VIKING AVIATION LLC

Operated by Viking Aviation LLC (per NTSB report)

The loss of engine power due to high cycle fatigue failure of a power turbine stage 3 turbine wheel blade. The resulting engine imbalance caused a decoupling of the gas producer stage 1 and stage 2 turbine wheels leading to a stage 1 turbine overspeed and subsequent turbine wheel burst.

Operated by Viking Aviation LLC (per NTSB report)

The pilot’s failure to maintain clearance from the electrical box while repositioning.

Pilot incapacitation by a sudden cardiac event related to severe coronary artery disease, which resulted in a loss of helicopter control.

Operated by VIKING AVIATION INC (per NTSB report)

The NTSB determines that the probable cause of this accident was Survival Flight's inadequate management of safety, which normalized pilots' and operations control specialists' noncompliance with risk analysis procedures and resulted in the initiation of the flight without a comprehensive preflight weather evaluation, leading to the pilot's inadvertent encounter with instrument meteorological conditions, failure to maintain altitude, and subsequent collision with terrain. Contributing to the accident was the Federal Aviation Administration's inadequate oversight of the operator's risk management program and failure to require Title 14 Code of Federal Regulations Part 135 operators to establish safety management system programs.

Operated by Viking Aviation LLC (per NTSB report)

The pilot's loss of helicopter control during landing, which resulted in a hard landing and collision with a wall.

Sanction: $6,500 · case closed 2020-12-01

Sanction: $29,000 · case closed 2021-10-12

Sanction: $6,600 · case closed 2018-05-31

Part: FILTER — MISMANUFACTURED (ZONE 200) · airframe 19,804 hrs · 13,409 cycles

PERFORMING TRANSMISSION OIL AND FILTER CHANGE, MECHANIC NOTED THAT NEW OIL FILTER WOULD NOT INSTALL ON THE FILTER BOSS. WENT THROUGH INVENTORY AND FOUND THAT A TOTAL OF 10 FILTERS FROM OUR STOCK WOULD NOT FIT ON THE FILTER BOSS.

Part: WASHER — CRACKED (ZONE 400) · airframe 10,987 hrs · 3,560 cycles

WHILE CHANGING THE TRANSMISSION THE TECHNICIAN DISCOVERED ONE WASHER PN:140-007-25S22E6 CRACKED.

Part: WASHER — CRACKED (ZONE 200) · airframe 9,230 hrs · 31,585 cycles

WHILE CHANGING TRANSMISSION ASSEMBLY, TECHNICIAN NOTICED PYLON RETAINING BOLT WASHER PN:140-007-25S22E6 CRACKED ALL THE WAY THROUGH ON ONE SIDE.

Part: WASHER — CRACKED (ZONE 200) · airframe 3,820 hrs · 8,919 cycles

WHILE CHANGING TRANSMISSION ASSEMBLY, TECHNICIAN NOTICED THREE PYLON RETAINING BOLT WASHERS PN:140-007-25S22E6 CRACKED ALL THE WAY THROUGH ON ONE SIDE.

Part: CONTROL PANEL — SMOKE (ZONE 100) · airframe 3,176 hrs · 11,316 cycles

PILOT REPORTED SMOKE COMING FROM CAUTION PANEL IN FLIGHT.

Part: ADAPTER — DIRTY (ZONE 200) · airframe 4,799 hrs · 16,134 cycles

SHORTLY AFTER TAKEOFF THE AIRCRAFT MOMENTARY LOST POWER, THE LOW ROTOR LIGHT AND CAUTION HORN SOUND FOR LESS THAN 2 SECONDS, THE POWER RETURNED TO THE AIRCRAFT AND THE FADEC DEGRADE CAUTION LIGHT ILLUMINATED. THE PILOT CONTINUED TO MAKE THE PRECAUTIONARY LANDING IN THE FIELD. THE MECHANIC WAS CALLED, AND HE RESPONDED TO THE LOCATION OF THE AIRCRAFT. THE MECHANIC READ THE FAULT CODES AND ALL THE FADEC FAULT CODES POINTED TO A PROBLEM WITH THE MGT SYSTEM. FOLLOWING THE TROUBLESHOOTING PROCEDURE IN THE ROLLS ROYCE MAINTENANCE MANUAL IT WAS DETERMINED THE RESISTANCE WAS HIGH IN THE MGT WIRING GOING FROM THE FADEC COMPUTER TO THE THERMOCOUPLE HARNESS IN THE ENGINE. THE CANNON PLUGS WERE INSPECTED AND CLEANED IN ACCORDANCE WITH THE TROUBLESHOOTING GUIDE. THE AIRCRAFT WAS THEN GROUND RAN AND FLOWN WITHOUT ANY INCIDENT OR ANY CODES ON THE CAUTION PANEL.

Part: SUPPORT — CRACKED (VEERTICAL TUNNEL) · airframe 13,060 hrs · 27,386 cycles

CRACK FOUND IN VERTICAL TUNNEL WEB @ RBL 4.0 STA 87.5 WL 67.92.

Part: PITCH LINK — CRACKED (TAIL BOOM) · airframe 9,412 hrs · 44,465 cycles

DURING THE PREFLIGHT INSPECTION ONE OF THE BEARINGS ON THE TAIL ROTOR PITCH CHANGE LINK WAS FOUND WORN. THE BEARING STARTED TO WEAR THROUGH THE OUTER RACE AND THE PITCH CHANGE LINK WAS CRACKED.

Part: NONE — NONE · airframe 10,401 hrs · 35,840 cycles

THE FORWARD AND AFT LONGERONS IN THE TAIL CONE PART NUMBERS 206-031-314-037 AND 206-031-314-145 ARE CRACKED IN HALF AT STATION 192.

Part: CONTROL PANEL — INOPERATIVE (SATELLITE RADIO) · airframe 8,912 hrs · 31,777 cycles

THE SCREEN ON OUTERLINK DIALER (SATELLITE RADIO) FROZE, THE PILOT COULD NOT COMMUNICATE OR CHANGE CHANNELS ON THE DIALER.

Part: WIRE — CHAFED (ZONE 200) · airframe 8,582 hrs · 29,632 cycles

PILOT LOST HYDRAULIC PRESSURE IN FLIGHT. A WIRE WAS FOUND CHAFING ON THE HYDRAULIC RETURN LINE FROM THE TAIL ROTOR ACTUATOR. THE WIRE WAS CHAFED THROUGH THE INSULATION AND WAS ARCING ON THE HYDRAULIC LINE CREATING A HOLE IN THE LINE CAUSING LOSS OF FLUID.

Part: ENGINE — MAKING METAL · airframe 6,669 hrs · 14,957 cycles

DURING FLIGHT, THE AIRCRAFT YAWED LEFT AND THE ENGINE CHIP DETECTOR LIGHT ILLUMINATED. THE PILOT LANDED THE AIRCRAFT IN A FIELD. MECHANIC INSPECTED THE ENGINE CHIP DETECTORS AND FOUND EXCESSIVE METAL ON THE DETECTORS. THE ENGINE WAS REPLACED.

Part: COMPRESSOR — CRACKED (ENGINE) · airframe 2,014 hrs · 5,982 cycles

PILOT REPORTED HIS MGT HAD INCREASED IN FLIGHT. A VISUAL INSPECTION WAS PERFORMED ON THE ENGINE AND A CRACK ABOUT 3 INCHES LONG WAS FOUND ON THE LT FORWARD SIDE OF THE COMPRESSOR SCROLL.

Part: SERVO — RATCHETING (COLLECTIVE) · airframe 7,230 hrs

COLLECTIVE MOVEMENT WAS NOT SMOOTH. A RATCHETY FEELING IN THE COLLECTIVE LEVER. SERVO'S WERE SWAPPED TO THE CYCLIC CONTROLS. PROBLEM FOLLOWED THE SERVO.