THE MILTON S HERSHEY MEDICAL CENTER

DURING AN INTERFACILITY TRANSPORT FROM HANOVER HOSPITAL TO HARRISBURG HOSPITAL. ENGINE #2 CHIP LIGHT ILLUMINATED . THE A/C ABORTED FLIGHT AND DIVERTED TO CAPITAL CITY AIRPORT. . AFTER 2 ATTEMPTS TO CLEAR THE CHIP THE LIGHT REMAINED ON. THE PILOT BROUGHT THE ENGINE TO IDLE AND DECLARED AN EMERGENCY AND DIVERTED TO HARRISBURG AIRPORT. AFTER SAFE AND UNEVENTFUL RUNNING LANDING THE A/C TAXIED TO FBO. THE ONCALL MECHANIC ARRIVE FOUND METAL ON ALL 4 CHIP DETECTORS. DOM DECIDED TO SECURE THE A/C TILL MONDAY AND AFTER DRAIN AND FLUSH PLUS 10 MINUTE GROUND RUN . THE CHIP PLUGS HAD METAL ON THEM. THE A/C WAS GROUNDED AWAITING AN ENGINE.

AT APPROXIMATELY 2050L, THE AIRCRAFT COMPLETED AN UNEVENTFUL TAKEOFF UNDER NVGS FROM A NIGHT SCENE AT THREE SPRINGS, HUNTINGTON CO. WITH MED CREW OF TWO AND ONE PATIENT WITH THE INTENDED DESTINATION OF UPMC ALTOONA HOSPITAL APPROXIMATELY 28NM AWAY. AFTER A SUCCESSFUL CONFINED AREA TAKEOFF TO THE SOUTH AND SHORTLY AFTER RETRACTING THE LANDING GEAR THE PILOT ROLLED INTO A RIGHT CLIMBING TURN TO THE NW WHEN THE RED “MASTER ALARM” ILLUMINATED. UPON FURTHER INSPECTION THE PILOT NOTICED THE ILLUMINATION OF THE “ENG. 1” WARNING LIGHT ON THE CAUTION ADVISORY PANEL. THE PILOT NOTICED THE #1 ENG. OIL PRESSURE GAGE INDICATING 0 PSI WITH ALL OTHER ENGINE INDICATIONS IN THE NORMAL OPERATING RANGE. THEN THE PILOT INFORMED HIS CREW OF THE SITUATION AND DISCUSSED THE OPTION OF ATTEMPTING A LAND-BACK AT THE SCENE THEN HE ELECTED TO DIVERT TO A LOCATION WHERE THE PILOT COULD ATTEMPT A SINGLE-ENGINE RUNNING LANDING IF NEEDED. DUE TO THE HIGH TERRAIN THE PILOT ELECTED NOT TO SECURE THE #1 ENGINE AND CONTINUED A 75 KIAS CLIMB TO REACH THE MINIMUM SAFE ALTITUDE OF 3000’ MSL. UPON REACHING 3000 FT HE TURNED THE AIRCRAFT DIRECT TO THE NEAREST SUITABLE AIRPORT (ALTOONA-KAOO) 15 NM AWAY TO FACILITATE A SINGLE-ENGINE LANDING. UPON REACHING SUFFICIENT ALTITUDE THEN THE PILOT CONTACTED THE LIFE LION COMM CENTER AND DECLARED AN IN-FLIGHT EMERGENCY REQUESTING PAIP ACTIVATION AND INFORMED THEM OF HIS DECISION TO DIVERT TO THE ALTOONA AIRPORT. APPROXIMATELY 7NM AWAY FROM THE AIRPORT THE AIRCRAFT EXPERIENCED A LOUD BANG AND YAW FOLLOWED BY ILLUMINATION OF THE “POWER LOSS” WARNING LIGHT,” #1 GEN” AND “BUS COUPLE” CAUTION LIGHTS AND SUBSEQUENT DECLINING #1 ENGINE INSTRUMENTS. THE PILOT IMMEDIATELY SECURED THE #1 ENGINE WITH THE #1 EMERGENCY FUEL SHUTOFF LEVER FOLLOWED BY SECURING THE #1 ENGINE FFCL AND #1 AND #3 FUEL BOOST PUMPS AND MONITORED FOR POST SHUTDOWN ENGINE FIRE; THERE WAS NO INDICATION OF A FIRE PRESENT. THE AIRCRAFT SUBSEQUENTLY COMPLETED A SAFE SINGLE-ENGINE RUNNING LANDING ON RUNWAY 30 AT KAOO. AT APPROX. 2102L, THE AIRCRAFT WAS SHUT DOWN AND A TEXT MESSAGE WAS SENT VIA SKY CONNECT/MMU TO THE LL COMM CENTER STATING THAT THE AIRCRAFT WAS SAFE ON DECK. POST FLIGHT INSPECTION THE PILOT REVEALED LOTS OF #1 ENGINE OIL ON THE LEFT SIDE OF THE AIRCRAFT FROM THE ENGINE ALL THE WAY BACK TO THE TAIL.

#1 ENGINE LOSS OF OIL PRESSURE FOLLOWED BY THE #1 ENGINE FAILURE. AT APPROXIMATELY 2050L, COMPLETED AN UNEVENTFUL TAKEOFF UNDER NVGS FROM A NIGHT SCENE AT THREE SPRINGS, HUNTINGTON CO. WITH A MED CREW OF TWO AND ONE PATIENT WITH THE INTENDED DESTINATION OF UPMC ALTOONA HOSPITAL APPROXIMATELY 28NM AWAY. AFTER A SUCCESSFUL CONFINED AREA TAKEOFF TO THE SOUTH AND SHORTLY AFTER RETRACTING THE LANDING GEAR I ROLLED IN TO A RIGHT CLIMBING TURN TO THE NW WHEN THE RED “MASTER ALARM” ILLUMINATED. I INITIALLY THOUGHT IT WAS THE “LANDING GEAR” LIGHT THAT HAD ILLUMINATED BECAUSE OF A POSSIBLE REDUCTION IN AIRSPEED IN THE TURN TO BELOW 55 KIAS. UPON FURTHER INSPECTION I NOTICED THE ILLUMINATION OF THE “ENG. 1” WARNING LIGHT ON THE CAUTION ADVISORY PANEL. I NOTICED THE #1 ENG OIL PRESSURE GAGE INDICATING 0 PSI WITH ALL OTHER ENGINE INDICATIONS IN THE NORMAL OPERATING RANGE. I INFORMED MY CREW OF THE SITUATION AND DISCUSSED THE OPTION OF ATTEMPTING A LAND-BACK AT THE SCENE BUT ELECTED TO DIVERT TO A LOCATION WHERE I COULD ATTEMPT A SINGLE-ENGINE RUNNING LANDING IF NEEDED. DUE TO THE HIGH TERRAIN I ELECTED NOT TO SECURE THE #1 ENGINE AND CONTINUED A 75 KIAS CLIMB IN ORDER TO REACH THE MINIMUM SAFE ALTITUDE OF 3000’ MSL. UPON REACHING 3000 FT I TURNED THE AIRCRAFT DIRECT TO THE NEAREST SUITABLE AIRPORT (ALTOONA-KAOO) 15 NM AWAY TO FACILITATE A SINGLE-ENGINE LANDING. UPON REACHING SUFFICIENT ALTITUDE I CONTACTED THE LIFE LION COMM CENTER AND DECLARED AN IN-FLIGHT EMERGENCY REQUESTING PAIP ACTIVATION AND INFORMED THEM OF MY DECISION TO DIVERT TO THE ALTOONA AIRPORT. UPON THE MED CREW’S RECOMMENDATION I ALSO REQUESTED COORDINATION FOR GROUND AMBULANCE TRANSPORTATION OF THE PATIENT AND MED CREW TO ALTOONA HOSPITAL UPON LANDING AT THE AIRPORT. APPROXIMATELY 7NM AWAY FROM THE AIRPORT THE AIRCRAFT EXPERIENCED A LOUD BANG AND YAW FOLLOWED BY ILLUMINATION OF THE “POWER LOSS” WARNING LIGHT,”#1 GEN” AND “BUS COUPLE” CAUTION LIGHTS AND SUBSEQUENT DECLINING #1 ENGINE INSTRUMENTS. I IMMEDIATELY SECURED THE #1 ENGINE WITH THE #1 EMERGENCY FUEL SHUTOFF LEVER FOLLOWED BY SECURING THE #1 ENGINE FFCL AND #1 AND #3 FUEL BOOST PUMPS AND MONITORED FOR POST SHUTDOWN ENGINE FIRE; THERE WAS NO INDICATION OF A FIRE PRESENT. THE AIRCRAFT SUBSEQUENTLY COMPLETED A SAFE SINGLE-ENGINE RUNNING LANDING ON RUNWAY 30 AT KAOO. AT APPROX 2102L, THE AIRCRAFT WAS SHUTDOWN AND A TEXT MESSAGE WAS SENT VIA SKY CONNECT/MMU TO THE LL COMM CEN STATING THAT THE AIRCRAFT WAS “SAFE ON DECK” ALONG WITH A SUBSEQUENT PHONE CALL BY ME TO THE COMM CEN CONFIRMING THAT WE HAD LANDED SAFELY AND THAT THE CREW WAS UNHARMED. THEY INFORMED ME THAT THE LOCAL FD AND AMBULANCE WERE RESPONDING TO OUR LOCATION AND SHOULD BE ARRIVING SHORTLY. THEY, ALONG WITH THE KAOO FD ARRIVED APPROX 5 MINUTES LATER. THE PATIENT AND CREW WERE SUCCESSFULLY TRANSPORTED TO THE ALTOONA HOSPITAL BY GROUND. POST FLIGHT INSPECTION BY ME REVEALED LOTS OF #1 ENGINE OIL ON THE LEFT SIDE OF THE AIRCRAFT FROM THE ENGINE ALL THE WAY BACK TO THE TAIL. IN ADDITION, I NOTICED AN OIL RETURN LINE DISCONNECTED FROM THE BOTTOM OF THE #1 ENGINE MODULE 3 ALONG WITH OIL AND SMALL DEBRIS ON THE ENGINE DECK. THESE FACTS ARE TRUE TO THE BEST OF MY KNOWLEDGE, SIGNED: JOHN M. SHOUEY, LIFE LION STAFF PILOT

AIRCRAFT DIVERTED DUE TO A CHIP LIGHT ON THE NR 1 ENGINE. ALL OPERATIONS WERE NORMAL UPON LANDING, THE ENGINES WERE SHUTDOWN AND THE CHIP PLUGS WERE CHECKED, THE PLUG HAD EXCESSIVE AMOUNT OF CHIPS. THE AIRCRAFT WAS GROUNDED AND THE ENGINE WAS REPLACED.

ENROUTE, NR 2 ENGINE CHIP LIGHT INDICATED ON THE MASTER CAUTION PANEL. ACFT ABORTED FLIGHT. AFTER LANDING, THE ACFT WAS TAKEN OUT OF SERVICE. A CHIP WAS FOUND ON THE ELECTRICAL PLUG. IT WAS WITHIN LIMITS IAW THE MM ONLY ACTION TAKEN WAS AN ENGINE DRAIN AND FLUSH TO RID OF ANY FURTHER DEBRIS FROM THE OIL SYSTEM. AFTER ENGINE FLUSH AND GROUND RUN, NO OTHER CHIPS WERE FOUND IN THE OIL FILTER OR MODULE MAGNETIC CHIP DETECTORS. ACFT RETURNED TO SERVICE. AFTER 4.8 HRS, ELECTRIC CHIP DETECTOR HAD MINOR CHIPS THAT DID NOT ILLUMINATE THE LIGHT. NO OTHER CHIPS WERE FOUND ON THE MODULE CHIP DETECTORS. DUE TO THE HIGH TIME OF THE ENGINE, 63.8 HRS TO OVERHAUL, RETURNED ENGINE TO THE MFG FOR OVERHAUL. MANUFACTURE FOUND MODULE 5 BEARING FRONT INTERNAL GEAR CREATED FLAKES. THIS CAUSED THE CHIPS BEING COLLECTED ON THE CHIP DETECTOR.

PILOT DETECTED AN ODOR OF SMOKE IN CABIN OF AIRCRAFT AND PERFORMED A PRECAUTIONARY LANDING. MAINTENANCE WAS DISPATCHED TO AIRCRAFT. A MEDICAL PUMP WAS FOUND TO BE THE ORIGIN OF THE SMOKE. THE SYSTEM WAS DE-ACTIVATED AND THE DISCREPANCY WAS DEFERED TOTHE MEL. PUMP WAS REMOVED AND REPLACED AFTER RETURN TO HOME BASE OF OPERATION.

AUX HYDRAULIC ILLUMINATED DURING CRUISE FLIGHT. PILOT PERFORMED A PRECAUTIONARY LANDING. MAINTENANCE WAS DISPATCHED TO THE SITE. MAINTENANCE FOUND PRESSURE SWITCH INOPERATIVE. THE SWITCH WAS REMOVED AND REPLACED AND THE SYSTEM WAS OPERATIONAL TESTED AND AIRCRAFT WAS RETURNED TO SERVICE.

RIGHT HAND VERTICAL FIN DEPARTED AIRCRAFT DURING FLIGHT. CAUSE: FATIGUE ON ONE STUD LEADING TO FAILURE OF OTHER STUDS.

FOUND ON DAILY INSPECTION, HYDRAULIC FLUID LEAKING FROM PRESSURE LINE TO NOSE LANDING GEAR ACTUATOR. PRESSURE LINE HOSE REPLACED IN NOSE LANDING GEAR ACTUATOR.

LT HYDRAULIC SYSTEM LEAK DURING AC RUN UP. TROUBLESHOOTING FOUND HYDRAULIC HOSE BETWEEN DISTRIBUTION MANIFOLD AND T FITTING IN HYDRAULIC BAY RUPTURED. REPLACED HOSE.

AIRCRAFT ON RETURN FLIGHT WITH PATIENT ONBOARD. CREW NOTICED UNUSUAL ODOR AND LIGHT HAZE OF SMOKE IN CABIN/COCKPIT. PILOT PERFORMED PRECAUTIONARY LANDING WITHOUT INCIDENT. UPON MAINTENANCE ARRIVAL, MECHANIC FOUND AIR PUMP CIRCUIT BREAKER TRIPPED. LOCATED AIR PUMP AND CONFIRMED PUMP HAD FAILED INTERNALLY. REPLACED WITH NEW. MANUFACTURER HAS NO PM SCHEDULE.

TEC TECH REP AT FACILITY TO C/W TU 202. SECOND STAGE NOZZLE INSTALLATION AFTER REMOVAL OF MODULES 2 AND 3 HEARD PIECES INSIDE ENGINE. UPON TEAR-DOWN OR SEPARATION OF MODULES 2 AND 3 FOUND DIFFUSER TO HAVE HOLE IN IT, 2 INCHES BY 6 INCHES. PARTS HAD LIBERATED THEMSELVES. THIS NOW IS NOT A FIELD REPAIR, SO MO2 AND MO3 SENT TO FACTORY FOR EVALUATION. LOG CARDS/LOG BOOK DOES NOT INCLUDE TSN OR TSO OF DIFFUSER, BUT MO3. TSN HOURS - 3,975.1. CYCLES, 8,194.2. TSO HOURS = 1,049. CYCLES, 2,167.4. WAITING FOR EVALUATION REPORT.