E FLIGHT AND HAD THE PERFORMANCE TO RETAIN MISSION EQUIPMENT. NOTE, AT THE TIME OF THE ROLL BACK, 10,300LBS OF WATER WAS IN THE BUCKET. RECENT EVENT OCCURRED WITH A/C 239, WHICH ENDED UP HAVING ENGINE POWER RETURNING AND NEARLY CAUSING AN OVERSPEED. THE FLIGHT CREW RETURNED NR 2 ECL TO GND TO PREVENT FURTHER POWER UNCOMMANDED CHANGES. LANDED SINGLE ENGINE AT HEBER CITY AIRPORT WITHOUT FURTHER INCIDENT. MECHANIC ACCOUNT: T/S ENGINE CONTROL SYSTEMS, NO DEFECTS NOTED. SUSPECT OVERSPEED CONTROL BOX. REMOVED NR 2 AND SWAPPED IN NR 1 KNOWN GOOD OVERSPEED CONTROL BOX. INSTALLED SPARE OVERSPEED BOX INTO NR 1 POSITION. AIRCRAFT RETURNED TO SERVICE.

Part: CONTROL BOX — FAILED (NR 2 ENGINE N2) · airframe 32,130 hrs

NR 2 ENGINE ROLLBACK ON APPROACH TO WATER SOURCE. ENGINE SECURED PER EMERGENCY ABNORMAL CHECKLIST. COULD NOT FIND ANY DEPENDENCY DURING T/S. REMOVED AND REPLACED NR 2 CONTROL BOX AND ACTUATOR FOR T/S. ALL SUBSEQUENT CHECKS GOOD AND AIRCRAFT RETURNED TO SERVICE.

Part: ENGINE — FAILED (NR 2) · airframe 55,052 hrs

SUPPLEMENTAL INFORMATION: THE TC HOLDER HAS CREATED SERVICE BULLETIN 107-80-0002 THAT IMPLEMENTS AN INSPECTION WITHIN 50 HOURS TIME IN SERVICE AND EVERY 100 HOURS TIS THEREAFTER OF THE ENGINE FRONT FRAME ACCESSORY DRIVE TO INSURE THE STARTER JAW HARDWARE HAS NOT LOST TORQUE.

Part: ENGINE — FAILED (NR 2) · airframe 55,052 hrs

DURING CRUISE FLIGHT FROM KABUL TO BAGRAM #2 ENGINE CHIP LIGHT ILLUMINATED, AIRSPEED 100 KNOTS, 7500 FT MSL. CO-PILOT WAS IN CONTROL OF THE AIRCRAFT, SO THE COMMAND PILOT GRABBED THE EMERGENCY CHECKLIST, BEFORE HE GOT TO THE PROCEDURE THE #2 ENGINE FAILED. THE CO-PILOT REMAINED IN CONTROL OF THE AIRCRAFT, THE PIC VERBALIZED MEMORY ITEMS. THE PIC AND SIC CONFIRMED THEY WERE SINGLE ENGINE CAPABLE AND DECLARED AN EMERGENCY LANDING FOR BAGRAM AIRFIELD. THEY SAFELY PERFORMED A RUN-ON LANDING AND TURNED THE AIRCRAFT OVER TO MAINTENANCE. MAINTENANCE PULLED THE CHIP DETECTOR AND FOUND LARGE PIECES OF METAL IN THE OIL AND ATTACHED TO THE CHIP DETECTOR.

Part: SUPPORT FITTING — CORRODED (BS 410) · airframe 76,448 hrs

DURING THE NIGHT'S RAMP INSPECTION, FOUND INTERGRANULAR CORROSION ON THE STATION 410 R/H SUPPORT FITTING.

Part: ENGINE — POWER LOSS (NR 1) · airframe 6,527 hrs

WHILE IN CRUISE FLIGHT FROM BAGRAM THE PIC HEARD A CHANGE IN RRPM AND OBSERVED THE #1 ENGINE TQ DECREASE BY APPROXIMATELY 20% THEN RETURN TO NORMAL. HE ALERTED THEIR COMPANION AIRCRAFT THAT THEY WERE HAVING AN ISSUE AND NEEDED TO RETURN TO BAGRAM. AS THEY WERE TURNING AROUND THE SIC ANNOUNCED THAT THERE WAS A FLICKERING LIGHT ON THE ANNUNCIATOR PANEL. THEN THE #1 ENGINE AGAIN STARTED LOSING POWER (OBSERVED BY A LOSS IN TQ). AT THIS POINT THE PIC TRIED BEEPING THE ENGINE UP VIA THE COLLECTIVE BEEPS BUT THE ENGINE WAS UNRESPONSIVE. THE PIC ASKED THE SIC TO PUT THE ENGINE IN MANUAL ON THE EMERGENCY ENGINE TRIM PANEL AND TRY BEEPING MANUALLY, WHICH HE DID AND THE ENGINE WAS STILL UNRESPONSIVE. AS THE ENGINE CONTINUED TO LOSE POWER THEY NOTICED THE LH FUEL BOOST LIGHT ILLUMINATED ON THE ANNUNCIATOR PANEL, THE PIC LOWERED THE COLLECTIVE TO MAINTAIN RRPM AND BEEPED BOTH ENGINES UP VIA COLLECTIVE BEEPS AS PER EMERGENCY CHECKLIST. THE ENGINE EVENTUALLY SHOWED 0%-%5 TQ, AND APPROXIMATELY 70-75 NF (WHICH THE PIC CONCLUDED WAS APPROXIMATELY GROUND IDLE). THE PILOTS ALERTED THE COMPANION AIRCRAFT THAT THEY NEEDED EMERGENCY CLEARANCE TO LAND ON THE RUNWAY AT BAGRAM FOR SINGLE ENGINE LANDING. FROM THIS POINT ON THE COMPANION AIRCRAFT HANDLED ALL COMMUNICATION WITH TOWER AND HQ. THE PILOTS CONSULTED THE EMERGENCY CHECKLIST AND FLEW TO BAGRAM WITH NO OTHER CHANGES. THE AIRCRAFT WAS LANDED AT BAGRAM ON THE RUNWAY WITH NO ISSUES. AS THEY WERE TAXIING BACK TO PARKING (APPROXIMATELY 1 MINUTE INTO THE TAXI) THE #1 ENGINE STARTED A SUDDEN ACCELERATION. THE PIC IMMEDIATELY PULLED BACK BOTH ECLS.

Part: ENGINE — POWER LOSS (NR 2) · airframe 32,173 hrs

ON APPROACH TO DIP SITE NR 2 ENGINE FAILED TO RESPOND. NR 2 HUNG BACK AT AROUND 20% TQ, PILOTS WENT INTO EMERGENCY ENGINE TRIM & MANUALLY BEEPED ENGINE WITH NO RESPONSE. NR 2 ECL WAS BROUGHT BACK TO GROUND POSITION TO AVOID A POTENTIAL OVERSPEED CONDITION. EMERGENCY CHECK LIST DRILLS NR 10 AND NR 12 WERE COMPLETED. ON THE WAY BACK, PILOTS ATTEMPTED TO BRING NR 2 ECL BACK TO THE FLY POSITION, BUT ENGINE ACCELERATED AT A HIGHER RATE THAN NORMAL SO AGAIN SECURED NR 2 ECL AT GROUND POSITION FOR THE REMAINDER OF THE FLIGHT. ENGINE OPERATED ON TEST CELL FOR 4.7 HRS WITH NO DISCREPANCIES. FUEL CONTROL, BLEED BAND ACTUATOR, FUEL LIMIT VALVE, AND OVERSPEED CONTROLLER REMOVED TO SEPARATE WORK ORDERS FOR INSPECTION.

Part: ANGLE — CRACKED (FUSELAGE) · airframe 6,235 hrs

ISOLATED CRACK FOUND IN ANGLE AT STA 160, BL 11R TO 23R, WL +56 APPROX.

Part: SYNC SHAFT — CRACKED (MAIN ROTOR) · airframe 74,845 hrs

DURING A ROUTINE FLUORESENT PENETRANT INSPECTION, (PART OF A SCHEDULED OVERHAUL, DOCUMENTED ON SWO-049059-19) NDT TECH. FOUND ONE CRACK ON THE SYNC SHAFT SUB-ASSEMBLY ADAPTER. DISC-203256-19 HAS BEEN CREATED TO CAPTURE FURTHER MAINTENANCE.

Part: ACTUATOR — FAILED (NR 1 ENG CONTROL) · airframe 68,856 hrs

DURING TAKEOFF, THE NR 1 ENGINE FREEZE FAILED, PILOT RESET IT AND SUBSEQUENTLY, THE ENGINE FAILED TO ACCELERATE PAST FLIGHT IDLE. AIRCRAFT RETURNED TO BASE. REMOVED AND REPLACED THE #1 ENGINE ECA. COMPLIED WITH POST MAINTENANCE GROUND, HOVER AND FLIGHT LOGIC SETUP. ALL OPERATIONAL CHECKS ARE GOOD. AIRCRAFT RETURNED TO SERVICE

Part: FIRE DETECTOR — DEFECTIVE (ZONE 400) · airframe 68,730 hrs

DURING CRUISE FLIGHT PILOTS NOTICED #1 T-HANDLE FLICKERING, VERIFIED IT WAS A FALSE INDICATION AND DID NOT NEED TO UTILIZE ANY EMERGENCY PROCEDURES. FIRE LIGHT THEN EXTINGUISHED WITHIN 30 SECONDS. RAR AFT LOWER OUTBOARD FLAME DETECTOR. AIRCRAFT RETURNED TO SERVICE. SUPPLEMENTAL INFORMATION; THE DETECTORS IN THIS A/C HAVE BEEN REPLACED WITH P/N 477223 FLAME DETECTORS IAW COLUMBIA HELICOPTERS, INC. SERVICE BULLETIN NUMBER 107-26-S0004. DETAILS ARE ON FILE WITH OPERATOR CHIA823C. THIS SUPPLEMENTAL INFORMATION WILL BE REPEATED ON THE FOLLOWING SDR’S; CHIR20160608001, CHIR20161003001, CHIR20140217001, CHIR20140214001, CHIR20161006001. CHIR20161007001, CHIR20161008001, CHIR20161009001, CHIR20161121001, CHIR2879, CHIR3001092917, CHIR2957090717, CHIA201803163196, CHIA201810083560, CHIA201810063561, CHIA201907214031, & CHIA201907234035

Part: DETECTOR — DEFECTIVE (ZONE 400) · airframe 68,718 hrs

DURING CRUISE FLIGHT PILOTS NOTICED #1 T-HANDLE FLICKERING, VERIFIED IT WAS A FALSE INDICATION AND DID NOT NEED TO UTILIZE ANY EMERGENCY PROCEDURES. FIRE LIGHT THEN EXTINGUISHED WITHIN 30 SECONDS. AIRCRAFT RETURNED TO AIRFIELD FOR A SCHEDULED STOP. RAR AFT UPPER INBOARD FLAME DETECTOR. AIRCRAFT RETURNED TO SERVICE. SUPPLEMENTAL INFORMATION; THE DETECTORS IN THIS A/C HAVE BEEN REPLACED WITH P/N 477223 FLAME DETECTORS IAW COLUMBIA HELICOPTERS, INC. SERVICE BULLETIN NUMBER 107-26-S0004. DETAILS ARE ON FILE WITH OPERATOR CHIA823C. THIS SUPPLEMENTAL INFORMATION WILL BE REPEATED ON THE FOLLOWING SDR’S; CHIR20160608001, CHIR20161003001, CHIR20140217001, CHIR20140214001, CHIR20161006001. CHIR20161007001, CHIR20161008001, CHIR20161009001, CHIR20161121001, CHIR2879, CHIR3001092917, CHIR2957090717, CHIA201803163196, CHIA201810083560, CHIA201810063561, CHIA201907214031, & CHIA201907234035

Part: RING — CRACKED (SWASHPLATE) · airframe 39,848 hrs

SWASHPLATE ASSEMBLY REMOVED FOR SCHEDULED MAINTENANCE AND RETURNED TO RS FOR OVERHAUL ON SWO-047589-19. ROTATING RING FAILED SB 234-62-1048 INSPECTION REQUIREMENTS WITH AN EDDY CURRENT INDICATION GREATER THAN 25% FSH (ACTUAL 35% FSH). REFERENCE DISC-192262-19.

Part: DOOR FRAME — CRACKED (BS 482) · airframe 25,046 hrs

DURING REMOVAL OF THE AFT EMERGENCY EXIT HATCH, FOUND CRACK AT STA 482, BL 50L, WL +50. REMOVED DAMAGED WEB, LOCATED AND INSTALLED NEW WEB P/N 145S3106-5 (PO# A043423) IAW 234-3 SRM REV. 2, SECTIONS 53-13-03 AND 51-50-00.

Part: TRANSMISSION — CRACKED (MAIN ROTOR) · airframe 25,013 hrs

DURING RAMP CHECK, NOTICED OIL LEAK ON TOP OF AFT XMSN. SUSPECTED AFT VERTICAL SHAFT OIL SEAL. UPON REMOVAL AND FURTHER INSPECTION OF THE AFT XMSN, FOUND FWD RT MOUNT LUG CRACKED. FOUND 1 CRACK BY VISUAL INSPECTION AND CONFIRMED BY STRIPPING PAINT ON UPPER HOUSING. CRACK MEASURES APPROX. 5" EXTENDING FROM THE TOP OF THE SLING ATTACHMENT LUG, EXTENDING TO THE LOWER UPPER HOUSING.

Part: HOUSING — CRACKED (AFT TRANSMISSION) · airframe 15,030 hrs

THE MAINTENANCE CREW REMOVED THE AFT TRANSMISSION DUE TO AN OIL LEAK AND DISCOVERED A CRACKED FWD R/H MOUNT LUG. COMPONENT RECEIVED AT THIS REPAIR STATION 6/7/2019 AND CONFIRMED CRACKED UPPER HOUSING. THE TRANSMISSION WAS THEN INSPECTED AND REPAIRED BY THIS RS ON SWO-047697-19. DETAILS ARE ON FILE.

Part: PRESSURE GAUGE — FAULTY (HYDRAULIC SYS) · airframe 18,942 hrs

IN CRUISE FLIGHT UTILITY HYDRAULIC PRESSURE STARTED TO DECREASE BELOW OPERATING LIMITS. FOLLOWED THE EMERGENCY CHECKLIST AND LANDED AT THE NEAREST FOB WITH NO FURTHER INCIDENT.

Part: PRESSURE GAUGE — FAULTY (COCKPIT) · airframe 18,942 hrs

IN CRUISE FLIGHT UTILITY HYDRAULIC PRESSURE STARTED TO DECREASE BELOW OPERATING LIMITS. FOLLOWED THE EMERGENCY CHECKLIST AND LANDED AT THE NEAREST FOB WITH NO FURTHER INCIDENT.

Part: BOLT — BROKEN (FWD ROTOR) · airframe 74,517 hrs

LONGITUDINAL RIGID LINK AFT BOLT ON FORWARD HEAD WAS MAKING WEAR DUST/GREASE FROM THE BOLT HEAD. PROCEEDED TO REMOVE THE BOLT, AND WHEN THE TECHNICIAN STARTED TO LOOSEN THE BOLT, THE HEAD SNAPPED OFF. REMOVED THE REST OF THE REMAINING HARDWARE AND REPLACED WITH NEW HARDWARE.

Part: SHAFT — CRACKED (MAIN ROTOR) · airframe 45,005 hrs

DURING 100 HOUR ROTOR SHAFT IN SERVICE NDT INSPECTION, FOUND CRACK INDICATION AT THE #1 PIN HOLE IN EXCESS OF 50% FSH. THIS VERT SHAFT WAS REMOVED AND SENT TO RS CHIR823C FOR FURTHER EVALUATION ON SWO-046059-19. CRACK INDICATION HAS BEEN CONFIRMED USING BOTH NDT AND VISUAL PROCESSES.

Part: SHAFT — CRACKED (MAIN ROTOR) · airframe 74,943 hrs

DURING THE 100HR AFT VERT SHAFT IN SERVICE INSPECTION OF THE UPPER PINS THE MAINTENANCE CREW GOT A READING OF A SUSPECT CRACK IN PIN 17. DUPLICATED DISCREPANCY MULTIPLE TIMES AFTER RE-CAL'ING MIZ AND USING DIFFERENT PROBES AND EVEN A SECOND MIZ TO CONFIRM. THIS SHAFT WAS R&R'D BY THE FIELD CREW AND RETURNED TO CHIR823C, WHERE EDDY CURRENT WAS AGAIN PERFORMED ON PIN 17 AND THE SUSPECT CRACK INDICATION WAS CONFIRMED. A MAGNETIC PARTICLE INSPECTION BEING PERFORMED IAW CHI 107-5 62-10-04 ALSO INDICATES A SUSPECT CRACK IN THE SAME AREA (SEE ATTACHED PICTURE). MAGNETIC PARTICLE INSPECTION RESULTS WERE RECORDED ON SWO-044405-19 TC# ROT-6210-0002 AND DISC-177819-19.PIN 17 WAS REMOVED AND ANOTHER MPI INSPECTION WAS PERFORMED. RESULTS SHOWED A CRACK ALL THE WAY THROUGH THE WALL OF THE UPPER EXTENSION. THIS AFT VERT SHAFT ASSY.WAS DEEMED UNREPAIRABLE AND WILL BE SCRAPPED.(FOR DETAILS SEE SWO-044405-19.)

Part: SKIN — DAMAGED (BS 320) · airframe 18,802 hrs

IN CRUISE FLIGHT AT 2500' AGL THE AIRCRAFT RECEIVED ONE ROUND ON THE BOTTOM OF AIRCRAFT AT STATION 320 RIGHT SIDE OF THE HOOKWELL. DAMAGE WAS DISCOVERED ON POST FLIGHT.

Part: SKIN — CRACKED (FUSELAGE) · airframe 18,760 hrs

DURING RAMP CHECK IS WAS NOTED VISUALLY THAT THERE WAS A 6+" SKIN CRACK STA 520 BL20L WL+97. VP-000265-19 HAS BEEN CREATED TO DO THE REPAIR.

Part: STRUCTURE — CRACKED (BS 575) · airframe 24,630 hrs

FOUND CRACK IN AFT TRANSMISSION AREA DURING "A" CHECK, STA. 575, WL +36, BL 35R. REMOVED EXISTING 2 DOUBLERS, CUT OUT CRACKED AREA AND FABRICATED FILLER. FABRICATED REPLACEMENT DOUBLER, AND LOCATED AND INSTALLED FILLER DOUBLER AND REPAIR DOUBLER. ALL WORK DONE IAW 234-3 SRM. 337 FILED.

Part: BULKHEAD — CRACKED (FUSELAGE) · airframe 74,149 hrs

REMOVED THE NR 1 ENGINE TO CHANGE THE ENGINE MOUNTS. DURING THE OPPORTUNITY INSPECTION FOUND THERE WAS A CRACK ON THE FS 477 BULKHEAD. UPON FURTHER INSPECTION FOUND THERE WAS CHAFING ON THE WEB FROM BL 7R TO BL 7L. REMOVED THE DAMAGE, FABRICATED REPAIR WEB, LOCATED AND INSTALLED REPAIR.

Part: WEB — CRACKED (FUSELAGE) · airframe 5,238 hrs

DURING C CHECK INSPECTION, FOUND A CRACK APPROX 2.6 INCHES LONG AT STA 482 WEB CENTERED AT WL 27.25 BL 47R. ADDITIONAL FURTHER EVAUATION DETERMINED REPAIR TO BE A MAJOR ON 9 JAN 2019. REMOVED DAMAGED MATERIAL AND REPAIRED IAW SRM.

Part: DECK PLATE — CRACKED (LEFT) · airframe 18,370 hrs

DURING RAMP CHECK IT WAS NOTED THAT THE L/H SIDE CANTED DECK WL +119 LH CAP REPAIR STA 533 WAS CRACKED. REPAIRED.

Part: FIRE DETECTOR — DEFECTIVE (NR 1) · airframe 52,676 hrs

NR 1 FIRE LIGHT CAME ON DURING FLIGHT. AIRCRAFT CONTINUED TO REGULARLY SCHEDULED DESTINATION. REMOVED AND REPLACED NR 1 AFT UPPER FIRE DETECTOR. RETURNED AIRCRAFT TO SERVICE. INTERIM SUPPLEMENTAL INFORMATION: THE AIR CARRIER AND THE OEM HAVE BEEN COLLABORATING ON A DESIGN CHANGE, AND THE CRITICAL DESIGN REVIEW HAS TAKEN PLACE. THE OEM IS FINALIZING THE TSO APPROVAL. ONCE THE REPLACEMENT FIRE DETECTORS ARE AVAILABLE AND THE ICA IS UPDATED, THIS SUPPLEMENTAL INFORMATION WILL BE UPDATED. THIS INFORMATION IS APPLICABLE TO AND WILL BE REPEATED IN SDR'S CHIA201810063560 AND CHIA201803163196.SUPPLEMENTAL INFORMATION; THE DETECTORS IN THIS A/C HAVE BEEN REPLACED WITH P/N 477223 FLAME DETECTORS IAW COLUMBIA HELICOPTERS, INC. SERVICE BULLETIN NUMBER 107-26-S0004. DETAILS ARE ON FILE WITH OPERATOR CHIA823C. THIS SUPPLEMENTAL INFORMATION WILL BE REPEATED ON THE FOLLOWING SDR’S; CHIR20160608001, CHIR20161003001, CHIR20140217001, CHIR20140214001, CHIR20161006001. CHIR20161007001, CHIR20161008001, CHIR20161009001, CHIR20161121001, CHIR2879, CHIR3001092917, CHIR2957090717, CHIA201803163196, CHIA201810083560, CHIA201810063561, CHIA201907214031, & CHIA201907234035

Part: FIRE DETECTOR — DEFECTIVE (NR 1) · airframe 52,668 hrs

NR 1 FIRE LIGHT CAME ON DURING FLIGHT. AIRCRAFT CONTINUED TO REGULARLY SCHEDULED DESTINATION. REMOVED AND REPLACED NR 1 AFT UPPER FIRE DETECTOR. RETURNED AIRCRAFT TO SERVICE. INTERIM SUPPLEMENTAL INFORMATION: THE AIR CARRIER AND THE OEM HAVE BEEN COLLABORATING ON A DESIGN CHANGE, AND THE CRITICAL DESIGN REVIEW HAS TAKEN PLACE. THE OEM IS FINALIZING THE TSO APPROVAL. ONCE THE REPLACEMENT FIRE DETECTORS ARE AVAILABLE AND THE ICA IS UPDATED, THIS SUPPLEMENTAL INFORMATION WILL BE UPDATED. THIS INFORMATION IS APPLICABLE TO AND WILL BE REPEATED IN SDR'S CHIA201810063560 AND CHIA201803163196.SUPPLEMENTAL INFORMATION; THE DETECTORS IN THIS A/C HAVE BEEN REPLACED WITH P/N 477223 FLAME DETECTORS IAW COLUMBIA HELICOPTERS, INC. SERVICE BULLETIN NUMBER 107-26-S0004. DETAILS ARE ON FILE WITH OPERATOR CHIA823C. THIS SUPPLEMENTAL INFORMATION WILL BE REPEATED ON THE FOLLOWING SDR’S; CHIR20160608001, CHIR20161003001, CHIR20140217001, CHIR20140214001, CHIR20161006001. CHIR20161007001, CHIR20161008001, CHIR20161009001, CHIR20161121001, CHIR2879, CHIR3001092917, CHIR2957090717, CHIA201803163196, CHIA201810083560, CHIA201810063561, CHIA201907214031, & CHIA201907234035

Part: STRUCTURE — CRACKED (FUSELAGE) · airframe 44,936 hrs

CRACKS FOUND AT STA 160, BL 21R AND 24R.

Part: GENERATOR — OVERHEATED (NR 1 ENGINE) · airframe 18,154 hrs

WHILE REPOSITIONING FROM ROMEO RAMP TO THE SLING LOAD AREA THE NR 1 GEN HOT LIGHT ILLUMINATED. FOLLOWED THE EP CHECKLIST GUIDANCE AND TURNED OFF THE NR 1 GEN. INITIALLY THE HOT LIGHT EXTINGUISHED BUT RE-ILLUMINTATED. RETURNED TO PARKING FOR TROUBLESHOOTING. REMOVED AND REPLACED NR 1 A/C GENERATOR.

Part: HOUSING — CRACKED (ROTOR HEAD) · airframe 17,651 hrs

WHILE UNDERGOING SCHEDULED MAINTENANCE, UT INSPECTION OF FORWARD PITCH HOUSING ASSEMBLY DISCLOSED A REJECT-ABLE INDICATION OF THE UPPER VERTICAL BEARING LINER BORE. CONFIRMED INDICATION PITCH HOUSING P/N 145R2075-11, S/N C1E0003 HAS BEEN REMOVED FROM SERVICE AND IS QUARANTINED IN BCRC LOCATION. FORWARD ROTOR HEAD WAS RE-ASSEMBLED WITH SERVICEABLE YELLOW PITH HOUSING AND RETURNED TO SERVICE.

Part: FIRESHIELD — DAMAGED (FUSELAGE) · airframe 73,622 hrs

WHILE PERFORMING A "C" INSP THE FIRE SHIELD ON THE NR 4 SYNC SHAFT WAS FOUND TO BE CUT. DURING REPLACEMENT OF THE FIRE SHIELD AT STATION 410 THE CREW FOUND A SCREW HAD RUBBED A 0.25" DEEP HOLE IN THE 410 CAP ANGLE. DAMAGE REPAIRED ON VP-000245-18. DETAILS ON FILE WITH THIS REPAIR STATION

Part: WEB — CHAFED (BS 477) · airframe 79,817 hrs

WHILE CONDUCTING AN OPPORTUNITY INSPECTION IT WAS DISCOVERED THAT THE AFT FIRE SHIELD PANEL WAS CHAFED INTO THE BS 477 WEB IN MULTIPLE LOCATIONS.