Hillsboro Aviation, Inc

Operated by HILLSBORO AVIATION INC (per NTSB report)

The pilot's improper flare that resulted in a bounced landing.

Operated by HILLSBORO AVIATION INC (per NTSB report)

The student pilot's inadequate landing flare and lack of remedial actions, which resulted in a hard bounced landing.

Operated by HILLSBORO AVIATION INC (per NTSB report)

The flight instructor's improper decision to take off from a hover with low rotor rpm.

Operated by HILLSBORO AVIATION INC (per NTSB report)

The flight instructor’s failure to maintain airplane control during a go-around.

Operated by HILLSBORO AVIATION INC (per NTSB report)

The pilot was unable to see the other aircraft to avoid a collision.

Operated by HILLSBORO AVIATION INC (per NTSB report)

The airplane’s encounter with an unseen hole or obstacle on the grass runway.

Operated by HILLSBORO AVIATION INC (per NTSB report)

The student pilot's improper flare, which resulted in a bounced landing from which she was unable to recover.

Operated by Hillsboro Aviation Inc (per NTSB report)

The student pilot’s failure to maintain helicopter control during the landing flare and his subsequent interference with the flight instructor's control inputs. Contributing to the accident was the flight instructor’s inadequate supervision.

Operated by Hillsboro Aviation Inc (per NTSB report)

The student pilot's decision to hover-taxi behind a jet, resulting in the helicopter encountering jet wash and rolling over.

Operated by HILLSBORO AVIATION INC (per NTSB report)

A partial loss of engine power while on approach for undetermined reasons.

Operated by HILLSBORO AVIATION INC (per NTSB report)

The flight crew’s failure to maintain adequate main rotor speed while maneuvering, which resulted in a main rotor blade stall and an uncontrolled descent into terrain.

Operated by HILLSBORO AVIATION INC (per NTSB report)

The flight instructor's failure to maintain adequate main rotor RPM.

Operated by Hillsboro Aviation Inc. — None Operator Does Business As: (per NTSB report)

The pilot's failure to maintain aircraft control resulting in an uncontrolled descent and subsequent roll over. Low altitude flight and the pilot's encounter with settling with power were contributing factors.

Operated by Hillsboro Aviation (per NTSB report)

A loss of engine power for undetermined reasons.

Operated by Hillsboro Aviation Inc. (per NTSB report)

A degradation of aircraft control for undetermined reasons.

Operated by HILLSBORO AVIATION (per NTSB report)

Aircraft control was not maintained. Inadequate remedial action is a factor.

Sanction: $8,500 · case closed 2023-08-16

Sanction not stated · case closed 2013-05-31

Sanction: $300,000 · case closed 2013-05-31

Sanction not stated · case closed 2013-05-31

Sanction: $3,500 · case closed 2005-01-05

Part: CHIN BUBBLE — SEPARATED (LEFT) · airframe 3,066 hrs · 8,333 cycles

LT QUICK RELEASE REMOVABLE RUBBER MOUNTED CHIN BUBBLE WINDOW POPPED OUT WHEN AIRCRAFT LANDED IN REMOTE AREA. NO MAJOR DAMAGE ASIDE FROM ABRASION SCRATCHES OCCURRED TO WINDOW AND NO DEVIATIONS TO FLIGHT OCCURRED. AIRCRAFT LANDED WITHOUT ANY FURTHER INCIDENT. WINDOW WAS RECOVERED AND REPAIRS IN PROGRESS. TEMPERATURES HAVE BEEN UNUSUALLY HIGH AND APPROXIMATE OAT AT THE TIME WAS 93 DEGREES F. PREVIOUS DAY TEMPERATURES EXCEEDED 118 DEG F. AIRCRAFT IS PAINTED BLACK AND WINDOW OBSERVED TO BE EXCESSIVELY SOFT. WE DETERMINED THAT LATENT HEAT WAS A CONTRIBUTING FACTOR TO WINDOW POPPING OUT AS NO SIGNIFICANT DAMAGE WAS NOTED ON THE WINDOW FRAME, SEAL OR WINDOW ITSELF ASIDE FROM INCREASED PLASTICITY DUE TO HEAT.

Part: GEARBOX — CRACKED (MAIN) · airframe 14,303 hrs

MAIN GEARBOX CASE CRACKED IN WEBBING ABOVE INPUT QUILL. FERRY PERMIT REQUESTED TO RELOCATE AIRCRAFT TO A LOCATION FOR MAINTENANCE.

Part: GEARBOX — CRACKED (MAIN) · airframe 14,538 hrs · 15,980 cycles

CRACK SUSPECTED IN MAIN GEARBOX CASE ABOVE INPUT QUILL PURSUANT TO GUIDANCE FROM BELL HELICOPTERS IN BELL 205 CR&O FIG 66-37. CRACK APPEARS TO EXTEND THROUGH WEB IN AREA IDENTIFIED. CONTACTED BELL & RECEIVED LETTER OF NO TECHNICAL OBJECTION FOR A ONE TIME FERRY FLIGHT TO PLACE FOR MAINTENANCE. CONTACTED OUR PMI AT PORTLAND FDSO AND OBTAINED A FERRY PERMIT FOR ONE TIME FLIGHT. PERFORMED FERRY FLIGHT WITH NO ISSUES NOTED. REPLACED MAIN GEARBOX ASSEMBLY AND RETURNED AIRCRAFT TO SERVICE.

Part: STRUCTURE — CRACKED (ZONE 200) · airframe 11,488 hrs · 9,090 cycles

DURING A ROUTINE 12 MONTH INSPECTION THE HAT-RACK, LOCATED ABOVE AND BEHIND THE FORWARD FACING CABIN SEATS, WAS REMOVED TO INSPECT THE STRUCTURE IN THE AREA OF THE ENGINE PAN. 4 CRACKS IN PRIMARY STRUCTURE WERE DISCOVERED. 1 WAS ON THE EDGE OF AN INSPECTION HOLE ADJACENT TO THE RT PASSENGER SHOULDER RESTRAINT, INERTIA REEL, ATTACH POINT. THE SECOND WAS DIRECTLY ABOVE THE SAME INERTIA REEL AT A RIVET AND CRACKED THROUGH 3 LAYERS OF MATERIAL. THE THIRD WAS ON SECONDARY STRUCTURE ON THE LT SIDE FOR THE STRINGER SUPPORTING THE ENGINE PAN. THE FINAL CRACK WAS FOUND JUST BELOW THE LT PASSENGER SHOULDER INERTIA REEL AT THE EDGE OF A STRUCTURAL PANEL. THE ACFT HAD BEEN INSPECTED IN THIS AREA 12 MONTHS BEFORE WITH NO DEFECTS NOTED. POSSIBLE CAUSES ARE UNDER INVESTIGATION, INCLUDING HOW THE ACFT WAS OPERATED. THE POSSIBILITY OF AN UNREPORTED HARD-LANDING, OR UNUSUAL STRESSES ON THE PASSENGER SAFETY RESTRAINTS, WHICH ARE LOCATED NEAR THE CRACKS ON BOTH SIDES. CONTRIBUTING FACTORS MAY INCLUDE THE HIGH AIRFRAME TIME, 11,488 HOURS, OR THE NUMBER OF LANDING CYCLES, 9090. ACFT REMOVED FROM SERVICE FOR HIDDEN DAMAGE INSPECTION, EVALUATION, AND REPAIRS.

Part: FUEL CONTROL — FAULTY (RT ENGINE) · airframe 12,084 hrs

DURING DESCENT REDUCED POWER LEVERS TO IDLE, RT ENG WOULD NOT DECREASE BELOW 80 PERCENT N1, 500 PDS TORQUE, NORMAL SETTINGS 63 PERCENT & 100 PDS. INFORMED TOWER THAT WE HAD AN ENG ABNORMALITY & MAY NEED TO SHUT DOWN ON THE RUNWAY BUT DIDN'T NEED OTHER ASSISTANCE. PILOT FEATHERED RT PROP, LANDED WITH NO ISSUES & TAXIED BACK TO RAMP. WE BOARDED THE ACFT & HAD THE PILOT RUN THE ENG UP & WITNESSED THE SAME ISSUE WAS STILL PRESENT BUT N1 HAD DECREASED TO 70 PERCENT N1. THE ACFT WAS SHUT DOWN & WE INSPECTED THE FUEL CONTROL LINKAGE & COULD NOT FIND ANY ISSUES WITH THE LINKAGE OR RIGGING. WE STARTED & RAN THE ACFT AGAIN ON THE RAMP & THE RT ENG WAS OPERATING NORMALLY WITH NO ISSUES. CALLED THE FUEL CONTROL OVERHAUL SHOP & CAME TO THE CONCLUSION THAT IT WAS A DECELERATION ISSUE & REPLACED THE FUEL CONTROL WITH AN OVERHAULED FUEL CONTROL. WE WILL SEND THIS FUEL CONTROL IN FOR EVALUATION TO TRY & DETERMINE THE CAUSE.

Part: OIL FILTER — DEBONDED (ENGINE)

SCAVENGE OIL FILTER PN P-1050, REPLACES PN 038088-08, END CAP COMING OFF OF THE FILTER DURING REMOVAL AND STAYING IN THE FILTER HEAD ASSY. THE CHANCES OF INSTALLING A NEW FILTER AND HAVING THE OLD END CAP STILL INSTALLED IS POSSIBLE.

Part: DISC PACK — LOOSE (T/R DRIVE)

FOUR MOUNT BOLT NUTS WERE FOUND LOOSE DURING TORQUE CHECK REQUIRED BY PARAGRAPH B OF AD 97-24-17. DISC PACK WAS REMOVED AND REPLACED WITH NEW DISC PACK.

Part: TRANSMITTER — FAILED (RT WING FUEL)

RIGHT FUEL QUANTITY GAUGE INOPERABLE. TRACED PROBLEM TO TRANSMITTER IN RT WING. PLASTIC FLOAT HAD SEPARATED FROM THE ARM AND WAS ALLOWING THE ARM TO SINK. FLOAT FAILED BECAUSE OF INADEQUATE CRIMP ON ARM WHICH ALLOWED THE RETAINING WASHER AND FLOAT TO COME OFF. THIS TRANSMITTER WAS INSTALLED ONLY 11.0 HOURS AGO. ANOTHER NEW TRANSMITTER WAS INSTALLED AND SYSTEM APPEARS TO OPERATE NORMALLY.

Part: CONTROL CABLE — MISROUTED (AUTOPILOT)

DURING ROUTINE INSPECTION, FOUND AUTOPILOT SERVO CONTROL CABLE WRAPPED AROUND RT AILERON CONTROL CABLE. MM DOES NOT SHOW THESE CABLES CROSSED. INSPECTED CABLES FOR DAMAGE AND POSITIONED PROPERLY. AIRCRAFT WAS DELIVERED FROM THE MANUFACTURER WITH THIS CONDITION.

Part: TRANSMITTER — FAILED (LT/RT FUEL QTY)

PILOT COMPLAINED OF FLUCTUATING FUEL QUANTITY INDICATING GAUGE. TRACED PROBLEM TO BOTH LEFT AND RIGHT QUANTITY TRANSMITTERS GIVING ERRONEOUS OHM READINGS. REPLACED TRANSMITTERS AND SYSTEM OPERATES NORMALLY.

Part: FITTING — CRACKED (LT MLG TRUNNION)

DURING 100-HOUR INSPECTION, FOUND LT MAIN LANDING GEAR FORWARD TRUNNION FITTING WITH A CRACKED UPPER INBOARD ATTACHMENT LUG.

Part: RIB — CRACKED (AILERON)

LEFT AND RIGHT AILERONS REMOVED TO FACILITATE SKIN REPLACEMENT. AFTER REMOVING SKIN, FOUND ALL AILERON NOSE RIBS WITH HINGE FITTINGS ATTACHED CRACKED AT BOLT HOLES. PIPER SB 702 AND SB 725A HAVE PREVIOUSLY BEEN COMPLIED.

Part: BEARING — GALLED (T/R GEARBOX)

TAIL ROTOR GEARBOX DISASSEMBLED FOLLOWING CHIP LIGHT INDICATION. FOUND OUTPUT SHAFT DUPLEX BEARING SET BAD. INNER RACE OF BEARING SEVERELY GALLED AND FLAKING. SUBMITTER STATED THIS WAS THE SECOND OCCURRENCE OF THIS TYPE FAILURE WITHIN 600 HOURS, AND 17 MONTHS. EXXON 2380 OIL USED.