OSF AVIATION LLC

Operated by OSF AVIATION LLC. (per NTSB report)

Operated by OSF AVIATION LLC (per NTSB report)

UNUSUAL NOISE FROM THE PASSENGER BLOWER MOTOR.

DURING TAKEOFF IT WAS NOTED AN UNUSUAL NOISE WAS HEARD IN THE CABIN OVERHEAD FOLLOWED BY AN ODOR. ABORTED TAKEOFF AND SHUT DOWN AIRCRAFT.

NR 1 GENERATOR DISCONNECT ON THE CAD. RESET ATTEMPTED AND STILL DISCONNECTED. PATIENT FLIGHT ABORTED DUE TO MEL RESTRICTION OF DAY VFR ONLY.

NR 1 GENERATOR DISCONNECT ON THE CAD. RESET ATTEMPTED AND STILL DISCONNECTED. PATIENT FLIGHT ABORTED DUE TO MEL RESTRICTION OF DAY VFR ONLY.

NR 1 GENERATOR DISCONNECT ON THE CAD. RESET ATTEMPTED AND STILL DISCONNECTED. PATIENT FLIGHT ABORTED DUE TO MEL RESTRICTION OF DAY VFR ONLY.

NR 1 GENERATOR DISCONNECT DISPLAYED ON THE CAD. RESET GENERATOR TO NO AVIAL. DUE TO MEL RESTRICTIONS OF DAY VFR ONLY FLIGHT WAS ABORTED.

#1 GENERATOR DISCONNECT LIGHT DISPLAYED ON CAD. CONFIRMED LOSS OF GENERATOR. RESET ATTEMPTS FAILED. ABORTED FLIGHT AS MEL ONLY ALLOWED DAY VFR AND COULD NOT COMPLETE THE PATIENT TRANSFER BEFORE SUNSET.

YAW ACTUATOR LIGHT ILLUMINATED ON AUTO PILOT TEST. INSPECTED, CLEANED, AND RESEATED THE YAW SEMA CANNON PLUG PROBLEM WENT AWAY.

DURING START UP PILOT REPORTED POSSIBLE OVER TEMP OF ENGINE. AFTER FURTHER INSPECTION FOUND A BAD TEMP PROBE.

PILOT REPORTED TR CHIP CT ON WARNING UNIT DURING STARTUP. FLIGHT WAS THEN ABORTED. MX FOUND A CHAFED WIRE ON THE TAIL SECTION THAT CAUSED CONTINUITY TEST TO FAIL. WIRE WAS REPAIRED AND AIRCRAFT WENT BACK IN SERVICE.

DURING START UP THE PILOT NOTED A HIGH RISE IN TEMP WHICH EXCEEDED ALLOWABLE TEMP FOR START. IMMEDIATELY SHUT THE ENGINE DOWN. CONTACTED MX. PER THE MX MANUAL NO TEMPS WERE EXCEEDED PER THE MX MANUAL ONLY THE "ALLOWABLE" LIMIT FOR PILOT START. FURTHER TROUBLESHOOTING FOUND A FAULTY TEMP PROBE WHICH WOULD HAVE CAUSED A HIGHER THAN NORMAL TEMP DURING THE START. CHANGED THE TEMP PROBE AND ENGINE STARTED NORMAL.

VARTOMS SYSTEM KICKED INTO MANUAL MODE AS ENGINES COULDN'T HOLD TORQUE MATCHING AT THE SPECIFIC POWER SETTING. SYSTEM WAS TROUBLESHOT AND FOUND TO BE WITHIN ALL PARAMETERS. NO DEFECTS NOTED DURING TEST FLIGHTS.

ENGINE WOULD NOT START. THE ENGINE WAS FLOODED WITH FUEL

PATIENT ONBOARD FOR DEPARTURE #2 ENGINE WOULD NOT START. FOUND A BAD TERMINAL BOARD AND BUS TIE RELAY.

DURING DECENT THE VARTOMS SYSTEM DISENGAGED. CAUSING THE NUMBER 1 ENGINE TORQUE TO DECREASE. THE PILOT WAS UNABLE TO GET THE TORQUES MATCHED MANUALLY. ABORTED THE LANDING AND PROCEEDED TO AN AIRPORT TO PERFORM A PRECAUTIONARY LANDING. AFTER EXTENSIVE TROUBLESHOOTING AND CONTACT WITH TECH SUPPORT, WE COULD NOT DUPLICATE THE ISSUE OR FIND ANY FAULTS WITH THE SYSTEM.

LOSS OF ALL MED CREW LIGHTING AND POWER RECEPTACLES

ON APPROACH PILOT OBSERVED CAUTION ON THE CAD FOR AP1 ACTUATOR WITH A P ON THE PFD. THIS WAS DURING EXTREME COLD TEMPERATURES. COULD NOT DUPLICATE.

ON APPROACH THE VARTOMS SYSTEM DISENGAGED AND TORQUE MATCHING HAD TO BE PERFORMED MANUALLY

COLLECTIVE FRICTION WAS TOO LIGHT ALLOWING COLLECTIVE TO FALL WHEN HANDS OFF CONTROLS. FOUND THE COLLECTIVE FRICTION KNOB FULLY LOOSENED AND NOT TIGHTENED TO INPUT COLLECTIVE FRICTION ON THE COLLECTIVE ALLOWING THE CONSTANT POWER TO BE MAINTAINED.

VIBRATION FELT IN A HOOVER. FOUND ROD END BEARING WORN ON MAIN ROTOR PITCH LINK.

PILOT PFD AND ND WENT BLANK WITH AHRS INDICATION. CLEANED CONNECTOR PLUG GOING INTO MODE SELECT PANEL COULD NOT DUPLICATE THE ISSUE.

MAST MOMENT WAS EXCEEDED IN A HOVER. LANDED THE AIRCRAFT WITH NO ISSUES. AFTER TROUBLESHOOTING FOUND THE STRAIN GAUGE IN THE MAST HAD DEBONDED CAUSING A FALSE INDICATION IN THE COCKPIT.

#2 ENGINE CHIP LIGHT AFTER START. BURNT CHIP AND IT CAME BACK. SHUTDOWN AND CALLED MX

DURING CRUISE #1 ENGINE WARNING. AFTER 2 ATTEMPTS TO BURN THE LIGHT REMAINED ON. POWER WAS REDUCED AND PLANNING FOR A PRECAUTIONARY LANDING BEGAN. THE ENGINE WAS THEN SHUT DOWN AND A RUN-ON LANDING WAS PERFORMED WITH NO FURTHER INCIDENT. AFTER INSPECTION THE ENGINE WAS DETERMINED UNAIRWORTHY AND WAS REMOVED AND REPLACED.

DURING CRUISE FLIGHT THE #1 ENGINE CHIP LIGHT ILLUMINATED. AFTER 2 ATTEMPTS TO BURN THE LIGHT REMAINED ON. THE ENGINE POWER WAS REDUCED AND PLANNING FOR PRECAUTIONARY LANDING BEGAN. THE ENGINE WAS THEN SHUT DOWN AND A RUN-ON LANDING WAS PERFORMED WITH NO FURTHER INCIDENTS. THE CHIP PLUG WAS INSPECTED REF MM AND TECH SUPPORT. PLUGS CLEANED AND GROUND RUNS WERE PERFORMED, THE AIRCRAFT WAS RETURNED TO SERVICE.

ENGINE OVER TEMP ON START. T4 CIRCUIT BOARD TT UNKNOWN

FUEL PRESSURE SENSOR FAILED

FALSE MAST MOMENT INDICATION

TRIPLE TACH WOULDN'T PASS SELF TEST ON START UP

1&2 NP AND ROTOR RPM INDICATOR (TRIPLE TAC) WAS INOP DURING THE START SEQUENCE.

RECEIVE T\R CHIP WARNING. ON SHORT FINAL TO LANDING SO NO TIME TO BURN. FOUND A SMALL SLIVER ON THE 90 DEGREE G\B. FOLLOWED MANUFACTURES RECOMMENDED PROCEDURES. NO FURTHER ISSUES

FLIGHT # 03766 - RIGHT AFTER LIFT OFF FROM GBG BASE APRON, ANALOG TRIPLE TACH GAVE ERRATIC INDICATIONS SHOWING #1 NEEDLE DROPPING TO 80-83 RANGE AND BOUNCING BACK UP TO MATCH ROTOR AND NUMBER 2. SIMULTANEOUSLY, VARTOMS DROPPED TO MANUAL MODE AND NG1 SPLIT TO HIGH SIDE, GIVING APPEARANCE OF TRYING TO DRAG THE NG2 UP. TURNED THE AIRCRAFT BACK TO THE APRON AND LANDED PROMPTLY WITHOUT FURTHER INCIDENT.

IN CRUISE FLIGHT #1 ENGINE OIL PRESSURE LIGHT CAME ON ENGINE OIL TEMP STARTED TO RISE FOLLOWED BY DEC4REASING ENGINE TORQUE INDICATION. PILOT SHUTDOWN #1 ENGINE AND PERFORMED A RUNNING LANDING AT KYVS. INVESTIGATION SHOWED LOSS OF OIL IN ENGINE RESERVOIR AND AND BURNT OI AT THE POWER TURBINE WHEEL AT THE BACK OF THE ENGINE. ENGINE WAS REPLACED AND THE SUSPECT ENGINE WILL BE SENT TO THE MANUFACTURER FOR FURTHER INVESTIGATION.

DURING FLIGHT, ACTUATOR CAUTION APPEARED ON CAD. PILOT DECIDED TO LAND AT BMI AIRPORT INSTEAD OF HIS DESTINATION AT HOSPITAL. COULD NOT DUPLICATE FAULT AFTER A POWER CYCLE.

AIRCRAFT WAS PULLED INTO A HOVER AND THE LOW ROTOR WARNING SOUNDED AND THE ROTOR RPM READ ZERO. AIRCRAFT LANDED AND FLIGHT WAS CANCELLED.

M/R GEARBOX CHIP LIGHT ILLUMINATED DURING HOVER. MECHANIC INSPECTED CHIP PLUGS AND FOUND NORMAL FUZZ PER MM. CLEANED CHIP PLUGS AND PERFORMED 10 MINUTE HOVER CHECK AND FOUND NO DEBRIS ON CHIP PLUGS. RETURNED AIRCRAFT TO SERVICE.

DURING CRUISE FLIGHT F PUMP AFT WARNING APPEARED ON THE CAD. ABORTED FLIGHT AND RETURNED TO BASE AT KPIA.

ENROUTE TO HOSPITAL, THERE WAS A BRIGHT FLASH IN COCKPIT AND A BURNED ELECTRICAL ODOR. AIRCRAFT TURNED BACK TO BASE AND CONTACTED FLIGHT COM. AFTER A FEW MOMENTS THE SMELL CEASED SO THEY CONTINUED BACK TO BASE. BOUT I MINUTE FROM LANDING ANOTHER FLASH APPEARED IN THE COCKPIT FROM THE OVERHEAD CIRCUIT BREAKER PANEL AND THEY LANDED AT THE AIRPORT AND CONTACTED MAINTENANCE. MAINTENANCE FOUND THE WIRING FOR THE CIRCUIT PANEL BACKLIGHTING WAS PINCHED BETWEEN THE PANEL AND THE AIRFRAME CAUSED BY WORK BEING DONE IN THAT AREA EARLIER THAT DAY. THE WIRING WAS REPAIRED AND REROUTED TO PREVENT THIS FROM HAPPENING AGAIN. THE AIRCRAFT WAS RETURNED TO SERVICE.

DURING STARTUP, THE NR 1 ENGINE TWIST GRIP LIGHT REMAINED ILLUMINATED. THE AIRCRAFT WAS SHUTDOWN AND MAINTENANCE WAS NOTIFIED. FOUND THE SWITCH WAS STICKING AND OUT OF ADJUSTMENT. THE SWITCH WAS CLEANED AND ADJUSTED AND THE AIRCRAFT WAS RETURNED TO SERVICE.

TAIL ROTOR GEARBOX CHIP LIGHT OCCURRED OVER AIRPORT, MADE PRECAUTIONARY LANDING. FINISHED PATIENT TRANSPORT BY GND AMBULANCE.

ON FINAL APPROACH, NR 1 GEN DISCONNECT APPEARED ON CAD. AFTER SEVERAL ATTEMPTS TO RESET GENERATOR, IT REMAINED OFFLINE. THE ACFT LANDED AND MAINTENACE WAS CONTACTED. A MECHANIC WENT TO ACFT AND DEFERRED THE DISCREPANCY AND THE ACFT WAS FLOWN TO THE MAIN MAINTENACE FACILITY. THE NEXT DAY A BROKEN WIRE WAS DISCOVERED AT THE NR 1 GENERATOR.

AS AIRCRAFT WAS PICKED UP INTO A HOVER CAD WARNING ACTUATOR APPEARED WITH THE ASSOCIATED Y ON THE PILOTS PRIMARY FLIGHT DISPLAY. AIRCRAFT WAS LANDED, SYSTEM WAS RESET AND PICKED UP INTO A HOVER WITH THE SAME RESULT. AIRCRAFT LANDED, FLIGHT DISCONTINUED AND MAINTENANCE WAS CALLED.

ON LEVEL OFF AND INTO CRUISE FLIGHT, MED CREW DETECTED A STRONG FUEL ODOR IN CABIN. ODOR THEN SPREAD TO COCKPIT. FLIGHT ABORTED AND RETURNED TO PAD. ACFT INSPECTED FOR FUEL LEAKS NONE FOUND. TOOK TWO ATTEMPTS TO START NR 2 ENGINE AND ODOR IS BELIEVED TO BE EXCESS FUEL FROM THE ABORTED FIRST START.

DURING APPROACH, TAIL ROTOR CHIP LIGHT ILLUMINATED, ATTEMPT TO BURN THE CHIP WAS UNSUCCESSFUL AND A LANDING WAS MADE. DUE TO METAL IN THE TAIL ROTOR GEARBOX THE UNIT WAS REPLACED.

BRIEFLY BEFORE ENTERING CRUISE FLIGHT, BOTH ENGINE CAD DISPLAYS SHOWED ENG PA DIS. ALSO ROTOR RPM DROPPED TO THE POINT OF WP LIGHT AND HORN. PILOT LOWERD POWER AND ATTEMPTED TO BEEP UP RPM. LOWERING POWER BROUGHT UP ROTOR RPM. AFTER CONSULTING CHECKLIST FOR WARNINGS, PILOT DECIDED TO ATTEMPT RUNWAY LANDING IN CASE THERE WAS NOT ENOUGH POWER TP HOVER. AT 5 FEET THERE THERE WAS SUFFICIENT POWER AND ROTOR RPM TO HOVER SO PILOT OPTED TO HOVER OVER TO HANGAR TO LAND. ACFT WAS TAKEN OUT OF SERVICE AND MAINTENANCE CONTACTED.

NR 1 ENGINE WAS LOW. TROUBLESHOT AND FOUND NR 1 OVERSPEED VALVE BYPASSING AIR. PART HAD BEEN INSTALLED FOR 115.4 HRS SINCE O/H.

GENERATOR WOULD NOT GO ON-LINE AFTER ENGINE START FOR RETURN FLIGHT BACK TO HOME BASE FROM HELIPAD AFTER PATIENT DROP-OFF.

COMPONENT HAS A HISTORY OF CAUSING ENG TO MOMENTARILY DECELERATE AS THROTTLE IS ADVANCED PAST THE IDLE STOP TO FLIGHT. DECELERATION CAN BE OVERCOME BY CONTINUING TO ADVANCE THROTTLE THROUGH THE DECELERATION. ONCE THROUGH DECELERATION A MAXIMUM OF ONLY 90 PERCENT OF MAIN ROTOR RPM COULD BE ACHIEVED. ALL ENGINE INDICATING INSTRUMENTS ARE WITH IN LIMITS AT FULL OPEN THROTTLE AS WELL AS AT IDLE ABOVE AND BELOW IDLE STOP.

2 BOLTS HOLDING THE BACK PUMP COVER ON, SHEARED AND ALLOWED ALL OF THE FLUID IN THE SYSTEM TO BE PUMPED OVERBOARD CAUSING A LOSS OF THE NR 1 HYD SYS. (K)

FWD TAIL ROTOR HANGER BEARING FAILED. SAFETY STRAP WAS THE ONLY THING HOLDING DRIVESHAFT IN PLACE. PILOT AND CREW NOTICED A MOMENTARY KNOCKING NOISE AFTER NR 1 ENGINE AT IDLE ONLY. CONTACTED BELL PRODUCT SUPPORT AND REPLACED HANGER BEARING ASSY. AFTER INSPECTION.