METRO AVIATION, INC

Operated by Metro Aviation (per NTSB report)

Operated by Metro Aviation INC (per NTSB report)

Operated by Metro Aviation, Inc. (per NTSB report)

Operated by Metro Aviation Inc. (per NTSB report)

Operated by METRO AVIATION INC (per NTSB report)

Operated by METRO AVIATION INC (per NTSB report)

Operated by METRO AVIATION INC (per NTSB report)

Operated by Metro Aviation, Inc. (per NTSB report)

FRAME 5 CRACK FOUND WHILE CONDUCTING A 1000H SCHEDULED INSPECTION. REPAIRED WITH APPROVED DATA FROM THE AIRCRAFT MANUFACTURER.

SHORTLY AFTER TAKEOFF, THE FLIGHT CREW DETECTED AN UNUSUAL ODOR IN THE AIRCRAFT. THE SMELL DID NOT APPEAR TO ORIGINATE FROM ANY SPECIFIC LOCATION AND WAS ALSO CONFIRMED BY THE CABIN CREW. ONE PILOT DESCRIBED THE ODOR AS POSSIBLY “BURNING,” THOUGH NOT ELECTRICAL IN NATURE, WHILE THE OTHER DESCRIBED IT AS “WOODY.” NO SMOKE WAS OBSERVED AT ANY TIME. THE FLIGHT LASTED LESS THAN 15 MINUTES AND REACHED AN ALTITUDE OF 12,000 FEET BEFORE RETURNING TO LAND. THE INTENSITY OF THE ODOR DID NOT INCREASE AFTER IT WAS FIRST NOTICED. NO ISSUES WERE IDENTIFIED, AND NO ODOR WAS DETECTED. MAINTENANCE PERSONNEL PERFORMED ENGINE RUNS, OPERATED ALL AIRCRAFT SYSTEMS, AND CARRIED OUT THOROUGH INSPECTIONS FOR ANY SIGNS OF ODOR OR ABNORMALITIES. NONE WERE FOUND. BLEED AIR SYSTEMS WERE OPERATING NORMALLY, WITH AIRFLOW THROUGH THE AIR CYCLE MACHINE (ACM) INTO THE CABIN. AFTER COMPLETING ALL GROUND INSPECTIONS, AN OPERATIONAL CHECK FLIGHT WAS CONDUCTED WITH THE SAME FLIGHT CREW AND A TECHNICIAN ONBOARD. THE AIRCRAFT WAS FLOWN FOR OVER 30 MINUTES AND CLIMBED TO 20,000 FEET. AT NO POINT DURING THE FLIGHT WAS ANY UNUSUAL ODOR OR SMOKE DETECTED. UPON COMPLETION OF THE CHECK FLIGHT, THE TECHNICIAN CONDUCTED A FINAL INSPECTION OF THE CABIN, TAIL BAGGAGE COMPARTMENT, AND EQUIPMENT AREAS. NO EVIDENCE OF SMOKE, ODOR, OR SYSTEM MALFUNCTION WAS FOUND.

ELECTRICAL FUMES SMELT DURING CRUISE FLIGHT. AIRCRAFT RETURNED TO BASE WITHOUT INCIDENT. AFTER TROUBLESHOOTING WAS COMPLETED IT WAS DISCOVERED THAT THE SEARCHLIGHT OVERHEATED AND STARTED TO MELT THE PLASTIC COVER. THE SYSTEM WAS DEACTIVATED AND DEFERRED.

CREW REPORTED A SMOKE LIKE SMELL IN THE AFT CABIN. MOTOR HAS BEEN REPLACED AND AC SYSTEM HAS BEEN DEODORIZED AND CLEANED BY USE OF OZONE.

CRACK WAS DISCOVERED ON FRAME 4 SPLICE, FWD RH ARIS MOUNT AREA DURING 12 MONTH INSPECTION.

CRACK FOUND ON LOWER FUSELAGE BRACKET, STATION 2597.

SEVENTEEN MINUTES INTO THE FLIGHT, A FADEC FAIL 2 CAUTION ILLUMINATED. AT THAT TIME, THE #2 ENGINE TORQUE DECREASED FROM 58.8 TO 6.9, THEN INCREASED TO 19.9 WITHIN THREE SECONDS. THE #2 ENGINE TORQUE REMAINED AT 19.9 FOR THE REMAINDER OF THE FLIGHT. THE PILOT INITIATED A RETURN TO THE AIRPORT AT THAT POINT, RESULTING IN AN 18-MINUTE RETURN LEG. THIRTEEN MINUTES INTO THE RETURN, A FADEC MINOR EVENT WAS RECORDED. THE PILOT COMPLETED A RUN-ON LANDING. ALL PARAMETERS REMAINED WITHIN LIMITS DURING THE FLIGHT IN REFERENCE WITH THE EC135 FLIGHT MANUAL, SECTION 2.12 – ENGINE AND TRANSMISSION POWER LIMITS.

CRACK IN THE ENGINE DECK ANGLE AT STATION 5086.

INSTRUMENT PANEL STIFFENER CRACKED

MULTIPLE CRACKS FOUND ON THE 6135 FRAME OF THE TAIL BOOM.

CREW WITNESSED SMOKE IN THE AFT CABIN FROM THE BLOWER MOTOR INTAKE. MECHANIC REMOVED CARGO COMPARTMENT UPPER ACCESS PANEL AND INSPECTED WIRES CONNECTING BOARD PANEL AND AFT BLOWER MOTOR. RAN BLOWER MOTOR ON BATTERY POWER AND NOTICED FAINT ELECTRICAL SMELL. RAN AIRCRAFT AND TURNED BLOWER MOTOR HEATER AND INVERTER IN ORDER. NOTICED INTERMITTENT SMELL FROM BLOWER MOTOR. SUSPECTED FAILURE OF AFT BLOWER MOTOR.

DURING NORMAL APPROACH THE PILOT SELECTED GEAR DOWN, THE HYDRAULIC POWER PACK FAILED TO ENERGIZE RESULTING IN THE LANDING GEAR FAILING TO EXTEND. THE PILOT MANUALLY EXTENDED THE LANDING GEAR AND LANDED THE AIRCRAFT NORMALLY RESULTING IN NO DAMAGE. THE SYSTEM WAS TROUBLESHOT TO A DEFECTIVE HYDRAULIC RELAY P.N. 9740926112.

PRIMARY FLIGHT DISPLAY HAD INTERNAL FAILURE RESULTING IN SMOKE COMING FROM SD CARD SLOTS. AIRCRAFT LANDED WITH NO OTHER FAULTS.

NOSE RIB 1S FOUND CRACKED ON VERTICAL SECTION OF THE TAIL BOOM.

THE NUMBER #1 ENGINE SPINNER P.N. 122358 BREAKING AND SEPARATING IN FLIGHT RESULTING WITH ENGINE INGESTING THE BROKEN PIECES AND RESULTING WITH A HOLE IN THE AIR INLET COWLING P.N. 6352129-9.

DURING WALK AROUND BEFORE A FLIGHT THE PILOT NOTED THAT THE CREST COWLING HAD OPENED DURING SOME POINT AND STRUCK THE MR BLADES. PILOT REPORTED DAMAGE TO THE CREST COWLING DOOR ON THE #1 SIDE. TECHNICIAN ARRIVED AT THE ACFT. INSPECTED BLADES FOR DAMAGE IAW THE CURRENT EC145 AMM 62-10-00,6-1. PAINT DAMAGE WAS NOTED IN ZONE A ALONG WITH DAMAGE TO THE TAPE. REPAIRED THE PAINT DAMAGE IN REFERENCE WITH THE CURRENT EC-145 AMM 62-10-00,8-1. REMOVED THE DAMAGE TAPE AND REPLACED IT IAW THE CURRENT EC-145 AMM 62-10-00,8-4. INSTALLED INSPECTED SERVICEABLE CREST COWLING IAW THE CURRENT EC-145 AMM 71-11-00,4-1.

UPON INITIAL DEPARTURE FROM BASE PIC REPORTED THAT THE MEDICAL CREW NOTED STRONG SMELL OF FUEL IN THE CABIN. FLIGHT WAS ABORTED AND RETURNED TO BASE. RESPONDING TECHNICIAN PERFORMED A DETAILED OF THE FUEL CAP, FUEL PLATES, FUEL SYSTEM, AND ENGINE COMPARTMENTS. NO DEFECTS NOTED. FUEL SMELL WAS NOT PRESENT AT THE TIME OF HIS INSPECTION. AIRCRAFT WAS GROUND RUN WITH NO DEFECTS NOTED. ADDITIONALLY AN OPERATIONAL CHECK FLIGHT WAS PERFORMED WITH NO DEFECTS NOTED. AIRCRAFT WAS RETURNED TO SERVICE.

THE #2 ENGINE FADEC/EEC FAILURE ILLUMINATED IN CRUISE FLIGHT ON THE CAUTION AND ADVISORY DISPLAY PANEL THAT RESULTED IN AN EMERGENCY RUN ON LANDING.

DURING TAKEOFF THE LANDING GEAR WAS SELECTED UP. THE LANDING GEAR UNLOCKED FROM THE DOWN AN LOCKED POSITION ONLY AND DID NOT RETRACT. THE EMERGENCY GEAR EXTENSION PROCEDURE WAS INITIATED TO ENSURE MAIN AND NOSE LANDING GEAR WERE DOWN AND LOCKED BEFORE A SUCCESSFUL LANDING WITHOUT INCIDENT.

PLAY WAS NOTICED IN TAIL ROTOR SYSTEM DURING A PREFLIGHT INSPECTION. INSPECTION OF SYSTEM FOUND A CRACK IN THE ARM OF THE ACTUATOR AND THE CARDIN JOINT BOLT WORN. AN AD AND ASB HAVE BEEN PREVIOUS COMPLIED WITH NO REOCCURRING INSPECTIONS REQUIRED DUE TO THE FINDINGS. THE AIRCRAFT MANUFACTURE HAS BEEN ALERTED TO THE FINDINGS.

MULTIPLE CRACKS/RIVETS FOUND IN TAIL BOOM. CRACK ON THE OMEGA THAT GOES UNDER THE 10L CRACKS AT FASTENERS ON BOTH SIDES L/H WEDGE RIVETS MAKING A GOOD BIT OF MUD AT MULTIPLE SEAMS & RIVETS.

PIC ADVISED THAT WHILE ENROUTE TO SENDING FACILITY, HE RAN INTO AN ISSUE WITH FLIGHT CONTROLS. HE ADVISED HE HAD NO AUTHORITY IN THE RIGHT CYCLIC AND STARTED TO VEER OFF COURSE, EVEN WITH AUTOPILOT ENGAGED. HE THEN MADE THE DECISION TO RETURN TO BASE. AIRCRAFT AND CREW LANDED SAFELY AT THE BASE AND CONTACTED MAINTENANCE. LOGBOOK DISCREPANCY READS: "DURING STRAIGHT AND LEVEL FLIGHT WITH SAS ENGAGED, COULD NOT MAINTAIN HEADING AND HAD NO RIGHT CYCLIC AUTHORITY. CORRECTIVE ACTION READS: INSPECTED CYCLIC CONTROL LINKAGE, REFERRING TO BELL 407 MM DMC-407-A-67-12-09-00A-280A-A. NO DEFECTS NOTED. APPLIED EXTERNAL HYDRAULIC POWER. MOVED CYCLIC AND COLLECTIVE THROUGH FULL RANGE OF MOTION MULTIPLE TIMES. NO DEFECTS NOTED. REINSTALLED HYDRO (HYDRAULIC) PUMP REFERRING TO CURRENT DMC-407-A-29-10-00-01A-720A-A. GROUND MOC C/W. NO DEFECTS NOTED. I CERTIFY THAT THIS AC (AIRCRAFT) HAS BEEN INSPECTED AND PER THE REF (REFERENCE) ABOVE AND IS RELEASED FOR OPERATIONAL CHECK FLIGHT." AN OPERATIONAL CHECK FLIGHT WAS PERFORMED AND NO DEFECTS WERE FOUND IN THE PERFORMANCE OF THE AIRCRAFT. CORRECTIVE ACTION FROM THE LOGBOOK FOR THE FUNCTIONAL CHECK FLIGHT: "OPERATIONAL CHECK FLIGHT C/W. A/C (AIRCRAFT) MAINTAINED HEADING AND HAD FULL CYCLIC AUTHORITY IN ALL DIRECTIONS." THE AIRCRAFT WAS RETURNED TO FULL REVENUE SERVICE.

PILOT AND MEDICAL STAFF REPORTED A LOUD SOUND AND SUBSEQUENTLY SMELLED SMOKE. PILOT NOTED THAT THE AIRCONDITIONING SYSTEM WAS NO LONGER BLOWING AND THE C/B WAS TRIPPED. HE OPTED TO RETURN TO BASE WHERE MAINTENANCE NOTED THE AFT AIRCONDITIONER BLOWER HAD FAILED.

FUSELAGE - AFT SECTION - TAIL CONE SKIN AND OMEGA CHANNEL STRINGER CRACKS NOTED DURING THE PERFORMANCE OF THE 800 HR PERIODICAL INSPECTION. DAMAGE NOTED TO SKIN PANEL P/N: 117-22106-93, LH UPPER OUTER OMEGA STRINGER P/N: 117-22106-55 AND LH UPPER INNER OMEGA STRINGER P/N: 117-22106-17. SKIN PANEL CRACK WAS APPROXIMATELY 6 INCHES IN LENGTH.

1 MEDICAL CREW MEMBER NOTED A FAINT FUEL SMELL WHILE SEATED IN THE RH AFT FACING MEDICAL ATTENDANT SEAT. RESPONDING AMT IDENTIFIED INADEQUATE SEALANT ON FUEL SHUTOFF VALVE ACCESS PANEL AND SMALL SEPARATION OF THE SEALANT ON THE GROMMET WHERE THE VENT LINE EXITS THE FUEL VALVE COMPARTMENT INTO THE AFT AVIONICS SHELF AREA, RE-SEALED ACCESS PANEL AND GROMMET. PERFORMED OPERATIONAL CHECK FLIGHT (2 TECHNICIANS IN THE CABIN) NO FUEL SMELLS NOTED.

1 MEDICAL CREW MEMBER SEATED IN THE R/H AFT REAR FACING SEAT ON THE RETURN LEG BACK TO BASE NOTED A FAINT FUEL SMELL. THE SMELL WAS NOT NOTICED BY THE SECOND MEDICAL CREW MEMBER OR PIC. MAINTENANCE WAS NOT ABLE TO NOTE A FUEL SMELL UPON INSPECTION OF THE AIRCRAFT. THE AIRCRAFT WAS SUBSEQUENTLY RELEASED FOR AN OPERATION CHECK FLIGHT WITH ZERO DEFECTS NOTED.

CORROSION FOUND ON LH FWD KEEL BEAM, DOUBLER AND FITTING - RDAS FROM AHI 135 53 014 23, AHI 135 53 014 23, RDAS EC135 53 2024 0009A FOR REPLACEMENT OF THE KEEL BEAM DOUBLER AND REPAIR.

#1 FCDM FAILURE INFLIGHT

PILOT MADE A PRECAUTIONARY LANDING AFTER NOTING AN INCREASING MAIN ROTOR VIBRATION. AMTS DISCOVERED THE HARDWARE LOOSE SECURING THE YELLOW MRB S/N 3407 DAMPER STAY ASSEMBLY. DETAILED INSPECTION OF THE MRB AND AIRFRAME WAS PERFORMED AND ATTACHMENT HARDWARE WAS REPLACED. VIBRATION CHECK WAS PERFORMED UTILIZING APPLICABLE VIBRATION ANALYSIS INSTRUMENT.

BIRD STRIKE ON LH WINDSCREEN RESULTING IN COMPLETE PENETRATION OF BIRD INTO THE CABIN.

FUSELAGE FRAME 5A HAS CRACKS LOCATED ON THE INSIDE RADIUS OF THE FRAME DOUBLERS.

MULTIPLE AREAS OF DAMAGE NOTED TO THE RH LOWER FUSELAGE DUE TO MIS-DRILLED NUT PLATES. REPAIRED DAMAGE TO THE RH STA 3795 LOWER RIB PN: B533K5139-204 AND RH LOWER SKIN (2 PLACES) PN: B533K5131-203 CAUSED BY MIS-DRILLED NUT PLATES AND ASSOCIATED ATTACHMENT HARDWARE I.A.W AIRBUS HELICOPTERS INC ISSUED RDAS AHI 145 53 003 23 ISSUE A.

A CRACK OF 35 MM (VERTICAL) AND 15 MM (HORIZONTAL) LOCATED IN THE INNER SIDE OF THE CANOPY RH CHANNEL STRUCTURE.

#2 ENGINE OIL TEMP HIGH INDICATION IN CRUSIE FLIGHT , WITH AN ASSOCIATED BURNING MELL REPORTED BY MEDICAL CREW IN AFT CABIN

#2 ENGINE OIL TEMP HIGH INDICATION IN CRUISE FLIGHT, WITH ASSOCIATED BURNING SMELL REPORTED BY MEDICAL CREW IN AFT CABIN

NOSE GEAR DOOR TORQUE TUBE CRACKED FULL CIRCUMFERENCE AT WELD ATTACHMENT. DUE TO THE CRACKED NOSE GEAR TORQUE TUBE THE NOSE GEAR DOORS WERE UNABLE TO CLOSE COMPLETELY.

FLIGHT CREW WITNESSED AND SMELLED SMOKE WHEN THE AIRCRAFT WAS GETTING READY TO DEPART LOCATION.

CREW MEMBERS AND PASSENGER SMELLED FUEL IN THE CABIN. PILOT DID NOT SMELL FUEL BUT LANDED FOR MX INSPECTION FOR GOOD MEASURE. IT WAS DETERMINED TO BE ERRONEOUS AND THERE WAS ZERO FUEL LEAKAGE FROM THE AIRCRAFT OR ANY COMPONENTS.

AFTER TAKE OFF APPROX 4 MINUTES IN FLIGHT NUMBER 1 HYDRAULICS CAUTION ILLUMINATED. LANDED WITHOUT ISSUE. MAINTENANCE DISCOVERED A HOLD IN A HYDRAULIC PUMP LINE. CHAFING WAS NOT SUSPECTED AS IT HAD CHAFE PROTECTANT AROUND THE LINE AND WAS AT LEAST 6" FROM ANY RUB POINT.

CREW SMELLED FUMES AFTER THE BLEED AIR HEAT WAS TURNED ON.

THE NOSE GEAR DEICE BOOT P.N. 6542002-2 WAS WEDGED BETWEEN THE NOSE GEAR CHROME PISTON P.N. 66452100-2 AND BEARING P.N. 6642307-1 RESULTING IN THE STRUT STAYING COMPRESSES AFTER TAKEOFF AND WHEN THE GEAR WAS RETRACTED THE NOSE GEAR UP LOCK ROLLERS DID NOT ENGAGE WITH THE UP LOCK HOOKS THUS COMING IN CONTACT WITH THE NOSE GEAR DOOR CAUSING DAMAGE. DUE TO THE NOSE GEAR FAILING TO LOCK IN THE UP POSITION THE HYDRAULIC MOTOR CONTINUED TO RUN CAUSING THE BRAKE HYDRAULIC PRESSURE AND THE ANTI SKID ANNUNCIATORS TO ILLUMINATE. ONCE THE NOSE GEAR WAS IN THE DOWN AND LOCKED POSITION WITH A GREEN DOWN AND LOCKED ANNUNCIATOR ILLUMINATED THE HYDRAULIC PUMP WAS ABLE TO BUILD THE PRESSURE REQUIRED TO OPERATE THE BRAKING AND ANTISKID SYSTEM AS REQUIRED AND EXTINGUISH THE BRAKE HYDRAULIC PRESSURE AND THE ANTI SKID ANNUNCIATORS.

PILOT AND CREW SMELLED FUMES / ELECTRICAL SMELL IN CABIN DURING ENGINE START. BEFORE PRE TAKE OFF CHECKS, THE BATTERY DISCONNECT AND BUS TIE LIGHTS ILLUMINATED ON THE DASH. ASSESSED THE BATTERY VOLTAGE AND GENERATOR AMPERAGE. EVERYTHING LOOKED FINE BUT THE LIGHTS WOULD NOT EXTINGUISH. MED CREW BEGAN TO SMELL A BURNING SIMILAR TO A HOT BATTERY OR SOMETHING ELECTRICAL.

DURING THE PERFORMANCE OF A DAILY AIRWORTHINESS CHECK THE MAIN ROTOR SWASHPLATE SUPPORT WAS FOUND CRACKED. CRACKS ARE NOT ALLOWED ON THIS COMPONENT.

CREW IN CABIN AREA REPORTED HOT SMELL TO THE PILOT AFTER LANDING AT DESIRED LOCATION. THE HOT SMELL WAS TROUBLESHOT TO THE VCCS COMPRESSOR MOTOR.

THE RIGHT AFT MAIN ROTOR BRAKE TURN BUCKLE MOUNT WAS FOUND CRACKED AT THE AFT SIDE OF THE BOLT HOLE BORE.

CREW SMELLED FUMES FROM AIR CONDITIONING FORWARD EVAPORATOR FAN IN CRUISE FLIGHT.

TAIL ROTOR HUB CAP HAS A CRACK ORIGINATING AT ONE OF THE HUB CAP CLAMP BOLTS AND TRAVELING OUTBOARD TO THE EDGE OF THE SKIN.

MAIN ROTOR BLADE HAS A 56 MM CRACK ADJACENT TO THE WEIGHT POCKET ON THE TOP OF THE BLADE.

MAIN ROTOR BLADE HAS A 25 MM CRACK ADJACENT TO THE WEIGHT POCKET ON THE TOP OF THE BLADE.

RIGHT DOWN AND LOCKED MAIN LANDING GEAR INDICATION INOPERATIVE.