METRO AVIATION, INC

Operated by Metro Aviation (per NTSB report)

The failure of maintenance personnel to properly install the tail rotor pitch change slider attachment hardware (T-bolt), which led to the disconnection of the pitch change slider, a loss of tail rotor control, and subsequent hard landing. Contributing to the accident was maintenance personnel’s failure to complete a maintenance discrepancy entry on the work order for the removal of the T-bolt.

Operated by Metro Aviation INC (per NTSB report)

The separation and subsequent ingestion of the fenestron fairing cover into the fenestron blades for undetermined reasons.

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

The pilot's loss of helicopter control during a missed approach in instrument meteorological conditions due to spatial disorientation and the cumulative effects of task saturation.

Operated by Metro Aviation Inc. (per NTSB report)

The pilot's decision to perform visual flight rules flight into night instrument meteorological conditions, which resulted in loss of control due to spatial disorientation. Contributing to the accident was the pilot's self-induced pressure to complete the mission despite the weather conditions and the operator's inadequate oversight of the flight by its operational control center.

Operated by METRO AVIATION INC (per NTSB report)

The mechanic's improper installation of the antitorque pedals, which resulted in an in-flight loss of helicopter control.

Operated by METRO AVIATION INC (per NTSB report)

The helicopter's collision with a black vulture during climb to cruise altitude.

Operated by METRO AVIATION INC (per NTSB report)

The pilot’s improper decision to continue flight with a low engine oil pressure warning light instead of landing immediately in accordance with the flight manual emergency checklist. Contributing to the accident was the maintenance technician’s failure to clean the rear bearing in accordance with the engine manufacturer’s guidance when replacing the 2nd-stage turbine wheel, which resulted in an obstruction of solidified oil carbon in the rear bearing chip detector housing union, subsequent oil exhaustion, and engine failure.

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

The pilot's failure to maintain aircraft control resulting in the helicopter impacting the water. Factors contributing to the accident were the pilot's inadvertent flight into instrument meteorological conditions, the low ceiling, dark night conditions, and the pilot's lack of recent instrument flying experience.

Operated by Metro Aviation (per NTSB report)

The pilot's inadvertent flight into instrument meteorological conditions (IMC) while in cruise flight, and an excessive descent rate. Factors include falling snow, whiteout conditions and dark night conditions.

The pilots failure to recognize entry into settling with power during approach to land and his failure to take remedial action to escape from settling with power resulting in the helicopter descending and colliding with trees and swampy terrain.

Operated by METRO AVIATION, INC. (per NTSB report)

the pilot's failure to obtain/maintain a successful autorotation. Factors were: a loss of engine power of one engine for undetermined reasons, and the pilot's shutdown of the wrong engine.

Operated by METRO AVIATION (per NTSB report)

THE PILOT'S PREFLIGHT PLANNING/PREPARATION WAS INADEQUATE WHICH RESULTED IN A LOSS OF ENGINE POWER DUE TO FUEL EXHAUSTION.

Sanction: $30,000 · case closed 2010-11-23

Sanction: $30,000 · case closed 2005-03-14

Part: FADEC — FAILED (NR 2) · airframe 9,266 hrs · 27,935 cycles

3 MINUTES INTO THE FLIGHT, BOTH ENG MANUAL 2 AND FADEC FAIL 2 CAUTION ILLUMINATED. WHEN THE CAUTIONS ILLUMINATED THERE WAS NO INDICATION OF A FAIL ON THE FLI, TEMPERATURES, OR PRESSURES. FOLLOWING ACTIONS WERE TO REFER TO SECTION 3-27 OF THE FLIGHT MANUAL FOR FADEC FAIL, AT THIS TIME BOTH ENGINES TQ'S WERE AT 46%, USING SMALL COLLECTIVE MOVEMENTS THE PILOT WAS ABLE TO IDENTIFY WHICH ENGINE WAS AFFECTED. USING THE TWIST GRIP FOR THE #2 ENGINE, ROLLED UNTIL CONTROL WAS ESTABLISHED THAN MAINTAINED AT 80% +-2% PER THE EMERGENCY PROCEDURES OF THE RFM. PILOT PERFORMED A RUN-ON LANDING SATISFACTORILY WITH NO OTHER ISSUES AND AIRCRAFT WAS SHUT DOWN AND BROUGHT INTO THE HANGAR FOR INSPECTION AND TROUBLESHOOTING.

Part: FRAME — CRACKED (ZONE 100) · airframe 7,459 hrs · 30,986 cycles

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

Part: UNKNOWN — ODOR (CABIN)

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.

Part: SEARCH LIGHT — OVERHEATED (ZONE 100) · airframe 6,464 hrs · 21,329 cycles

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.

Part: MOTOR — SEIZED (ZONE 200) · airframe 8,394 hrs · 32,719 cycles

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.

Part: FRAME SPLICE — CRACKED (ZONE 200) · airframe 11,981 hrs · 49,495 cycles

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

Part: BRACKET — CRACKED (ZONE 100) · airframe 6,321 hrs · 21,871 cycles

CRACK FOUND ON LOWER FUSELAGE BRACKET, STATION 2597.

Part: FADEC — FAILED · airframe 5,945 hrs · 11,531 cycles

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.

Part: FRAME ANGLE — CRACKED (ZONE 200) · airframe 5,747 hrs · 22,858 cycles

CRACK IN THE ENGINE DECK ANGLE AT STATION 5086.

Part: STIFFENER — CRACKED (INSTRUMENT PANEL) · airframe 9,708 hrs · 28,991 cycles

INSTRUMENT PANEL STIFFENER CRACKED

Part: TAIL BOOM — CRACKED (ZONE 100) · airframe 7,313 hrs · 25,840 cycles

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

Part: BLOWER MOTOR — INTERMITTENT (ZONE 200) · airframe 7,952 hrs · 19,399 cycles

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.

Part: RELAY — FAILED (ZONE 100) · airframe 12,973 hrs · 19,756 cycles

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.

Part: DISPLAY — BURNED OUT (ZONE 200) · airframe 4,329 hrs · 22,546 cycles

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

Part: RIB — CRACKED (TAIL BOOM) · airframe 4,438 hrs · 13,621 cycles

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

Part: SPINNER — DAMAGED (ZONE 400) · airframe 3,399 hrs · 3,752 cycles

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.

Part: BLADE — DAMAGED (MAIN ROTOR) · airframe 8,173 hrs · 20,087 cycles

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.

Part: UNKNOWN — ODOR (COCKPIT) · airframe 4,996 hrs · 12,426 cycles

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.

Part: FADEC — FAILED (NR 2 ENGINE) · airframe 8,495 hrs · 20,135 cycles

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.

Part: PRESSURE SWITCH — FAULTY (ZONE 100) · airframe 6,520 hrs · 6,410 cycles

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.

Part: ARM — CRACKED (TAIL ROTOR) · airframe 6,044 hrs · 14,297 cycles

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.

Part: TAIL BOOM — CRACKED · airframe 7,009 hrs · 25,241 cycles

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.

Part: FLT CONTROLS — UNKNOWN · airframe 4,710 hrs · 7,751 cycles

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.

Part: BLOWER — BINDING (EVAPORATOR) · airframe 6,382 hrs · 20,267 cycles

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.

Part: SKIN PANEL — CRACKED (ZONE 200) · airframe 3,154 hrs · 6,622 cycles

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.

Part: SHUTOFF VALVE — LEAKING (FUEL SYS) · airframe 4,722 hrs · 11,695 cycles

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.

Part: UNKNOWN — ODOR (CABIN) · airframe 4,721 hrs · 11,695 cycles

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.

Part: KEELBEAM — DETERIORATED (ZONE 100) · airframe 12,102 hrs · 27,084 cycles

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.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 12,739 hrs · 38,384 cycles

#1 FCDM FAILURE INFLIGHT

Part: NUT — LOOSE (MAIN ROTOR BLADE) · airframe 3,730 hrs · 11,991 cycles

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.

Part: WINDSHIELD — BROKEN (ZONE 200) · airframe 4,486 hrs · 8,656 cycles

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

Part: FRAME — CRACKED (FUSELAGE FRAME 5) · airframe 8,172 hrs · 22,372 cycles

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

Part: RIB — CRACKED (ZONE 100) · airframe 5,370 hrs · 13,554 cycles

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.

Part: CANOPY — CRACKED (ZONE 100) · airframe 8,131 hrs · 29,718 cycles

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

Part: OVERHEAT SENSOR — FAULTED (NR 2 ENGINE) · airframe 2,362 hrs

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

Part: OVERHEAT SENSOR — FALSE ACTIVATION (#2 ENG) · airframe 2,362 hrs

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

Part: TORQUE TUBE — CRACKED (NOSE WHEEL) · airframe 4,079 hrs · 5,478 cycles

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.

Part: COMPRESSOR — LOCKED (ZONE 200) · airframe 6,480 hrs · 15,794 cycles

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

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 13,799 hrs · 38,174 cycles

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.

Part: HYDRAULIC SYSTEM — HIGH PRESSURE (ZONE 200) · airframe 5,395 hrs

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.

Part: EJECTOR — ACTIVATED (ZONE 200) · airframe 4,772 hrs · 10,155 cycles

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

Part: BOOT — TORN (NOSE GEAR) · airframe 3,956 hrs · 5,299 cycles

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.

Part: MASTER BOX — MALFUNCTIONED (ZONE 200) · airframe 6,972 hrs · 19,700 cycles

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.

Part: SWASHPLATE — CRACKED (ZONE 200) · airframe 15,264 hrs · 57,976 cycles

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

Part: MOTOR — FAILED (VCC) · airframe 12,834 hrs · 14,711 cycles

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.

Part: MOUNT BRACKET — CRACKED (ROTOR BRAKE) · airframe 2,226 hrs · 7,838 cycles

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

Part: FAN — OVERHEATED (EVAPORATOR) · airframe 6,618 hrs · 16,149 cycles

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

Part: CAP — CRACKED (TAIL ROTOR HUB) · airframe 7,446 hrs · 12,606 cycles

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.

Part: BLADE — CRACKED (MAIN ROTOR) · airframe 7,255 hrs · 16,194 cycles

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

Part: BLADE — CRACKED (MAIN ROTOR) · airframe 7,255 hrs · 16,194 cycles

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