Air Evac EMS, Inc.

Operated by AIR EVAC EMS INC (per NTSB report)

Operated by AIR EVAC EMS INC (per NTSB report)

Operated by AIR EVAC EMS INC (per NTSB report)

An in-flight collision with a bird while in cruise flight.

Operated by AIR EVAC EMS INC (per NTSB report)

The helicopter’s inflight collision with cackling geese, resulting in an inflight breakup.

Operated by Air Evac MS Inc (per NTSB report)

The inflight collision with a bird while in cruise flight.

Operated by Air Evac EMS, Inc. (per NTSB report)

A collision with a fence during landing due to the crew’s reduced distance estimation and depth perception while using night vision goggles. Contributing to the accident was the low moon angle, which made viewing the fence more challenging.

Operated by Air Evac Lifeteam (per NTSB report)

The inadequate securement of the cloth fire extinguisher cover, which resulted in it being blown off the fire extinguisher and ingested into the helicopter’s fenestron during the landing.

Operated by Air Evac Lifeteam (per NTSB report)

Overheating of two lithium batteries in the paramedic’s flight suit pocket resulting in an explosion and fire that seriously injured the paramedic as the helicopter was about to take off.

Operated by Air Evac Ems Inc (per NTSB report)

The fatigue failure of the pneumatic line for reasons that could not be determined, which resulted in a loss of engine power and subsequent hard landing.

Operated by Air Evac Ems Inc (per NTSB report)

A partial loss of engine power on takeoff due to separation of the diffuser assembly as a result of incomplete braze joint surfaces on the vane airfoils.

Operated by Air Evac Ems Inc (per NTSB report)

The pilot's failure to maintain altitude during the hover operation while his view was obstructed due to the fogged-over windshield.

Operated by AIR EVAC EMS INC (per NTSB report)

The pilot’s failure to lock the collective pitch control after landing, and the mechanic’s failure to properly balance the collective pitch control after converting the helicopter to a single-pilot configuration, which resulted in an uncommanded collective movement and subsequent hard landing.

Operated by AIR EVAC EMS INC (per NTSB report)

The pilot’s inadvertent slope landing and attempted recovery, which resulted in an incipient dynamic rollover, mast bumping, and separation of the main rotor.

Operated by AIR EVAC EMS INC (per NTSB report)

The pilot's failure to maintain directional control during takeoff in varying wind conditions, which resulted in a hard landing.

Operated by Air Evac EMS, Inc. (per NTSB report)

The failure of the No. 3 tail rotor adapter and shaft due to a loss of torque on the retaining nut. Contributing to the accident was the lack of a requirement to inspect the tail rotor assembly for security in the helicopter manufacturer's maintenance manual and the operator's approved aircraft inspection program.

Operated by AIR EVAC EMS INC (per NTSB report)

The collision of the helicopter's skid shoe with the runway centerline light during landing, which abruptly stopped the helicopter and resulted in damage to the fuselage.

Operated by AIR EVAC EMS INC (per NTSB report)

The pilot’s failure to maintain yaw control when he applied power to execute a go-around at a low airspeed in dark, night conditions, which resulted in a rapid, uncommanded right yaw due to a loss of tail rotor effectiveness.

Operated by Air Evac EMS INC (per NTSB report)

A partial loss of engine power for reasons that could not be determined because postaccident examination of the airframe and engine did not reveal any anomalies that would have precluded normal operation.

Operated by AIR EVAC EMS INC (per NTSB report)

The pilot’s loss of helicopter control due to spatial disorientation when he inadvertently encountered night, instrument meteorological conditions, which resulted in the in-flight separation of the main rotor and tailboom.

Operated by Air-Evac Lifeteam (per NTSB report)

The loss of engine power due to the separation of compressor blades, which resulted from fatigue cracking.

Operated by Air Evac EMS (per NTSB report)

The pilot’s failure to maintain clearance with a parked helicopter during takeoff.

Operated by AIR EVAC EMS INC (per NTSB report)

Inadvertent contact with wires due to the lack of visual cues regarding their presence and the low angle of the sun, which was directly in the takeoff path.

Operated by AIR EVAC EMS INC (per NTSB report)

The pilot’s loss of aircraft control, due to spatial disorientation, resulting in the in-flight separation of the main rotor and tail boom.

Operated by AIR EVAC EMS INC (per NTSB report)

The pilot's inadequate preflight inspection and the momentary loss of engine power due to snow or ice ingestion.

Operated by Air Evac EMS, INC. (per NTSB report)

Undetermined.

Operated by AIR EVAC EMS INC (per NTSB report)

The formation and propagation of a fatigue crack in the trailing edge of the main rotor blade due to interconnected porosity and resultant corrosion. The area of interconnected porosity was due to a manufacturing defect which was not detected during the manufacturing process.

Operated by Air Evac EMS, Inc. (per NTSB report)

The pilot's failure to maintain clearance from the parked helicopter.

Operated by Air Evac EMS Inc. (per NTSB report)

The in-flight separation of a main rotor blade due to a fatigue failure of the blade spar, rendering the helicopter uncontrollable, and the manufacturer's production of main rotor blades with latent manufacturing defects, which precipitated the fatigue failure of the blade spar.

Operated by Air Evac EMS Inc. (per NTSB report)

The pilot's failure to maintain control of the helicopter during an out-of-ground-effect hover. Contributing to the accident was a loss of tail rotor effectiveness.

Operated by Air Evac Lifeteam (per NTSB report)

The pilot’s improper decision to maneuver in an environment conducive to a loss of tail rotor effectiveness.

Operated by AIR EVAC EMS INC (per NTSB report)

The pilot's inadequate planning/decision which resulted in his failure to maintain terrain clearance. Contributing factors were the pilot's inadequate preflight planning, his diverted attention, and the dark night conditions.

The pilot's failure to remove the main rotor tiedown prior to engine startup. Contributing factors were the pressure induced by conditions/events, improper preflight of the aircraft, and dark night conditions,

The excessive descent rate that required an abrupt flare, resulting in the main rotor severing the tailboom.

The pilot's inadequate in-flight planning, which resulted in an angle of approach in relative wind conditions conducive to a loss of helicopter tail rotor effectiveness. A factor was the obstacles surrounding the landing field.

Operated by Air Evac EMS, Inc. — On-demand air taxi (135) Operator Does Business As: Air Evac Lifeteam (per NTSB report)

The pilot's failure to maintain clearance with trees during the approach. A contributing factor was dark night light conditions.

Operated by Air Evac EMS (per NTSB report)

The security guard failed to maintain clearance with the operating tail rotor.

Operated by AIR EVAC EMS, INC. — On-demand air taxi (135) Operator Does Business As: AIR EVAC LIFETEAM (per NTSB report)

The failure of maintenance personnel to properly assemble the engine's accessory gearbox, which resulted in a total loss of engine power due to partial blockage of the main oil passage by an o-ring. The blockage reduced oil flow to the turbine shafting, which led to the total failure of the gas producer turbine shaft and the power (free) turbine shaft. A factor was the lack of suitable terrain for the forced landing.

Operated by AIR EVAC EMS, INC. (per NTSB report)

Sanction: $8,750 · case closed 2018-04-11

Sanction: $7,500 · case closed 2010-10-08

Sanction: $150,000 · case closed 2002-06-12

Part: WARNING LIGHT — FALSE ACTIVATION (CHIP DETECTOR) · airframe 9,886 hrs · 40,738 cycles

DEPARTED HOSPITAL, XSMN CHIP LIGHT ILLUMINATED APPROX 2 MIN AFTER DEPARTURE. ABORTED FLIGHT, CONDUCTED PRECAUTIONARY EMERGENCY LANDING AT AIRPORT. REMOVED AND INSPECTED UPPER AND LOWER TRANS AND FREE WHEELING CHIP DETECTORS, REMOVED AND CHECKED FILTER, AND FOUND NO INDICATION OF CONTAMINATION. CLEANED ALL ELECTRICAL PLUGS. PERFORMED 20 MINUTE GROUND RUN AND COULD NOT DUPLICATE, AIRCRAFT RETURNED TO SERVICE, ALL WORK IAW BHT 407 MM CH. 63

Part: MOTOR — FAULTED (BLOWER) · airframe 5,770 hrs · 12,385 cycles

AIRCRAFT DEPARTED THE BASE FOR A SCENE FLIGHT IN NASHVILLE ARKANSAS. APPROXIMATELY 5 MINUTES AFTER DEPARTURE CREW DESCRIBED SMELLING ELECTRICAL WIRES BURNING ALONG WITH ALL AIR CONDITIONER BLOWERS STOPPING. UPON TROUBLESHOOTING THE SYSTEM IT WAS FOUND THAT THE AFT BLOWER MOTOR HAD FAILED DUE TO BEARING FAILURE IN THE MOTOR. THIS IN TURN CAUSED THE MAIN CIRCUIT BREAKER FEEDING AIR CONDITIONER BLOWERS TO TRIP, RESULTING IN THE SYSTEM BEING DE-ENERGIZED. REPLACEMENT OF THE AFT BLOWER MOTOR CORRECTED ISSUE AND NO OTHER DISCREPANCY NOTED.

Part: UNKNOWN — ODOR (CABIN) · airframe 6,312 hrs · 15,705 cycles

PILOT DEPARTED BASE WITH NO CREW ON BOARD. SHORTLY AFTER DEPARTURE HE SMELLED FUEL IN CABIN AND PERFORMED A PRECAUTIONARY LANDING AT LOCAL MUNICIPAL AIRFIELD. PILOT SHUT DOWN AND CHECKED AIRCRAFT WITH NO DEFECTS OR SMELLS PRESENT. HE CONTINUED ON HIS FLIGHT WITH NO OTHER SMELL OR DISCREPANCY NOTED.

Part: BLOWER MOTOR — UNSERVICEABLE (ZONE 200) · airframe 18,377 hrs · 7,039 cycles

SMOKE SMELL, AND VISUAL SMOKE IN CABIN. INSPECTED AIRCRAFT DETERMINED SMOKE SMELL TO BE COMING FROM AFT AC BLOWER MOTOR. REFERENCE AIR COMM ICA 407EC-200M-2.

Part: BATTERY — UNSERVICEABLE · airframe 18,442 hrs · 22,973 cycles

ELECTRICAL FAILURE, COMMS, NAV, AUTO PILOT.

Part: UNKNOWN — ODOR (CABIN) · airframe 31,945 hrs · 27,357 cycles

FUEL SMELL IN AFT CABIN AFTER TAKEOFF; NO DEFECTS FOUND

Part: UNKNOWN — ODOR (CABIN) · airframe 5,438 hrs

CREW SMELLED ELECTRICAL BURNING WHEN HEATER WAS TURNED ON. COULD NOT DUPLICATE ON GROUND

Part: CLOCK — UNSERVICEABLE (ZONE 200) · airframe 4,695 hrs · 11,050 cycles

A STEADY STREAM OF SMOKE WAS OBSERVED COMING FROM THE INSTRUMENT PANEL CLOCK.

Part: BRACKET — LEAKING (ZONE 200) · airframe 10,561 hrs · 12,473 cycles

FUEL FUMES COMING OUT OF NURSE'S STATION SEAT BELT SLOT. REPAIRED BY REMOVING ROLLOVER ACCESS PANEL AND APPLIED SEALANT AROUND THE INERTIAL REEL RESTRAINT BRACKET

Part: PUMP — FAILED (HYD SYS) · airframe 34,093 hrs

HYDRAULIC SYSTEM FAILURE

Part: HOSE — MELTED (ZONE 100) · airframe 100 hrs

SMOKE IN CABIN, AC HOSE ASSY HAD SPIRAL WRAP ON IT THAT CONTACTED HEATER SYSTEM FITTING BETWEEN TUBES PN: S-9402EC-17 AND S-9402EC-12 WHICH MELTED AND IS SUSPECTED TO HAVE CAUSED THE SMOKE IN CABIN EVENT.

Part: FUEL CELL — CONTAMINATED (ZONE 100) · airframe 6,133 hrs

FUEL SMELL IN CABIN, FOUND RESIDUAL FUEL ON FUEL CELL FROM PREVIOUSLY PERFORMED MAINTENANCE.

Part: FITTING — INSTALLED (TAILBOOM) · airframe 7,668 hrs · 14,034 cycles

UPPER L/H TAILBOOM ATTACHMENT FITTING CRACKED

Part: BLOWER MOTOR — ODOR (ZONE 100) · airframe 4,595 hrs

INTERMITTENT ELECTRICAL SMELL

Part: INVERTER — ODOR · airframe 4,592 hrs

INTERMITTENT ELECTRICAL SMELL

Part: PUMP — FAILED (HYD SYSTEM) · airframe 24,568 hrs · 71,733 cycles

HYDRAULIC FAILURE

Part: WARNING MESSAGE — FALSE ACTIVATION (ZONE 400) · airframe 42,630 hrs · 38,416 cycles

BRAKE DEGRADED MSG DURING TAKEOFF. FACT 16JUN25 22:28 CLT FOLLOWED FIM 32-41-00-810-804-A STEPS 1.1,1.2,1.3, AND 15. FOUND TO BE A TRANSITORY CONDITION PER FIM. OK FOR SERVICE. OPS CHECK GOOD IRW AMM 32-41-00-700-801-A

Part: BLOWER MOTOR — ODOR (ZONE 100) · airframe 25,344 hrs · 19,261 cycles

AC SMELLS LIKE BURNT ELECTRIC WHEN TURN ON

Part: BLADE — DAMAGED (MAIN ROTOR) · airframe 4,984 hrs · 9,964 cycles

CRACK FOUND 3/8" FROM THE AFT BLADE BOLE AREA IN NON-REPAIRABLE AREA OF MAIN ROTOR BLADE.

Part: STIFFENER — CRACKED (STA 145) · airframe 4,734 hrs · 13,430 cycles

STATION 145 CLIP IS CRACKED IN MULTIPLE RIVET HOLES ON THE LH SIDE.

Part: STRUCTURE — CRACKED (TAIL BOOM) · airframe 2,555 hrs · 7,972 cycles

CRACK EXCEEDING THE MANUFACTURES LIMITS IN THE HORIZONTAL STABILIZER

Part: FUEL — ODOR · airframe 9,953 hrs · 11,463 cycles

SMELLING FUEL ON TAKEOFF.

Part: ANGLE — CRACKED (ZONE 100) · airframe 10,362 hrs

LH & RH FS 145 & STIFFENER CLIP CRACKED

Part: PITCH LINK — DEBONDED (MAIN ROTOR) · airframe 5,573 hrs · 12,094 cycles

BLUE MAIN ROTOR PITCH LINK, UPPER ROD END INSERT DE-BONDED. REMOVED BLUE MAIN ROTOR PITCH LINK PN:406-010-413-139, SN:US4717 IN REFERENCE TO DMC-407-A-67-13-0400A-520A-A, ISSUE 001 - 2020/01/06. INSTALLED SERVICEABLE PITCH LINK PN: 406-010-413-137, SN:TI1332 IN REFERENCE TO DMC-407-A-67-13-0400A-720A-A, ISSUE 002 - 2024/12/03.

Part: STIFFENER — CRACKED (ZONE 100) · airframe 27,943 hrs · 77,719 cycles

UPPER BOX BEAM FWD STIFFENERS CRACKED. PN 206-033-110-229 & 206-033-110-197

Part: UNKNOWN — ODOR (CABIN) · airframe 9,831 hrs · 11,248 cycles

FUEL SMELL IN CABIN. NO FAULTS WERE NOTED.

Part: MOTOR — FAILED (BLOWER) · airframe 9,817 hrs · 11,220 cycles

AIR CONDITIONER TURNED OFF IN FLIGHT FOLLOWED BY A BURNING SMELL DUE TO FAILED BLOWER MOTOR.

Part: ENGINE — FOD · airframe 10,497 hrs · 33,663 cycles

SMOKE FROM HEATING SYSTEM WHEN HEAT IS ON. SMOKE CLEARS WHEN TURNED OFF. UPON INSPECTION OF ENGINE FOR SMOKE, FOUND ENGINE HAS FOD DAMAGE.

Part: STIFFENER — CRACKED (BULKHEAD) · airframe 17,791 hrs · 39,017 cycles

LH FS 145 & STIFFENER CLIP CRACKED

Part: STIFFENER — CRACKED (BULKHEAD) · airframe 6,871 hrs · 22,863 cycles

LH FS 145 & STIFFENER CLIP CRACKED

Part: VENT LINE — BROKEN · airframe 1,351 hrs · 3,322 cycles

PILOT REPORTED A ENGINE CHIP LIGHT. AFTER LANDING OPENED UP ENGINE COWLING AND DISCOVERED VENT LINE WAS BROKEN.

Part: EXHAUST DUCT — CRACKED (ZONE 200) · airframe 1,351 hrs · 3,322 cycles

PILOT REPORTED A ENGINE CHIP LIGHT. AFTER LANDING OPENED UP ENGINE COWLING AND DISCOVERED VENT LINE WAS BROKEN. EXHAUST WAS CRACKED AND OIL STRUTT STANDOFF WAS CRACKED. BRACKET PN MS9592-133

Part: BEARING — COKED (ENGINE) · airframe 9,731 hrs · 40,107 cycles

EXCESSIVE SMOKE COMING FROM ENGINE AT IDLE. FOUND HEAVY COKING ON THE OIL STRUT AND POOR DRAIN BACK FROM 6/7 BEARINGS. ENGINE WAS INSTALLED 53.9 HRS PRIOR TO EVENT. ENGINE REQUESTED TO BE REMOVED AND RETURNED TO KEYSTONE FOR EVALUATION.

Part: BULKHEAD — CRACKED (ZONE 200) · airframe 5,367 hrs · 14,698 cycles

RH FS 145 BULKHEAD & STIFFENER CLIP CRACKED

Part: STIFFENER — CRACKED (ZONE 100) · airframe 5,900 hrs · 17,350 cycles

STATION 145 CLIP IS CRACKED IN MULTIPLE RIVET HOLES ON THE LH SIDE.

Part: STIFFENER — CRACKED · airframe 17,262 hrs

VERTICAL TUNNEL AFT RH STIFFENER CRACKED. VERTICAL TUNNEL SKIN CRACKED AT WL 65.0

Part: BULKHEAD — CRACKED · airframe 5,500 hrs

LH FS 145 CRACKED

Part: STIFFENER — CRACKED (ZONE 100) · airframe 5,164 hrs

RH FS 145 & STIFFENER CLIP CRACKED.

Part: SKIN — DAMAGED (ZONE 300) · airframe 5,701 hrs · 14,169 cycles

BIRD STRIKE WHILE IN CRUISE FLIGHT RETURNING TO BASE. PILOT LANDED IN FIELD NEAR FORUM AR. AMT NOTED DAMAGE TO VERTICAL FIN LOWER LEADING EDGE. REPLACED VERTICAL STABILIZER

Part: FUEL LINE — WORN · airframe 7,968 hrs · 16,473 cycles

FUEL SMELL IN THE CABIN. FUEL LINE WAS FOUND TO HAVE A WORN FLARE THAT CAUSED IT TO SEEP.

Part: FADEC — FAILED (ZONE 100) · airframe 2,835 hrs · 7,339 cycles

FADEC FAIL RUN ON LANDING PREFORMED.

Part: UNKNOWN — CRACKED (BS 145) · airframe 22,160 hrs · 40,103 cycles

CRACK IN 145 STATION

Part: STIFFENER — CRACKED · airframe 37,789 hrs

L/H FS 145 STIFFENER CLIP CRACKED.

Part: BLOWER MOTOR — ODOR (ZONE 200) · airframe 3,996 hrs

STRONG ELECTRICAL BURNING SMELL IN CABIN. TURNED OFF THE AC AND THE SMELL WENT AWAY.

Part: DRAIN — CLOGGED (ZONE 100) · airframe 11,655 hrs · 28,119 cycles

CREW NOTICED FUEL SMELL IN THE BACK OF THE AIRCRAFT DURING FLIGHT. FINDINGS: NO VISIBLE FUEL LEAKS FOUND IN CABIN, FUEL RESIDUE FOUND IN AFT FUSELAGE BOAT TAIL. SMALL DRAIN FOR THAT AREA WAS CLOGGED CLEARED OBSTRUCTION AND CLEANED AREA NO OTHER LEAKS NOTED.

Part: BULKHEAD — CRACKED (ZONE 100) · airframe 7,766 hrs

LH FS 145 & STIFFENER CLIP CRACKED

Part: BULKHEAD — CRACKED (ZONE 100) · airframe 7,766 hrs

RH FS 145 & STIFFENER CLIP CRACKED

Part: ATTACH FITTING — CRACKED (TAILBOOM) · airframe 4,756 hrs · 11,128 cycles

UPPER LEFT TAILBOOM ATTACHMENT FITTING, TAILBOOM SIDE, CRACKED FROM EDGE TO EDGE ACROSS TWO FWD OUTBOARD RIVETS

Part: STIFFENER — CRACKED (STA 145) · airframe 5,353 hrs · 14,635 cycles

THE STATION 145 CLIP IS CRACKED BY A RIVET HOLE ON THE RIGHT HAND SIDE.

Part: BLADE — CRACKED (MAIN ROTOR) · airframe 17,755 hrs · 16,792 cycles

M/R BLADE INBOARD TRIM TABS CRACKED