EagleMed, LLC

Operated by EAGLEMED LLC (per NTSB report)

The loss of electrical power due to the pilot’s inadvertent selection of the engine start switches and the subsequent fuel exhaustion to the left engine as the pilot attempted to locate visual meteorological conditions. Contributing to the accident were the pilot’s failure to ensure adequate fuel reserves on board for the flight in instrument meteorological conditions and the miscommunication between the pilot and medical crewmembers.

Operated by EAGLEMED LLC (per NTSB report)

The flight's inadvertent encounter with night instrument meteorological conditions, which resulted in the pilot turning the helicopter and subsequently descending into trees and terrain due to spatial disorientation.

Operated by EAGLEMED LLC (per NTSB report)

The failure of the two fuel control unit drive bearings for reasons that could not be determined based on the available evidence, which resulted in an uncommanded engine acceleration and subsequent overspeed condition. Contributing to the accident was the pilot’s improper autorotation, which resulted in a hard landing.

Operated by EAGLEMED LLC (per NTSB report)

The helicopter pilot's failure to see and avoid the 40-ft-tall lamp post during takeoff. Contributing to the accident was the pilot's inadequate preflight evaluation of the obstructions in the takeoff path.

Operated by EagleMed LLC (per NTSB report)

The loss of engine power due to engine ice ingestion during initial climb after takeoff in dark night light conditions. Contributing to the accident were the lack of an installed engine air inlet cover while the helicopter was parked outside, exposed to precipitation and freezing temperatures before the accident, and the pilot’s inadequate preflight inspection that failed to detect ice accumulation in the area of the air inlet.

Operated by EAGLEMED LLC (per NTSB report)

The pilot’s impaired judgment, due to medications, which led to an abrupt low-level maneuver and subsequent impact with trees and terrain.

Part: ROLL SERVO — INTERMITTENT (ZONE 100) · airframe 4,756 hrs · 5,351 cycles

DURING CLIMB OUT, AUTOPILOT WAS ENGAGED. WITHIN 10 SECONDS, AUTOPILOT ROLL TRIM ANNUNCIATOR ILLUMINATED. AUTOPILOT WAS COMMANDED TO DISENGAGE. PILOT REPORTED THAT ALL AXIS EXCEPT THE ROLL FELT FREE. THE AILERONS STILL FELT AS IF THE AUTOPILOT ROLL SERVO REMAINED ENGAGED. THE AIRCRAFT RETURNED BACK TO THE AIRPORT AND LANDED WITHOUT ANY ISSUE. DURING TROUBLESHOOTING, WE COULD NOT DUPLICATE THE ISSUE USING NORMAL TESTING PROCEDURES. WE THEN ENGAGED THE AUTOPILOT AND HELD ONTO THE AILERON TO SIMULATE AN AIR LOAD AND THEN COMMANDED THE AUTOPILOT TO MAKE A TURN. WE THEN RECEIVED THE SAME TRIM ANNUNCIATION. THE SERVO WAS REPLACED, AND THE PROBLEM COULD NOT BE DUPLICATED. AIRCRAFT PERFORMED AN OPERATIONAL FLIGHT CHECK AND WAS RETURNED TO SERVICE.

Part: CLEVIS — MISSING (MLG DOOR) · airframe 3,290 hrs · 2,849 cycles

DURING A FLIGHT LJ-1456 EXPERIENCED A POSSIBLE RIGHT-HAND LANDING GEAR DOWN LOCK ISSUE, AFTER LANDING A DETAILED WAS COMPLETED AND THE DOWN LOCK CLEVIS P/N: 90-810046-3 WAS MISSING FROM THE AIRCRAFT.

Part: DPU — FAULTED (ZONE 100) · airframe 4,700 hrs · 6,005 cycles

AIRCRAFT ENROUTE TO PICK-UP PASSENGER RECEIVED "DPU FAIL" IN BOTH EADI/EHSI DISPLAY. PILOT DIVERTED TO KVJI AS PRECAUTION ACTION. AIRCRAFT LANDED WITHOUT ANY ISSUES. BASE MECHANIC REMOVED AND REPLACED COLLINS DPU-84 UNIT TO REPAIR THE ISSUE.

Part: BULB — BURNED OUT (MLG INDICATOR) · airframe 11,030 hrs · 11,976 cycles

NO RIGHT MAIN LANDING GEAR DOWN AND LOCK INDICATION. FOUND BURNED OUT LIGHT BULB.

Part: WIRE HARNESS — MISMANUFACTURED (PITCH TRIM) · airframe 3,083 hrs

FLIGHT CREW REPORTED THAT THE PITCH TRIM SYSTEM OPERATED IN REVERSE DURING AUTOPILOT USE. TROUBLESHOOTING REVEALED THAT PINS C & D WERE SWAPPED ON THE HARNESS CONNECTING THE ELECTRONIC PITCH TRIM AMP AND THE TRIM SERVO.

Part: FUEL CONTROL — LEAKING (ENGINE) · airframe 7,545 hrs · 20,884 cycles

ON DAILY INSPECTION TECHNICIAN NOTICED FUEL PUMP LEAKING AT ENG MATING. UPON PUMP REMOVAL DISCOVERED FUEL CONTROL DRIVE BEARING BLUE GREASE LUBRICATION EXCESSIVELY WASHED OUT OF DRIVE. MM STATES IN 72-00-00 PAGE 7 OVERBOARD FUEL PUMP LEAKAGE MAY BE UP TO 4 DROPS PER MINUTE WITH ENG OPERATING IN IDLE RANGE. EXCESSIVE FUEL PUMP LEAKAGE MAY BE INDICATED BY PRESENCE OF BLUE GREASE AT FUEL PUMP TO FUEL CONTROL INTERFACE OR SEAL DRAIN. IF BLUE GREASE STAINS ARE EVIDENT, REPLACE FUEL CONTROL & PUMP ASSEMBLY.

Part: COUPLING — FAILED (HYD PUMP) · airframe 7,506 hrs · 20,780 cycles

HYDRAULIC PUMP DRIVE COUPLING SPRING INTERNAL SPLINES FAILED CAUSING DISENGAGEMENT OF HYD PUMP. RESULTING HYD FAILURE CAUSED UNPLANNED LANDING OF ACFT. NO DAMAGE OR INJURIES REPORTED. HIS DRIVE ASSEMBLY HAS BEEN THE SUBJECT OF NUMEROUS SB'S & AT LEAST ONE AD2007-06-15 IN THE PAST. THE SPLINES WERE INSPECTED & LUBED 33.1 HOURS PRIOR TO FAILURE. THE UNIT CONTAINS A SLL PN 704A33-651-206 BEARING WHICH WAS NOT AFFECTED OR DAMAGED.

Part: FUEL LINE — CHAFED (LT WING) · airframe 6,336 hrs · 8,939 cycles

FUEL LINE FROM LT OTBD FUEL TANK TO LT NACELLE TANK CHAFING WHERE IT PASSES THROUGH LIGHTNING HOLE IN FWD SPAR.

Part: FUEL LINE — CHAFED (RT WING) · airframe 6,336 hrs · 8,939 cycles

FUEL LINE FROM RT OTBD FUEL TANK TO RT NACELLE TANK CHAFING WHERE IT PASSES THROUGH LIGHTNING HOLE IN FWD SPAR.

Part: BOLT — DAMAGED (LT MLG) · airframe 13,224 hrs · 23,097 cycles

UPON PERFORMING THE 1000 CYCLE LG ACTUATOR CLEVIS INSPECTION THE LT MAIN GEAR ACTUATOR CLEVIS WAS FOUND EXCESSIVELY ELONGATED & THE RETENTION BOLT SEVERELY NOTCHED. DRAG BRACE & BOLT WERE REPLACED.

Part: BEARING — FAILED (FUEL CONTROL) · airframe 10,503 hrs · 19,977 cycles

FUEL CONTROL DRIVE BEARINGS FAILED ALLOWING FUEL CONTROL SHAFT TO WOBBLE & FUEL PUMP TO FUEL CONTROL DRIVE ADAPTER TO DISTORT & DISENGAGE FROM FUEL CONTROL WITH ACFT IN CRUISE. THE DRIVE BEARINGS & ADAPTER FAILURE RESULTED IN AN UNCONTROLLED ACCELERATION OF THE ENG AS INDICATED BY A MAIN ROTOR RPM INCREASE. ATTEMPTED TO CONTAIN RPM BY RAISING COLLECTIVE WITH NO EFFECT. SHUT THE ACFT MAIN FUEL VLV OFF & AUTO ROTATED INTO A FIELD RESULTING IN MINOR DAMAGE TO THE ACFT BUT NO INJURIES TO PERSONS ON BOARD. FUEL CONTROL COMPLIED WITH SERVICE BULLETIN LT 101-73-20-0272 645. 7 HOURS PRIOR.

Part: HOSE — LEAKING (HYD SYSTEM) · airframe 125 hrs · 385 cycles

HOSE STARTED LEAKING ON THE HOSE SIDE OF CRIMP TO FITTING.

Part: HOSE — LEAKING (HYD SYSTEM) · airframe 285 hrs · 764 cycles

HOSE LEAKING FROM HOSE SIDE OF CRIMP TO FITTING.

Part: HOSE — LEAKING (HYD SYSTEM) · airframe 260 hrs · 699 cycles

HOSE LEAKING FROM HOSE SIDE OF CRIMP TO FITTING.

Part: HOSE — LEAKING (HYD SYSTEM) · airframe 260 hrs · 698 cycles

HOSE LEAKING FROM HOSE SIDE OF CRIMP TO FITTING.

Part: HOSE — LEAKING (HYD SYSTEM) · airframe 260 hrs · 698 cycles

HOSE LEAKING FROM HOSE SIDE OF CRIMP TO FITTING.

Part: FUEL CONTROL — INOPERATIVE (RT ENGINE) · airframe 7,427 hrs · 7,497 cycles

ON DECENT, THE RT ENGINE FAILED TO RESPOND TO POWER LEVER MOVEMENT, TORQUE REMAINED AT 2000 LBS. AFTER TRYING SEVERAL TIMES TO GET RT ENGINE TO RESPOND BY MOVING POWER LEVER FORWARD AND AFT, ENGINE WAS SECURED, DECLARED EMERGENCY AND MADE SAFE LANDING. REMOVED FUEL CONTROL AND INSTALLED SERVICEABLE. RIGGED ENGINE, OPS AND LEAK CHECKS GOOD. ACFT IS APPROVED FOR RETURN TO SERVICE.

Part: LINKAGE — DIRTY (POWER LEVER) · airframe 7,424 hrs · 7,493 cycles

ON DESCENT, THE RT ENGINE FAILED TO RESPOND TO POWER-LEVER MOVEMENT, TORQUE REMAINED AT 2000 LBS. AFTER TRYING SEVERAL TIMES TO GET RT ENGINE TO RESPOND BY MOVING POWER LEVER FORWARD AND AFT, ENGINE WAS SECURED, DECLARED EMERGENCY AND MADE SAFE LANDING. MX CONTACTED AND INVESTIGATED PROBLEM. FOUND LINKAGE TO BE DIRTY. CLEANED LINKAGE. OPS CHECK GOOD. ACFT APPROVED FOR RETURN TO SERVICE,

Part: WARNING LIGHT — ILLUMINATED (OIL CHIP LIGHT) · airframe 4,090 hrs · 14,304 cycles

ENGINE CHIP LIGHT ILLUMINATED. DECLARED AN EMERGENCY & LANDED. CHIP PLUGS CLEANED, AIRCRAFT OIL CHANGED, ACFT RUN UP FOR LEAK TEST AND TEST FOR FURTHER CHIPS. NO ANOMOLIES NOTED. ACFT APPROVED FOR RETURN TO SERVICE.

Part: FIRE DETECTOR — FALSE ACTIVATION (ZONE 400) · airframe 9,802 hrs · 11,197 cycles

AT 17:36 ACFT LIFTED OFF FROM RUNWAY AND WAS CLIMBING IN THE RT TURN DIRECT HEADING OF 300. PROPS WERE AT 1900 AND ALL ENGINE INDICATIONS WERE NORMAL. THE SUN WAS JUST SETTING AT 10 O'CLOCK POSITION. AFTER LEVELING OFF AND BEGINNING TO ADJUST PROPS TO 1700, THE MASTER WARNING ANNUNCIATED ALONG WITH THE LT ENGINE FIRE ANNUNCIATOR. BOTH LT & RT ENGINE INSTRUMENTS WERE INDICATING NORMAL AND A VISUAL OF THE LT ENGINE DID NOT INDICATE A FIRE. THE LT ENGINE FIRE ANNUNCIATOR CONTINUED TO ILLUMINATE. DECISION MADE TO ABORT MISSION AND RETURN TO POINT OF DEPATURE. UPON TURNING, THE LEFT ENGINE FIRE ANNUNCIATOR EXTINGUISHED. LANDED SAFELY AT POINT OF DEPARTURE WITH NO FURTHER ANNUNCIATIONS. MX CONTACTED, PERFORMED VISUAL INSP OF LT ENGINE, FOUND NO SIGNS OF FIRE OR OTHER ANOMOLIES. PERFORMED PREFLIGHT FIRE SYS CHECK, CHECK COMPLETED OK. CONDUCTED MX CHECK FLIGHT AND RETURNED ACFT TO SERVICE.

Part: DOOR LATCH — LOOSE (ZONE 800) · airframe 3,900 hrs

DURING FLIGHT APPROX 8 MINUTES FROM LANDING, FLIGHT NURSE STATED THE LT SLIDING DOOR HAD POPPED OPEN IN FLIGHT. PILOT SLOWED THE ACFT AND FLIGHT NURSE WAS ABLE TO RELATCH THE DOOR WITHOUT LANDING. APPROX 5 MINUTES FROM FINAL DESTINATION, THE SAME LT SLIDING DOOR HANDLE CAME UP BUT THE DOOR DID NOT OPEN. ACFT LANDED AT DESTINATION WITHOUT FURTHER INCIDENT. MX WAS NOTIFIED: THE DOOR LATCH WAS ADJUSTED, LUBED AND OPERATIONALLY CHECKED PRIOR TO FLIGHT. A MX CHECK FLIGHT WAS CONDUCTED FOR THE MX PERFORMED ON THE LT SLIDING DOOR: NO ANOMOLIES WERE NOTED AND ACFT WAS RETURNED TO SERVICE.

Part: WIRE — BROKEN (FIRE DETECTOR) · airframe 5,400 hrs

WITHIN A MINUTE OR 2 OF THE LANDING, THE PILOT OBSERVED THE FIRE WARNING LIGHT FLICKER ON AND OFF. LANDED AT BASE WITHOUT ANY PROBLEMS. MX INVESTIGATED AND DISCOVERED BROKEN WIRE AT LT FIRE DETECTOR. WIRE WAS REPAIRED, OPS CHECK COMPLETED OK & ACFT RETURNED TO SERVICE.

Part: ENGINE — SHUTDOWN

DURING TAKEOFF, AT APPROX 25 FT AGL, ACFT LOST ENGINE POWER. PILOT EXECUTED AUTOROTATIONAL LANDING. ACFT TOUCHED DOWN LEVEL ON BOTH SKIDS AFTER WHICH PILOT INITIATED ENGINE SHUTDOWN PROCEDURE.

Part: BEARING — FAILED (TAIL ROTOR) · airframe 7,734 hrs · 14,791 cycles

AFTER TAKEOFF FROM ICT, 10 MINUTES INTO FLIGHT. PILOT NOTICED A HIGH FQUEQUENCY VIBRATION IN THE TAIL ROTOR PEDALS. ACFT DIVERTED AND MADE A PRECAUTIONARY LANDING. ACFT WAS PLACED OUT OF SERVICE FOR FURTHER INSPECTIONS AND REPAIRS. VIBRATION WAS DETERMINED TO BE DETERIORATION OF LAMINATED TAIL ROTOR BEARINGS. TAIL ROTOR WAS REMOVED AND REPLACED WITH A SERVICEABLE UNIT IN ACCORDANCE WITH MANUFACTURERS MAINTENANCE MANUAL. ALL REQUIRED INSPECTIONS CARRIED OUT AND AIRCRAFT WAS RETURNED TO SERVICE.

Part: PUMP — FAILED (HYD SYSTEM) · airframe 4,380 hrs · 8,052 cycles

HYD WARNING LIGHT ILLUMINATED ON FINAL APPROACH TO LANDING. AFTER LANDING, CONTROLS STIFFENED, CORRESPONDING TO A HYD SYS FAILURE. HYD PUMP WAS REPLACED IAW MFG MM. ACFT WAS RETURNED TO SERVICE.

Part: DIMMER — FAILED (INSTRUMENT LIGHT) · airframe 4,257 hrs · 7,680 cycles

HOT ELECTRICAL ODOR NOTICED IN CABIN AFTER DEPARTURE. ACFT RETURNED TO FIELD. INVESTIGATION REVEALED A FAILURE OF A LIGHT DIMMING/GRADUATING MODULE. COMPONENT WAS REPLACED IAW APPROVED DATA. ACFT WAS RETURNED TO SERVICE. THIS MODULE WAS ORIGINAL TO THE ACFT AT MFG.

Part: MOTOR — FAILED (EVAPORATOR FAN) · airframe 5,607 hrs · 16,071 cycles

ON APPROACH TO LANDING CREW NOTICED BURNING SMELL IN COCKPIT. INVESTIGATION AFTER LANDING DETERMINED THAT THE AIR CONDITIONING SYSTEM WAS NOT WORKING. FURTHER INVESTIGATION REVEALED THE FORWARD EVAPORATOR FAN MOTOR FAILED. SYSTEM WAS DEFERRED IN ACCORDANCE WITH THE APPROVED MEL. NO FURTHER DEFECTS WERE NOTED.

Part: SOLENOID VALVE — DEFECTIVE (CABIN PRESSURE) · airframe 6,045 hrs · 5,475 cycles

AIRCRAFT WOULD NOT PRESSURIZE AFTER TAKEOFF. PERFORMED AIRTURN BACK TO AIRPORT. MAINTENANCE REMOVED AND REPLACED THE CABIN PRESSURE SAFETY SOLENOID VALVE. AIRCRAFT SYSTEM TEST AND FLIGHT CHECK SATISFACTORY.

Part: BUSS BAR — SHORTED (C/B PANEL) · airframe 5,884 hrs · 5,324 cycles

PILOT REPORT OF SPARKS AND SMOKE FROM CO-PILOT'S CIRCUT BREAKER PANEL AND LOSS OF NR1 COMM, NR 1 NAV AND SATCOM. INSPECTED AND FOUND ADEL CLAMP LOCATED BEHIND CO-PILOT’S CIRCUIT BREAKER PANEL SHORTING AGAINST NR1 BUS BAR. REPOSITIONED ADEL CLAMP, REPLACED AVIONICS BUS NR 1 FEEDER LIMITER AND PERFORMED A CHECK OF NR 1 AND NR 2 COMS, NAVS, AND SATCOM SYS. ALL CHECKS SATISFACTORY.