REACH AIR MEDICAL SERVICES, LLC.

Operated by REACH AIR MEDICAL SERVICES LLC (per NTSB report)

Operated by REACH AIR MEDICAL SERVICES LLC (per NTSB report)

Operated by REACH AIR MEDICAL SERVICES, LLC (per NTSB report)

DURING CRUISE FLIGHT LEFT ENGINE FIRE WARNING LIGHT ILLUMINATED, DETERMINED NO FIRE EXISTED, LANDED AIRCRAFT OAKLAND IAP. MAINTENANCE DETERMINED FIRE DETECTOR WAS MALFUNCTIONING REPLACED THE LOWER NR 1 ENGINE FIREWALL DETECTOR SYSTEM OPERATIONAL TESTS SATISFACTORY.

PILOT EXPERIENCED A NUMBER TWO FADEC FAILURE AND THE RESPECTIVE CAUTION LIGHTS ILLUMINATED, PILOT DETECTED A BURNING SMELL IN THE COCKPIT DIVERTED TO NUT TREE AIRPORT. TROUBLE SHOOTING REVEALED NR 2 FADEC TO BE THE SOURCE OF THE ODOR.

RETURNING TO BASE FROM SCENE CALL FIRE WARNING AUDIO GONG SOUNDED INTERMITTENTLY. REMOVED AND REPLACED FIRE WARNING UNIT PN L315M5007051 RMVD PL650 INSTALLED PL107, SYSTEM FUNCTIONAL CHECK SATISFACTORY. APPROXIMATELY SEVEN MINUTES AFTER DEPARTURE FIRE WARNING GONG INTERMITTENTLY ALERTED, ABORTED FLIGHT RETURNED TO BASE. PERFORMED INSULATION TEST FWD DETECTOR PN 3119366-01 AND AFT FIRE DETECTOR PN3119367-01, FWD DETECTOR FAILED TEST INSTALLED SERVICEABLE FWD DETECTOR PN 3119366-01 SYSTEM FUNCTIONAL CHECKS GOOD.

DURING FLIGHT LEFT ENGINE FIRE WARNING LIGHT ERRATICALLY FLASHES. ELECTED TO PRECAUTIONARY LAND BACK TO BASE. MAINTENACE DISCOVERED LOOSE FIRE DETECTION AMPLIFIER CONNECTOR BACKSHELL

DURING FINAL APPROACH TO BASE AN ELECTRICAL SMELL WAS DETECTED COMING FROM THE CENTER CONSOLE TDFM / SKY TRAC PANELS. DURING EVALUATION OF THE SYSTEMS IT WAS DISCOVERED THE CONNECTOR TO THE TDFM WAS THE SOURCE OF THE SMELL. FOUND CONNECTER WITH BROKEN MALE PIN IN THE FEMALE SOCKET. REPLACED CONNECTOR AND TRANSCIEVER.

ENROUTE BACK TO BASE FUEL ODOR DETECTED IN CABIN PERFORMED PRECAUTIONARY LANDING AT KEDU. PERFORMED INSPECTION OF FUEL SYSTEM AND ENGINE FUEL SYSTEMS, ACCOMPLISHED GROUND RUNS WITH NO LEAKS OR FUEL ODORS DETECTED. FUNCTIONAL CHECK FLIGHT WAS CONDUCTED NO FURTHER ODORS DETECTED. HELICOPTER HAS FLOWN 2.8 HOURS SINCE INITIAL EVENT WITHOUT FURTHER ISSUES.

DURING FLIGHT THE CREW SMELLED AN ELECTRICAL BURNING ODOR AND DIVERTED TO SAN MARTIN AIRPORT. PRIOR TO THIS FLIGHT THE AIRCRAFT HAD BEEN PARKED OUTSIDE IN HEAVY RAIN. THE AIRCRAFT WAS VISUALLY INSPECTED BY A COMPANY AMT FOR THE SOURCE OF THE ODOR, WITHOUT IDENTIFYING A DEFINITIVE SOURCE. THE AMT SUSPECTED THE HEATING SYSTEM TO BE THE CAUSE OF THE ODOR. THE AIRCRAFT WAS GROUND RUN AT IDLE AND FLIGHT WITH ALL SYSTEMS OPERATING AND NO ODORS WERE DETECTED. A CHECK FLIGHT WAS PERFORMED IN SIMILAR CONDITIONS TO THE PREVIOUS FLIGHT WITH NO MALFUNCTIONS, ALL SYSTEMS OPERATING CORRECTLY.

# 2 ENGINE FIRE WARNING LIGHT ILLUMINATED IN FLIGHT. REPLACED WIRE DETECTOR TERMINALS. PART NUMBER: M7928/1-50 FOUND BRITTLE AND BROKEN ON BOTH THE REDUCTION GEARBOX AND TURBO MACHINE FIRE DETECTORS. REPLACED #2 ENGINE REDUCTION GEARBOX FIRE DETECTOR PART NUMBER 3119366-01.

AFTER 20 MIN HOVER TO BURN FUEL, AIRCRAFT LANDED TO PICK UP REST OF CREW DURING FORWARD FLIGHT FUEL FUMES ODOR WAS DETECTED IN THE CABIN COCKPIT. AIRCRAFT RETURNED TO BASE.

TRIPLE TACHOMETER INDICATIONS LOST FOR # 1 , #2 ENGINES AND MAIN ROTOR TRANSMISSION

I TOOK A SEATBELT FROM STOCK THAT HAD BEEN RE-WEBBED BY A REPAIR STATION. IT HAD AN 8130-3. ANOTHER MECHANIC TRIED TO INSTALL IT BUT THE ATTACHING HARDWARE DIDN'T QUITE FIT. I THINK THE SHOP THAT REWEBBED THE BELT MIXED UP THE METAL FITTINGS BECAUSE THE FAULTY END LOOKS IDENTICAL TO, AND FUNCTIONS PERFECTLY AS THE PART THAT FITS THE INTO THE BUCKLE OF THE BELT. THE HOLE THAT SHOULD ACCEPT A BOLT AND BUSHING IS TOO SMALL SO THE BELT CAN'T BE CORRECTLY ATTACHED TO THE SEAT FRAME. IF SOMEONE DIDN'T KNOW BETTER, THEY MIGHT TRY TO ATTACH IT INCORRECTLY (THERE IS A SIMPLE WAY TO DO THAT). LUCKILY THE INSTALLING MECHANIC WAS AWARE AND SAID THE ISSUE IS PRETTY COMMON. I PERSONALLY HAVE NOT SEEN IT ALTHOUGH I'VE REPLACED SEVERAL SIMILAR BELTS.

CRUISE FLIGHT 1500' MSL MAIN TRANSMISSION OIL PRESSURE STARTED FLUCTUATING BETWEEN 1.1 & 2.8, MOMENTS LATER PRESSURE DROPPED TO ZERO, TRANSMISSION TEMPERATURE REMAINED NORMAL. ALL ENGINE INDICATIONS REMAINED NORMAL. MADE LANDING IN FIELD 6.5 NM SOUTHWEST OF KSKF

#2 ENGINE FADEC FAILED WHILE TRANSITIONING FROM A MAX POWER TAKEOFF, OUT OF GROUND EFFECT, TO FORWARD FLIGHT

AFTER TAKE-OFF PILOT AND CREW DETECTED FUEL SMELL IN CABIN COCKPIT AREA AIRCRAFT RETURNED TO BASE AND MAINTENANCE WAS NOTIFIED. MAINTENANCE FOUND A SMALL AMOUNT OF FUEL ON THE FUEL SUPPLY LINE (#2 ENGINE) AT THE ENGINE DECK. AMT DISCONNECTED THE LINE INSPECTED FITTINGS FOR SERVICEABILITY AND RECONNECTED THE HOSE TO THE DECK FITTING. A TEN MINUTE GROUND RUN LEAK CHECK WAS PERFORMED FOLLOWED BY A HOVER CHECK WITH NO FURTHER LEAKS DETECTED.

EXPERIENCED A NR 2 ENGINE IN-FLIGHT FLAMEOUT DURING A TRAINING FLIGHT, SUCCESSFULLY PERFORMED AN AIR RESTART OF ENGINE NR 2. A NORMAL APPROACH TO A LANDING WAS MADE. TROUBLESHOOTING INSPECTION REVEALED LOOSE FUEL NOZZLE.

ON SHORT FINAL STRONG ELECTRICAL BURNING SMELL WAS DETECTED IN COCKPIT AND CABIN AREA. COMPLETED LANDING AND SHUTDOWN AIRCRAFT. IT WAS NOTICED THE FIVE VOLT USB CHARGING SYSTEM WAS INOPERATIVE. MAINTENANCE TROUBLESHOT THE SYSTEM TO THE 24V -5V DC CONVERTER.

CREW DETECTED A STRONG ELECTRICAL BURNING SMELL DURING FLIGHT BACK TO BASE. NO SMOKE MADE A PRECAUTIONARY LANDING AT KCIC.

DURING INSTALLATION OF THE HELICAL LEVER THE BEARING PN 105-13142.03 BACKED OUT OF THE LEVER BORE HOLE. THE INSTALLATION REQUIRES THE BEARING TO BE FORCE PEENED. ON EXAMINATION OF THE BEARING IT APPEARS IT HAD NOT BEEN PEENED THERE ISN'T ANY EVIDENCE OF TOOL MARKS NOR IS THERE EVIDENCE OF THE OUTER RACE END FACE BEING BENT OVER. THE PART WAS REPAIRED BE HELICOPTER SERVICES OF UTAH REPAIR STATION NUMBER KBTR482F UNDER WO 5566. WE HAVE REMOVED ALL LEVERS(5EA)FROM THIS VENDOR FROM SERVICE AND STOCK AND PLACED IN QUARANTINE.

DURING FLIGHT, THE PILOT TURNED THE AIR CONDITIONING SYSTEM ON, AND CREW REPORTED AN ODOR OF FUEL IN THE COCKPIT, LANDED AT NEAREST AIRPORT 8 MINUTES LATER. DURING INSPECTION, FOUND FUEL SEEPING FROM THE FWD EQUIPMENT PLATE. TORQUE THE NUTS AND CORRECTED THE PROBLEM.

FIRE WARNING BELL, WITH NO WARNING LIGHT DURING FLIGHT. THE FIRE WARNING BELL SOUNDED MULTIPLE TIMES AT SEEMINGLY RANDOM INTERVALS AND DURATIONS THE BELL WAS NOT ASSOCIATED WITH A FIRE WARNING LIGHT, SO THE FLIGHT WAS ABORTED AND THE AIRCRAFT RETURNED TO BASE WITH NO FURTHER INCIDENT.

DURING TROUBLESHOOTING OF THE INOPERATIVE AIR CONDITIONING SYSTEM IT WAS DISCOVERED THE WIRES IN WERE DAMAGED IN THE CIRCUITS BETWEEN OVERHEAD PANEL 12VE, CP104 AND THE CIRCUIT BREAKERS IN ELECTRICAL PNL ASSY PN 540090-1. IT WAS NOTED UPON INITIAL TROUBLE SHOOTING NONE OF THE CIRCUIT BREAKERS WERE POPPED. ARCING WAS NOTED IN THE ELECTRICAL PANEL.

FUMES IN CABIN AREA APPROXIMATELY TWO MINUTES INTO THE CLIMB TO ALTITUDE, THE MEDICAL CREW REPORTED PROBLEMS WITH THE TECHNISONIC RADIO ON THE MED PEDESTAL. THE RADIO LIGHTS BLINKED, THEN THE RADIO WENT DEAD. THE POWER BUTTON WAS VERY HOT TO THE TOUCH. HEAVY SMELL OF ELECTRICAL WIRE BURNING NOTICED BY ALL IN AIRCRAFT. THE TECHNISONIC RADIO WENT INTERMITTENT, THEN QUIT WORKING.

WHILE PERFORMING SCHEDULED MAINTENANCE, CRACKS WERE FOUND IN THE SAS LONGITUDINAL CONTROL ROD. THE CRACKS EXTEND TO THE RIVET HOLES.

WITHIN 5 MINUTES OF DEPARTURE, RECEIVED NR 1 ENGINE FIRE WARNING. DECLARED EMERGENCY AND BEGAN APPROPRIATE CHECKLIST. DUE TO CLOSE PROXIMITY TO AIRPORT COMPLETED CHECKLIST THROUGH ENGINE SHUTDOWN. REQUESTED AND RECEIVED NEGATIVE INDICATION OF ANY SIGNS OF FIRE FROM TOWER WHILE ON FINAL. NO INDICATION OF FIRE ON POST FLIGHT INSPECTION.

WHILE PERFORMING 150H ENGINE INSPECTION, FOUND AIR SHROUD ON FUEL NOZZLE ASSY CRACKED. INSPECTION CRITERIA DID NOT MENTION INSPECTION OF AIR SHROUD, BUT INSPECTION OF PORTIONS OF NOZZLE.

AFTER PREFLIGHT PLANNING, ACFT DOCUMENT & AIRWORTHINESS INSPECTION & NORMAL STARTS, ACFT DEPARTED. AFTER UNEVENTFUL 1.6 HR FLIGHT, ACFT LANDED, TOOK ON 117 GALS JET A FROM FUEL TRUCK. AFTER APPROX 40 MINUTES, ANOTHER PREFLIGHT & UNEVENTFUL STARTS, DEPARTED PASSING THROUGH 7200 FEET. 3 LOUD POPS IN RAPID SUCCESSION & SIMULTANEOUS NR 1 ENG CHIP LIGHT EXPERIENCED BY PILOT. AS PILOT QUICKLY REDUCED POWER ON NR 1 ENG, THE ENG FAILED & ROLLED BACK. THERE WAS NO HIGH TEMP OF FIRE INDICATIONS. THE NEAREST AIRPORT WAS 6.6 MILES AND 4001 FT MSL, BUT REQUIRED CLIMBING OVER A RIDGELINE, PILOT DECIDED TO TURN BACK. POST ENG FAILURE TO UNEVENTFUL LANDING AT AIRPORT SEQUENCE TOOK APPROX 14 MINUTES.

SHORTLY AFTER TAKEOFF, PILOT TURNED ON CABIN HEATER AND ALMOST IMMEDIATELY, A FOUL ODOR WAS DETECTED BY ALL CREW MEMBERS, SMELLED LIKE SOMETHING BURNING. A HAZE OF WHAT APPEARED TO BE SMOKE WAS EXPERIENCED IN CABIN AREA. AN IMMEDIATE RETURN TO DEPARTURE INITIATED. EMERGENCY PROCEDURES INITIATED. HEATER WAS SECURED, ALL CABIN VENTS AND WINDOWS OPENED AND OXYGEN SYSTEM SECURED BOTH IN THE CABIN AREA AND IN THE COCKPIT WITH THE OXYGEN OVERRIDE SWITCH. ONCE THE HEATER WAS TURNED OFF, THE SMOKE & HAZE STARTED TO DISSIPATE. AN UNEVENTFUL LANDING WAS MADE. DURING INVESTIGATION, FOUND THAT DURING AN ENGINE WASH ON THE PRIOR DAY, CLEANING SOUTION MIGRATED INTO THE HEATING SYSTEM. ONCE THE HEATER WAS TURNED ON, THE SOLUTION CAUSED STEAM TO FILL THE CABIN. ONCE THE SYS WAS CLEARED, THE ACFT WAS RETURNED TO SERVICE.

FUEL TANK EQUIPMENT PLATE HAD INSERTS FOR FUEL BOOST PUMP AND FUEL QUANTITY PROBE COME OUT DURING REMOVAL. THIS IS THE THIRD OCCURENCE ON THIS ACFT. ONE OTHER EQUIPMENT PLATE WAS REPLACED AND ONE OF THE INSERTS WERE ABLE TO BE TIGHTENED.

WHILE ENROUTE, ACFT HAD A BIRD STRIKE AT THE MAIN ROTOR SYS CAUSING A VIBRATION. CREW MADE A PRECAUTIONARY LANDING AT THE NEAREST AIRPORT. AFTER SHUTDOWN, PILOT INSPECTED THE ACFT AND FOUND 1 OF THE MAIN ROTOR-BLADES DAMAGED AT THE TIP OF THE BLADE FROM THE TIP CAP BACK INTO THE BODY OF THE BLADE. THE AFFECTED BLADE AND THE OPPOSITE BLADE WERE REPLACED AND ACFT WAS RETURNED TO SERVICE.

DURING 60 MONTH INSPECTION, FOUND CORROSION ON THE RT AND LT TRANSMISSION MOUNTS AFT. ATTACHING SURFACE OF THE ROOF PANEL ASSY. REPAIRED IAW THE PSE FIELD REPAIR NR 13RL-045.

ACFT WAS DEPARTED. DURING LIFT OFF, NR 2 ENGINE EXPERIENCED A COMPRESSOR STALL ASSOCIATED WITH UNUSUAL NOISES. LANDED WITHOUT INCIDENT. GROUND OBSERVERS REPORTED SEEING SEVERAL THREE FOOT FLAMES COMING FROM NR 2 ENGINE EXHAUST ACCOMPANIED BY SOUNDS LIKE A CAR BACKFIRING. ON INSPECTION, NR 2 ENGINE COMPRESSOR BLADES FOUND TO HAVE SIGNIFICANT FOD DAMAGE AND A SMALL SCREW WAS FOUND IN THE OTBD REAR CORNER OF THE INLET RECESS. ENGINE HAD BEEN REPLACED DUE TO AN OIL LEAK EARILIER.

PASSING THROUGH 8000FT MSL, THE AUTOPILOT SYS WENT INTO AN UNCOMMANDED NOSE PITCH OVER RAPID DESCENT. PILOT TRIED THE AUTOPILOT DISCONNECT SWITCH WHILE TRYING TO ARREST THE DESCENT WITH THE ELEVATOR BACK PRESSURE. SWITCH DID NOT DISENGAGE THE AUTOPILOT. TRIED THE SWITCH AGAIN, BUT IT DID NOT DISCONNECT. PILOT TRIED THE GO-AROUND SWITCH AND DISABLED THE ELECTRIC TRIM, AGAIN TO NO AVAIL. WENT TOT, AUTOPILOT ON/OFF SWITCH ON THE AUTOPILOT CONTROLLER HEAD AND SELECTED OFF POSITION, AGAIN IT FAILED TO DISCONNECT THE AUTOPILOT. PILOT REDUCED ENGINE POWER. PULLED THE AUTOPILOT CIRCUIT BREAKER, WHICH RELEIVED THE YOKE PRESSURE. PILOT THEN BEGAN TO PULL OUT OF THE DIVE AT ABOUT 2000FT MSL. DID NOT DECLARE EMERGENCY AND LANDED WITHOUT ANY FURTHER INCIDENT.

DURING A 300 HR INSPECTION OF THE VERTICAL FIN REAR SPAR, FOUND A 1" IN LENGTH CRACK AT STATION 9704.8.

DURING AMT TROUBLESHOOTING OF THE NR 1 ENGINE ALTERNATOR INTERMITTENT, DISCOVERED CRANKCASE STUDS BROKEN, UNRELATED TO THE ALTERNATOR ISSUE, INITIATED THE DISASSEMBLY AND REMOVED CYLINDER, ALL NON-DESTRUCTIVE TESTING CHECKS OK, REPLACING THE STUDS, ALSO REPLACING BROKEN TERMINAL AT THE ALTERNATOR TO FIX THE ALTERNATOR ISSUE.

FOUND A CRACK AT THE FWD LUG OF THE TRANSMISSION TOP CASE. THIS CRACK IS ON ONE OF THE FOUR TRANSMISSION LUGS. ACFT HAS BEEN REMOVED FROM SERVICE. OPEN.

TRANSMISSION CHIP DETECTOR LIGHT ILLUMINATED IN-FLIGHT, ELECTED TO LAND AT A SITE OTHER THAN THE DESTINATION. FOLLOWING THE AMM AND ANALYSIS OF THE CHIPS ON THE CHIP DETECTOR AND THE TRANSMISSION FILTER, ACFT WAS FLOWN FOR FLUSHING OF THE TRANSMISSION AND RETURNING THE ACFT TO SERVICE.

THE FOLD DOWN PELICAN RACK AT THE REAR OF THE ACFT ABOVE THE LOADING TUNNEL WAS INSPECTED FOR THE SOURCE OF SMOKE IN THE COCKPIT. INITIALLY THE CENTRAL PILOTS DISPLAY SYS BOX FANS (2 EA) WERE SUSPECTED OF FAILURE. ONCE THE FAN UNIT WAS REPLACED AND SHIP BATTERY POWER WAS TURNED ON, THE MEDICAL EQUIPMENT AIR PUMP/COMPRESSOR MOUNTED ON THE SAME PELICAN RACK EMITTED SPARKS AND SMOKE. MECHANIC BELIEVES THE PUMP ARMATURE MAY HAVE A DEAD SPOT BECAUSE THE UNIT OPERATED NORMALLY DURING TROUBLESHOOTING OF THE ODOR. A REPLACEMENT AIR PUMP IS ON ORDER.

AFTER TURNING ON THE MASTER BATTERY SWITCH AS WELL AS THE ACFT FADEC (2) SWITCHES, NURSE SITTING IN THE CO-PILOTS SEAT POSITION BEGAN TO SMELL AN ODOR SIMILAR TO AN ELECTRICAL BURN. CREW ALSO SMELLED THE ODOR. DUTY CREW SAW A FAINT GLOW INSIDE THE CENTRAL INSTRUMENT PANEL. IMMEDIATELY TURNED OFF FADEC SWITCHES AND MASTER BATTERY SWITCH, GLOW AND ODOR SUBSIDED. COMPASS LIGHT RESISTOR WAS FOUND BURNED OUT BEHIND THE RT PEDESTAL POWER DISTRIBUTION BOARD. REPLACEMENT RESISTOR INSTALLED, MX RUNS AND VISUAL CHECKS WERE PERFORMED, AND ACFT RETURNED TO SERVICE.

DURING LANDING ROLL-OUT AND AFTER UTILIZING BETA OR DISCING TO SLOW THE ACFT DOWN TO TAXI SPEEDS, I SWITCHED TO WHEEL BRAKING AND THERE WAS NO PRESSURE ON THE LT SIDE. GROUND CONTROL WAS ABLE TO CLEAR ME TO THE SIGNATURE RAMP AREA WITHOUT REQUIRING A FULL-STOP AFTER CLEARING THE RUNWAY, SO I KEPT THE ACFT MOVING TOWARDS THE RAMP. PRIOR TO ENTERING THE RAMP AREA, UTILIZED THE ACFT PARKING BRAKE WITH A LITTLE REVERSE TO STOP THE ACFT. THEN PROCEEDED FWD ABOUT 100 FT INTO THE RAMP AREA TO CLEAR THE REMAINING TAXI AREA AND ACCESS ROAD AND STOPPED THE ACFT IN THE MIDDLE OF THE RAMP AND SHUTDOWN. WOULD BE UNABLE TO PARK THE ACFT AS THE MARSHALLER DESIRED DUE TO THE BRAKING ISSUE. AFTER SHUTDOWN, I SPOKE WITH THE MARSHALLER TO EXPLAIN WHY I COULDN'T COMPLY WITH HIS DIRECTIONS AND INFORMED HIM THAT WE WOULD NEED TO TOW THE ACFT INTO A PARKING POSITION AFTER OUR PATIENT WAS ON THE WAY TO THE HOSPITAL.

AFTER INITIAL CLIMB-OUT AND LEVEL OFF AT 1500 FT AGL THE ACFT DISPLAYED A "MASTER CAUTION", LIGHT WITH ASSOCIATED "XMSN CHIPS". ALL OTHER TRANSMISSION INDICATIONS WERE NORMAL. THE LIGHT WAS ON SOLID AND THE "CHIP ZAPPER" WAS APPLIED. THE CHIP LIGHT EXTINGUISHED AND THE FLIGHT CONTINUED. ACTT WAS NOTED FOR THE 50 HOUR CLOCK. APPROX 3 MINUTES LATER THE MASTER CAUTION AND XMSN CHIPS AGAIN ILLUMINATED. THE ACFT RFM SUPPLEMENT FOR THE CHIP ZAPPER DOES NOT ALLOW FOR A SECOND ACTIVATION DURING THE FIRST 30 MINUTES AFTER THE INITIAL ACTIVATION. THE ACFT WAS LANDED WITHOUT INCIDENT. MECHANIC RESPONDED TO THE ACFT, CLEANED AND INSPECTED THE MAIN ROTOR TRANSMISSION CHIP DETECTORS, AND RETURNED THE ACFT TO SERVICE.

PILOT REPORTED "ROTOR BRAKE CHATTER DURING USE". MECHANIC FOUND ROTOR BRAKE DISK HAD (2) CRACKS, ONE 1.1250" LONG, ONE 1 14" LONG, LOCATED ROUGHLY 180 DEGREES APART, BOTH CRACKS EMANATING OUTWARD TO THE EDGE OF THE DISK. INSTALLED NEW BRAKE ROTOR DISK. FAILED COMPONENT SENT FOR ANALYSIS.

DURING AD 2005-04-09A VISUAL INSP COMPLIANCE, FOUND APPROX .2500 INCH ONE LEG BY .7500 INCH SECOND LEG CRACK IN THE DESIGNATED INSP AREA OF THE TARGET TAIL ROTOR BLADE.

SHORTLY AFTER TAKEOFF, EXPERIENCED AN ENGINE FIRE WARNING BELL WITH NO CAUTION LIGHT, WARNING LIGHT OR OTHER SECONDARY INDICATIONS. MADE THE DECISION TO ABORT FLIGHT AND PERFORM A PRECAUTIONARY LANDING BACK AT DEPARTURE. LANDED WITHOUT INCIDENT. NO INDICATION OF ACTUAL FIRE. SUSPECT FAULTY FIRE DETECTION SYS. TROUBLESHOOTING INDICATED A FAULTY TEST ON THE NR 2 SYS. FIRE WARNING LIGHT WOULD ILLUMINATE BUT THE AUDIO WAS ABSENT. REPLACED FAULTY INBD RT ENGINE COMPARTMENT FIRE DETECTOR.

ON 01/09/10 AT APPROX 0023 HOURS, WAS NOTIFIED OF A RETURNED BACK TO DEPARTURE FOR A PRECAUTIONARY LANDING DUE TO A WARNING LIGHT ACTIVATION INDICATING A FIRE ON-BOARD. ACCORDING TO REACH 7 PILOT, THERE WAS NO EVIDENCE OF A FIRE. REACH 7 DEPARTED AT APPROX 0017 AND ARRIVED BACK AT APPROX 0018. IMMEDIATELY NOTIFIED MAOC, AS WELL AS BASE MECHANIC. AT APPROX 0029 HOURS, AOC AND CCM WERE NOTIFIED OF THE PRECAUTIONARY LANDING. NO OTHER RESOURCES WERE USED OR NEEDED. THE REPORTING MECHANIC INSTALLED A NEW FIRE LOOP OVERHEAT PROTECTOR, PN 3001-38- 4501/170C-3.6M, SN 92945, IAW MM, CHAPTER 26-10-00. THE MECHANIC REPOSITIONED THE FIRE LOOP IAW MM, ENTERED THE C/A IN THE ACFT ENGINEERING REPORT, AND RETURNED THE ACFT TO SERVICE.

ON 12/31/09 AT APPROX 0206 HOURS, THE ACFT WAS RETURNING BACK TO BASE FROM DROPPING A PATIENT OFF, WHEN IT WAS NOTICED THEY HAD LANDED AT THE REACH 3 BASE. AT APPROX 0209 HOURS, FLIGHT GUARD RECEIVED A CALL FROM THE PILOT ON THE ACFT'S SATELLITE PHONE ADVISING THEY WERE EN-ROUTE BACK TO BASE AND HAD EXPERIENCED A NR1 ENG FIRE LIGHT, AND DIVERTED. THE PILOT CLEARLY STATED THERE WAS NO ENGINE FIRE, ONLY AN INDICATOR LIGHT. THE ADMINISTRATOR ON CALL, COMMUNICATIONS CTR MANAGER, AND BASE MECHANIC WERE ALL NOTIFIED IMMEDIATELY. MX REPORT: THE REPORTING MECHANIC FOUND THE NR1 ENG GROUND LOOP CONTACTING THE ENG FIREWALL IN THE VICINITY OF THE ENG COMPRESSOR BLEED VALVE HOT AIR EXHAUST. THE FIRE LOOP IS CONSTRUCTED OF A THIN MALLEABLE METAL TUBE THAT IS BENT INTO PLACE BY THE INSTALLER. THE MECHANIC REPOSITIONED THE FIRE LOOP IAW THE MM, ENTERED THE CA IN THE ACFT ENGINEERING REPORT, AND RETURNED THE ACFT TO SERVICE.

DURING PART 91 FLIGHT, IN CRUISE, ACFT EXPERIENCED LOSS OF NR1 HYD SYS OIL PRESSURE. PILOT DECLARED AN EMERGENCY, FOLLOWED MFG EMERGENCY PROCEDURES AND CONTINUED TO LAND AT THE REACH 3 BASE. MECHANIC FOUND NR1 HYD PUMP PRESSURE AND TANK RETURN/BYPASS STEEL BRAIDED FLEXIBLE FLUID CARRYING LINES HAD ABRADED EACH OTHER, CAUSING A HYD FLUID LEAK. BOTH SUSPECT HOSE ASSEMBLIES WERE REPLACED, AND THE ACFT WAS RETURNED TO SERVICE.

ON THURSDAY 07/30/09 AT APPROX 0730 HRS TOOK OFF FOR AN INTER FACILITY TRANSFER. LANDED WITHOUT INCIDENT. TOOK OFF FOR RETURN AT APPROX 0822 HRS. CLIMB TO 8000 FT WENT FAIRLY SMOOTH AND WITHOUT INCIDENT. STARTED TO LEVEL OFF, HELICOPTER BEGAN TO SHAKE LATERALLY. WOULD CLASSIFY INTENSITY AS MODERATE. FLIGHT MEDIC, IMMEDIATELY VOICED CONCERN ABOUT LEVEL OF LATERAL VIBRATION. CONTINUED FOR A SHORT TIME TO SEE IF VIBRATION WOULD SMOOTH OUT AT ALTITUDE, BUT IT DIDN’T. BOTH CREW MEMBERS WERE FEELING THE VIBRATION AT THIS POINT AND WERE VERY CONCERNED. DIDN’T NOTICE ANYTHING UNUSUAL IN REGARDS TO THE N2 OR NR WAS HOLDING AROUND 100KTS AND 8000 FT. THERE WERE NO WARNINGS ON THE CAD. EVERYTHING APPEARED NORMAL TO ME EXCEPT THE LATERAL VIBRATION WE WERE EXPERIENCING. MADE DECISION TO MAKE A PRECAUTIONARY LANDING BACK AT DEPARTURE. TURNED LT AND DESCENDED WITH REDUCED POWER. TORQUE WAS AROUND 30 PERCENT AND KEPT THE AIRSPEED AROUND 110-120KTS. VIBRATION WAS SIGNIFICANTLY REDUCED AT THIS POINT. AS MADE TURN TO FINAL ACFT SEEMED TO PERFORM NORMALLY UNTIL LEVELED OFF AT AROUND 50 FT. AIR TAXIED BACK TO PAD AT APPROX 25 KNOTS AT 50 FT AND SOME OF THE VIBRATION RETURNED ALTHOUGH IT WAS MINOR. LANDED WITHOUT ANY FURTHER INCIDENT. NOTIFIED BASE MECHANIC, AND AAOC. MX REPORT: FURTHER INVESTIGATION OF ACTUAL CAUSE OF VIBRATION WAS FAILURE OF THE LT FWD Z-ARIS VIBRATION ISOLATOR. MX FOUND THE UNIT LEAKING HYD FLUID. REMOVED (PN L633M2010108, SN 2P8255), AND INSTALLED SAME (PN, S/N 194801/026). INSPECTED BY MFG.

THE EMS FLIGHT WAS ENROUTE WITH PATIENT ON BOARD, CREW HEARD LOUD BAND SOUND OUTSIDE OF AIRCRAFT, NO INSTRUMENTATION WARNINGS, PILOT ELECTED PRECAUTIONARY LANDING A CLOSEST AIRPORT. EMS FLIGHT CONTINUED WITH ANOTHER AIRCRAFT, BASE MECHANIC RESPONDED, FOUND EVIDENCE OF SMALL BIRD STRIKE NEAR MAIN ROTOR HEAD ASSEMBLY AND UPPER COWL. MECHANIC PERFORMED INSPECTION AND OPERATIONAL CHECKS OF SYSTEM, AIRCRAFT WAS RETURNED TO SERVICE.

THE EMS FLIGHT WAS EN ROUTE TO HOME BASE IN REDDING, CALIFORNIA, AFTER A CANCELLED SCENE CALL 20 MILES TO THE NORTHEAST. THE PILOT NOTICED THE ILLUMINATION OF THE NR 2 TRANSMISSION OIL PRESSURE CAUTION LIGHT IN THE COCKPIT. THERE WERE NO SECONDARY INDICATIONS OF A MALFUNCTION, NOR DOES THIS AIRCRAFT TYPE HAVE A TRANSMISSION OIL PRESSURE GAUGE. AFTER THE ENTIRE CREW CAREFULLY REVIEWED AND DISCUSSED THE EMERGENCY PROCEDURE, PROCEEDED WITH SHUTTING DOWN THE NUMBER TWO ENGINE. CONTINUED ON EXISTING ROUTE OF FLIGHT TO THE NEAREST AIRPORT, ANTICIPATING A RUN ON LANDING. AFTER DECLARING AN EMERGENCY WITH REDDING MUNICIPAL TOWER AND INFORMING COMPANY DISPATCH SERVICE, THE CREW LANDED UNEVENTFULLY ON A PARALLEL TAX

WHILE IN FOR A SCHEDULED INSPECTION, OUR TWIN ENGINE HELICOPTER EXPERIENCED A LOW POWER ENGINE PLOT ON NR 1 ENGINE. AN INTERESTING SIDE NOTE WAS THAT WITH BOTH ENGINES RUNNING, NORMAL TEMPERATURES APPEARED ON BOTH ENGINES AND NO POWER DEGRADATION WAS NOTED ON THE NR 1 ENGINE. A POWER RECOVERY GAS PATH WASH WAS PERFORMED IAW THEMFG MM GUIDELINES, AND AN INSPECTION WAS PERFORMED IAW THE STANDARD TROUBLESHOOTING GUIDELINES FOR LOW POWER. AFTER A SECOND POWER PLOT CAME IN LOW, IT WAS DECIDED TO REPLACE THE ENGINE WITH AN ENGINE THAT HAD A KNOWN TEST CELL VALUE OF A +10. INSTALLED ON THE AIRCRAFT, THIS ENGINE COULD ONLY PRODUCE A –8. FINALLY, CAPPING OFF THE CUSTOMER BLEED AIR PORTS RESULTED IN A NORMAL POWER CH