PAPILLON AIRWAYS INC

Operated by Papillon Airways, Inc (per NTSB report)

The pilot’s failure to apply anti-torque pedal input in a sufficient, timely, and sustained manner while attempting to arrest a turn during a hover-taxi, which resulted in a loss of directional control. Contributing to the severity of the occupants’ injuries was the inconsistent performance of the seats’ energy-absorption devices, which was likely due to the rotational forces encountered during the accident which were not required to be accounted for during the seat certification process.

Operated by Papillon Airways, Inc. (per NTSB report)

A loss of tail rotor effectiveness, the pilot’s subsequent loss of helicopter control, and collision with terrain during an approach to land in gusting, tailwind conditions in an area of potential downdrafts and turbulence.

The ground crewman’s failure to hold onto the passenger door while the main rotor was still rotating, which resulted in the door separating from the helicopter and damaging the main rotor.

Operated by Papillon Airways Inc. (per NTSB report)

The pilot's failure to maintain clearance from terrain while hover taxiing backward, resulting in the tail striking terrain.

Operated by PAPILLON AIRWAYS INC (per NTSB report)

The airplane flight crew’s failure to exercise the necessary vigilance and precautions and yield the right of way to the landing helicopter, which resulted in the airplane colliding with the helicopter. Contributing to the accident was the helicopter pilot’s decision to continue his descent without positively determining that the airplane did not pose a collision hazard.

Operated by PAPILLON AIRWAYS INC (per NTSB report)

The pilot’s decision to exit the helicopter while it was running and his failure to properly secure the flight controls with the engine operating at flight idle before exiting the helicopter.

Operated by Papillon Airways Inc. (per NTSB report)

A loss of engine power due to fuel starvation as a result of the noncertificated maintenance technician’s failure to properly tighten and safety wire a B-nut fitting. Contributing to the accident was the maintenance technician’s failure to follow the manufacturer’s maintenance manual instructions.

Operated by PAPILLON AIRWAYS INC (per NTSB report)

The failure of the flight instructor and the pilot receiving instruction to recognize before entering the flare that the wind had shifted to a tailwind and terminate the practice autorotation.

Operated by PAPILLON AIRWAYS INC (per NTSB report)

A total loss of engine power during descent for reasons that could not be determined because postaccident engine examinations and testing revealed no evidence of an anomaly that would have precluded normal operation.

Operated by Papillon Airways Inc (per NTSB report)

The pilot's failure to maintain control of the helicopter.

Operated by Papillon Airways (per NTSB report)

A loss of engine power due to the failure of the number three engine bearing as a result of oil starvation due to coked oil obstructing the oil passages.

a loss of power for undetermined reasons.

Operated by Papillon Airways, Inc. (per NTSB report)

the pilot's failure to maintain distance and altitude during landing approach, resulting in the helicopter striking the ground during approach.

Operated by PAPILLON AIRWAYS INC. (per NTSB report)

The failure and subsequent disintegration of the oil cooler fan forward hanger bearing.

Operated by PAPILLON AIRWAYS (per NTSB report)

The malfunction and erratic speed control of the engine's governor, and the flight instructor's delayed remedial action.

Operated by PAPILLON HAWAIIAN HELICOPTERS (per NTSB report)

FAILURE OF THE ENGINE-DRIVEN FUEL PUMP, WHICH RESULTED IN THE LOSS OF POWER, AND THE LACK OF AIRCRAFT FLOTATION EQUIPMENT. FACTORS RELATED TO THE ACCIDENT WERE: FLIGHT OVER WATER ADJACENT TO TERRAIN THAT AFFORDED NO SUITABLE FORCED LANDING SITE, AND THE LACK OF A PASSENGER BRIEFING BY THE OPERATOR ON THE LOCATION AND OPERATION OF LIFE PRESERVERS.

Operated by PAPILLON HAWAIIAN HELICOPTERS (per NTSB report)

The pilot's poor in-flight decision by failing to attain the best rate of climb speed and exceeding the helicopter's hover performance capability. The clouds and downdraft were factors in this accident.

Operated by PAPILLON AIRWAYS, INC. (per NTSB report)

FAILURE OF THE PILOT OF N444CR TO MAINTAIN ADEQUATE MAIN ROTOR CLEARANCE FROM N38903, AND THE OPERATOR'S FAILURE TO PROVIDE ADEQUATE OR RECOMMENDED SAFE HELIPAD DIMENSIONS. A FACTOR IN THE ACCIDENT WAS THE LACK OF VISUAL REFERENCE TO THE ROTATING BLADES OF THE PARKED HELICOPTER, N38903.

Operated by PAPILLON AIRWAYS, INC. (per NTSB report)

A NON-MECHANICAL LOSS OF ENGINE POWER DUE TO FUEL EXHAUSTION AND SUBSEQUENT HARD LANDING BY THE PILOT. CONTRIBUTING TO THE ACCIDENT WAS A MALFUNCTIONING FUEL LOW LEVEL INDICATION SYSTEM.

Sanction: $2,000 · case closed 2020-12-18

Sanction: $6,050 · case closed 2017-08-31

Sanction: $20,500 · case closed 2015-01-26

Sanction not stated · case closed 2015-01-26

Sanction: $3,000 · case closed 2001-12-26

Part: HYDRAULIC SYSTEM — FAULTED (ZONE 200) · airframe 3,838 hrs · 10,015 cycles

AIRCRAFT WAS DOING LEFT 180 AT QUARTERMASTER CANYON FOR BURNT SPRINGS PILOT STARTED TO NOTICE A STRANGE ODOR IN THE AIRCRAFT. ABOUT 5 SECONDS LATER, A TON OF WHITE SMOKE STARTED TO POUR INTO THE CABIN THROUGH THE A/C VENTS. PILOT IMMEDIATELY TURNED OFF THE A/C AND SMOKE DISSIPATED. THE HYD AND SERVO LIGHT WERE BOTH ILLUMINATED. PILOT FLEW TO GCW AND SHUT DOWN.

Part: NONE — MALFUNCTIONED (ZONE 200) · airframe 34,425 hrs · 75,887 cycles

PILOT REPORTED THE FOLLOWING: "AT ROUGHLY 230 P.M., I WAS MAKING MY WAY BACK FROM A NORTH CANYON TOUR LANDING SOUTH TAKEOFF WEIGHT 3767 POUNDS. WINDS WERE ABOUT 9 KTS GUSTING 18 FROM THE DIRECTION OF A ABOUT 220 AND I RECEIVED VERY LITTLE TO NO TURBULENCE THOUGHT THE ENTIRE FLIGHT. SHORTLY AFTER MAKING A CALL TO 978 THAT I WAS 2 MILES OUT, I EXPERIENCED A CONTINUOUS STRONG VERTICAL HOP ON COPTER 9 AT AN ALTITUDE OF 6900 AND AT AIRSPEED OF 90KTS. TEMPERATURE WAS ABOUT 29 DEGREES CELSIUS, TORQUE WAS AROUND 72, N1 WAS AT 94% AND N2 AT 100%. AS IT WAS HOPPING, I EXPERIENCED A DESCENT RATE OF ABOUT 300-400 FPM. ANTI TORQUE PEDAL PERFORMANCE DECREASED AND I STARTED TO YAW RIGHT BUT I WAS STILL ABLE TO MAINTAIN AIRCRAFT HEADING PLUS OR MINUS 10 DEGREES. THIS LASTED FOR ABOUT 3-4 SECONDS. WHEN IT HAPPENED, I INCREASED POWER TO STOP MY DESCENT AND INITIATED A CLIMB. WHEN THE AIRCRAFT LEVELED OFF, THE HOPPING STOPPED AND I WAS ABLE TO CLIMB BACK TO 6900 AND LAND SAFELY SHORTLY AFTER. PASSENGERS SEEMED OK. CURRENT PILOT WEIGHT 170 POUNDS. PERFORMANCE CALCULATION FOR THE DAY IGE 3900, OCE 3800."

Part: NONE — MALFUNCTIONED (ZONE 200) · airframe 31,568 hrs

PILOT REPORTED THE FOLLOWING: "WHILE ON THE DOWNWIND IN STRAIGHT AND LEVEL FLIGHT AT APPROXIMATELY 70KTS I REDUCED POWER FOR A 60KT AIRSPEED. THE AIRCRAFT IMMEDIATELY BEGAN AN AGGRESSIVE VERTICAL HOP MOVING ME AND THE FRONT SEAT PASSENGER ABOUT IN OUR SEATS AND BANKED SLIGHTLY TO THE RIGHT. I BANKED LEFT AND INCREASED POWER. THIS CAUSED THE VERTICAL HOP SEVERITY TO DECREASE BUT NOT SUBSIDE COMPLETELY. I REDUCED POWER AGAIN FOR FINAL DESCENT AND LANDING. VERTICAL MOTION AT THIS TIME WAS MINIMAL. THE DURATION OF THE MOST AGGRESSIVE VERTICAL MOTION WAS APPROXIMATELY 10 SECONDS. DURING THE EVENT, NR INCREASED TO APPROXIMATELY 107% AND T2 DECREASED TO APPROXIMATELY 90%. THE TOWER CALL OUT WINDS OF 140 DEGREES AT 6KTS AT THE TIME OF THE FLIGHT. I EXPERIENCED NO TURBULENCE AT THE TIME OF FLIGHT."

Part: ACTUATOR — WARNING MESSAGE · airframe 2,612 hrs

FAILED AP TEST DURING RUN-UP. DURING T/F EVAL WITH ALL AVIONICS POWERED ON, ACTUATOR MESSAGE ON CAD WITH YAW DISPLAYED ON PFD AND AP1 AND AP2 BOTH TURNED ON. WHEN CONDUCTING AP TEST, HAD AP1, AP2, YAW SAS, ACTUATOR AND BACKUP SAS DISPLAYED ON CAD WITH YAW DISPLAYED ON PFD. AIRCRAFT WOULD NOT PASS THE AP TEST.

Part: ENGINE — MAKING METAL · airframe 6,395 hrs · 13,038 cycles

PILOT NOTICED ENGINE CHIP LIGHT ON APPROACH TO LAS VEGAS. NO INDICATIONS OF NOISE, VIBRATION, OR OTHER LIGHT.

Part: MOTOR — UNSERVICEABLE (AC SSYTEM) · airframe 4,602 hrs · 36,498 cycles

SMOKE COMMING FROM RIGHT FRONT AIRCOND VENT.

Part: TACH GENERATOR — FAILED (ENGINE) · airframe 15,698 hrs · 40,095 cycles

PILOT REPORTED THAT DURING CRUISE FLIGHT, THE ENG OUT LIGHT ILLUMINATE. AFTER A CHECK OF THE GAGES THERE WHERE NO OTHER INDICATIONS OF A ENGINE FAILURE. SHORTLY AFTER ANOTHER CHECK OF THE GAGES THE N1 GAGE READ 0. I SUSPECTED A GAGE MALFUNCTION AND INITIATED A DECENT TOWARDS THE DRAGON LZ TO MAKE A PRECAUTIONARY LANDING. AFTER LANDING I RADIOED 978 THAT I HAD LANDED SAFELY AND THEY INITIATED A RECOVERY SHIP. MAINTENANCE ARRIVED AND INSPECTED THE AIRCRAFT AND DETERMINED THAT THE N1 TACH GENERATOR WAS INOPERATIVE AND WAS REPLACED. AIRCRAFT WAS APPROVED FOR RETURN TO SERVICE POST GROUND RUNS.

Part: WINDOW — INFLT SEPARATION (RT FWD) · airframe 3,719 hrs · 30,047 cycles

SHORTLY AFTER TAKE OFF, THE RT FORWARD PASSENGER WINDOW DEPARTED THE ROTORCRAFT, THE PILOT INITIATED A RETURN TO DEPARTURE FOR INSPECTION AND WINDOW REPLACEMENT.

Part: FIRE WARNING — FALSE ACTIVATION · airframe 4,286 hrs · 7,308 cycles

FALSE FIRE WARNING DETECTION INDICATION. MAINTENANCE PERFORMED VISAUL INSPECTION AND NO DEFECTS NOTED. CONNECTORS WERE CLEANED AND OPERATION CHECK FLIGHT COMPLETED, NO FURHTER ISSUE RESULTED.

Part: FIRE WARNING — FALSE ACTIVATION (COCKPIT) · airframe 4,286 hrs · 7,308 cycles

FALSE FIRE WARNING DETECTION INDICATION. MAINTENANCE TECH PERFORMED VISUAL AND FUNCTIONAL CHECK OF THE SYSTEM AND FOUND NO DEFECTS. CONNECTORS WERE CLEANED AND REINSTALLED. OPERATIONAL CHECK FLIGHT WAS CONDUCTED, NO FURTHER DISCREPANCIES NOTED.

Part: PANEL — SMOKE (COCKPIT) · airframe 11,973 hrs · 22,103 cycles

SMOKE COMING FROM THE 30A PANEL IN FLIGHT. 30A PANEL WAS REMOVED AND REPLACED AND FUNCTIONALLY TESTED AND APPROVED FOR RETURN TO SERVICE.

Part: WIRE HARNESS — BURNED (GENERATOR) · airframe 9,120 hrs · 16,731 cycles

DURING CRUISE FLIGHT, GENERATOR LIGHT ILLUMINATED AND THE VEMD INDICATED HIGH AMPS READINGS OF 230 AMP DRAW. PILOT TURNED GENERATOR SYSTEM OFF AND RETURN TO BASE WITH NO SFRA DEVIATION.

Part: DISCHARGE TUBE — BURST (AC SYSTEM) · airframe 12,801 hrs · 12,973 cycles

PILOT FLYING BACK, NOTICED AIR CONDITIONING WAS BEGAN BLOWING HOT AIR, HE THEN SWITCHED FROM AC TO FAN & BACK TO AC. THEN HE NOTICED THAT THAT GREY SMOKE STARTED TO FILL THE CABIN OF THE ACFT. NO ELEC SMELL WAS NOTICED. PILOT PERFORMED AN UNSCHEDULED LANDING. ACFT WAS THEN INSPECTED & DETERMINED THAT THE VISIBLE GREY SMOKE NOTICED WAS THE SYS DISCHARGING THE R134 INTO THE AIR CONDITION VENT SYS. NO ACTUAL BURNING OF ANY KIND OCCURRED IT WAS A THE R134 VAPOR, THE AIR CONDITIONING DISCHARGE LINE BURST NEXT TO THE PYLON DECK, LT SIDE NEXT TO THE AIR CONDITIONING COMPRESSOR. THE LINE WAS REPLACED & SYS SERVICED WITH R134, FUNCTIONALLY TESTED & FURTHER DEFECTS NOTED.

Part: STRUCTURE — CRACKED (TAILBOOM)

ACFT WAS IN THE PROCESS OF A DAILY PREFLIGHT, DURING THE PREFLIGHT THE PILOT FOUND A CRACK ON THE TAILBOOM. THE CRACK WAS VALIDATED, IT IS 118.6250" AFT FROM THE TAILBOOM TO AIRFRAME ATTACHMENT BULKHEAD. THE LENGTH OF THE CRACK IS 1.6250". IT ORIIGINATES UNDER AN OVERLAPPED PIECE OF THE TAILBOOM SKIN FROM AN ATTACHING RIVET.

Part: MOTOR — INOPERATIVE (BLOWER) · airframe 12,331 hrs · 26,828 cycles

AFTER DEPARTURE, AN ODOR OF A WIRE BURNING AND SHORTLY AFTER, SMOKE APPEARED TO COME FROM BEHIND THE COCKPIT. TURNED THE AIR CONDITIONING OFF AND THE SMOKE STOPPED, TURNED AROUND AND LANDED BACK AT DEPARTURE. UNABLE TO DUPLICATED, IDENTIFIED THE BLOWER AS INOPERATIVE, BLOWER WAS REPAIRED AND AIRCRAFT WAS RETURNED TO SERVICE WITH NO FURTHER ISSUES.

Part: ENGINE — WARNING LIGHT · airframe 8,026 hrs · 35,115 cycles

DURING CRUISE FLIGHT, ENROUTE, PILOT RECEIVED A WARNING INDICATION FROM ENGINE CHIP LIGHT ILLUMINATION CAUTION PANEL AND FOLLOWED THE FLIGHT MANUAL AND LANDED.

Part: FCU — MALFUNCTIONED (ENGINE)

FERRY FLIGHT UNDER CFR PART 91. APPROXIMATELY 15 MINUTES INTO FLIGHT. STRAIGHT AND LEVEL CRUISE AT 80 PERCENT TORQUE, PILOT HEARD THE TORQUE WARNING HORN AND IMMEDIATELY AFTER THE ENGINE SPOOLING UP, PILOT LOWERED THE COLLECTIVE AND NOTED THE TORQUE DECREASING BELOW THE RED LINE. PILOT SCANNED TO THE N2/NR TACHOMETER AND NOTED AN ENGINE/ROTOR INDICATION OF APPROXIMATELY 122 PERCENT. PILOT IMMEDIATELY BEGAN TO SMOOTH DECREASE THE THROTTLE AS HE TURNED TOWARD THE CLOSEST SUITABLE LANDING SITE. THE PILOT PERFORMED A AUTOROTATION WITH POWER ON.

Part: MOTOR — FAILED (BLOWER) · airframe 6,983 hrs · 30,706 cycles

NOISE NOTICED DURING FLIGHT, FOLLOWED BY SMOKE FROM AIR CONDITIONING VENTS. PILOT PERFORMED A PRECAUTIONARY LANDING. TECH DISCOVERED FORWARD EVAPORATOR MOTOR TO BE INOPERATIVE, FURTHER INVESTIGATION REVEALED THAT THE FAN BROKE APART INTERNALLY CAUSING THE BLOWER MOTOR TO OVERHEAT.

Part: WIRE HARNESS — CHAFED (INSTRUMENT PANEL) · airframe 11,976 hrs · 26,229 cycles

PILOT REPORTED, AFTER DEPARTING, TURNED THE AIR CONDITIONING FAN ON AND WHEN IN CRUISE HE NOTICED A SPARK FALL FROM UNDERNEATH THE INSTRUMENT PANEL NEXT TO THE LT SIDE OF THE INSTRUMENT BULKHEAD (RT ANTI-TORQUE PEDAL AREA). MADE A LEFT TURN DIRECT TO DEPARTURE AIRPORT. THEN TURNED THE AIR CONDITIONING FAN OFF AS A PRECAUTIONARY MEASURE AND NOTIFIED MX. MECHANIC INSPECTED AREA AND FOUND POWER WIRE TO THE FAN SWITCH CHAFING, CAUSING THE SPARK.

Part: WARNING LIGHT — FALSE ACTIVATION (FIRE DETECTION) · airframe 584 hrs · 4,972 cycles

DURING TAKEOFF, THE FIRE LIGHT ILLUMINATED, PILOT PERFORMED AN UNSCHEDULED LANDING, MX WAS THEN CALLED OUT AND FOUND THAT THE 30 ALPHA PANEL FIRE TEST SWITCH WAS DEPRESSED. TECH CYCLED THE SWITCH AND PERFORMED FUNCTIONAL CHECK NO FURTHER ACTION WAS REQUIRED.

Part: SWITCH — DAMAGED (FIRE DETECTION) · airframe 584 hrs · 4,972 cycles

CAUTION PANEL FIRE LIGHT ILLUMINATED DURING TAKEOFF, PILOT PERFORMED AN UNSCHEDULED LANDING, DISCOVERED THAT THE FIRE LIGHT PRESS TO TEST SWITCH WAS FOUND ENGAGED. TECH DISENGAGED FIRE LIGHT PRESS TO TEST SWITCH TO EXTINGUISH LIGHT. SWITCH FOUND TO BE IN SERVICABLE CONDITION AND SYS WAS FUNCTIONING AS REQUIRED.

Part: CONTROL PANEL — UNSERVICEABLE (COCKPIT) · airframe 3,716 hrs

ON OTBD FLIGHT 30 ALPHA PANEL PRODUCED AN ELECTRICAL CHEMICAL SMELL, PERFORMED INSP ON PANEL, SN PO29433 AND FOUND ANTI-COLLISION CIRCUIT INOPERTIVE. REPLACED 30 ALPHA PANEL WITH SN PO15420.

Part: BRAKE — CRACKED (MAIN ROTOR)

ROTOR BRAKE PAD CRACKED FROM NEW. EDGES FALLING APART WHILE INSTALLED ON ACFT. R & R WITH ONLY 94.7 HRS PART TT. PROBABLE CAUSE MAY BE BAD BATCH. FOUND A 1200T INSPECTION. MFRF0210 CODE.

Part: SERVO — WORN (FLIGHT CONTROL)

PILOT FOUND UPPER ROD END BEARING LOOSE, WITHIN SERVO HOUSING. ON FURTHER INVESTIGATION, FOUND THREADS IN SERVO BODY WORN BEYOND LIMITS. COULD HAVE CAUSED A CATASTROPHIC FAILURE.

Part: STUD — WORN (OIL CAP) · airframe 27,711 hrs · 44,976 cycles

ACFT WAS IN CRUISE FLT, PILOT NOTICED OIL PRESSURE DEMINISHING, PILOT INITIATED LANDING. ONCE ACFT WAS ON THE GROUND PILOT NOTICED OIL PRESSURE AT FLUCTUATING FROM ZERO TO 30 PSI, AND ALSO NOTICED SMOKE COMING FROM ENGINE. ENGINE WAS SHUTDOWN AND MX WAS CALLED OUT. UPON ARRIVAL, TECH NOTICED OIL ON BOTH SIDES OF MID FUSELAGE. UPON FURTHER INSPECTION, WITH ENGINE COWLING REMOVED, NOTICED THAT THE ENGINE OIL FILTER CAP WAS NOT FULLY SEATED. PROCEEDED TO FURTHER INSPECT AND FOUND THAT 1 OF THE STUDS THAT SECURES THE CAP DOWN HAD WORN THREADS.

Part: SENSOR — DEBONDED (M/R MAST)

INTERNAL COMPONENTS OF THE NR SENSOR DEBONDED AND EXTRUDED FROM THE SENSOR HSG. THE EXTRUDED PARTS THEN CONTACTED THE ROTATING COG WHEEL OF THE MAIN ROTOR MAST SYS, DAMAGING THE SENSOR, THE ROTATING COG WHEEL ALSO SUSTAINED DAMAGE DUE TO CONTACT AND CAUSED POSSIBLE CONTAMINATION OF THE MAIN ROTOR GEARBOX OIL WITH PARTICULATES FROM BOTH. THE NR SENSOR AND COG WHEEL.

Part: SWITCH — DEFECTIVE (COCKPIT)

A MALFUNCTION OCCURRED BETWEEN THE 30 ALPHA PANEL AND STROBE LIGHT SWITCH CAUSING THE STROBE LIGHTS NOT TO WORK. THE 30 ALPHA PRINTED CIRCUIT BOARD AND STROBE LIGHT SWITCH BOTH SUSTAINED BURN MARKS AND MELTED SOLDER POINTS. THE CIRCUIT BRAKER FOR THE STROBE LIGHT SYS DID NOT INTERRUPT THE MALFUNCTION.

Part: PANEL — DEFECTIVE (COCKPIT)

A MALFUNCTION OCCURRED BETWEEN THE 30 ALPHA PANEL AND STROBE LIGHT SWITCH CAUSING THE STROBE LIGHTS NOT TO WORK. THE 30 ALPHA PRINTED CIRCUIT BOARD AND STROBE LIGHT SWITCH BOTH SUSTAINED BURN MARKS AND MELTED SOLDER POINTS. THE CIRCUIT BREAKER FOR THE STROBE LIGHT SYSTEM DID NOT INTERRUPT THE MALFUNCTION.

Part: SWITCH — MALFUNCTIONED (COCKPIT)

A MALFUNCTION OCCURRED BETWEEN THE 30 ALPHA PANEL AND STROBE LIGHT SWITCH CAUSING THE STROBE LIGHTS NOT TO WORK. THE 30 ALPHA PRINTED CIRCUIT BOARD AND STROBE LIGHT SWITCH BOTH SUSTAINTED BURN MARKS AND MELTED SOLDER POINTS. THE CIRCUIT BREAKER FOR THE STROBE LIGHT SYS DID NOT INTERRUPT THE MALFUNCTION.

Part: PANEL — MALFUNCTIONED (COCKPIT)

A MALFUNCTION OCCURRED BETWEEN THE 30 ALPHA PANEL AND STROBE LIGHT SWITCH CAUSING THE STROBE LIGHTS NOT TO WORK. THE 30 ALPHA PRINTED CIRCUIT BOARD AND STROBE LIGHT SWITCH BOTH SUSTAINED BURN MARKS AND MELTED SOLDER POINTS. THE CIRCUIT BREAKER FOR THE STROBE LIGHT SYS DID NOT INTERRUPT THE MALFUNCTION.

Part: SWITCH — MALFUNCTIONED (COCKPIT)

A MALFUNCTION OCCURRED BETWEEN THE 30 ALPHA PANEL AND STROBE LIGHT SWITCH CAUSING THE STROBE LIGHTS NOT TO WORK. THE 30 ALPHA PRINTED CIRCUIT BOARD AND STROBE LIGHT SWITCH BOTH SUSTAINED BURN MARKS AND MELTED SOLDER POINTS. THE CIRCUIT BREAKER FOR THE STROBE LIGHT SYSTEM DID NOT INTERRUPT THE MALFUNCTION.

Part: SKIN — CRACKED (TAILBOOM)

ON 3-14-11 DURING A PREFLIGHT INSP BY PILOT, A CRACK WAS DISCOVERED IN THE TAILBOOM SKIN ON THE RT SIDE WHERE THE HORIZ STABILIZER MOUNTS AFT LOWER CORNER. THE CRACK ORIGINATES THERE AND CONTINUES UNDER A SPAR (OVER 1 IN LONG). MFG HAS BEEN CONTACTED AND ALREADY HAS A REPAIR SCHEME FOR THIS, DUE TO OTHER CUSTOMER HAVING SAME ISSUE. THIS IS THE 3RD ACFT GROUNDED IN 2 DAYS FOR IDENTICAL CRACK.

Part: SKIN — CRACKED (TAILBOOM)

ON 3-14-11 DURING THE INSP OF A 600 HR T INSP, A CRACK WAS DISCOVERED IN THE TAILBOOM SKIN ON THE RT SIDE WHERE THE HORZ STAB MOUNTS AFT LOWER CORNER. THE CRACK ORIGINATES THERE AND CONTINUES UNDER A SPAR (OVER 1 INCH LONG). MFG HAS BEEN CONTACTED AND ALREADY HAS A REPAIR SCHEME FOR THIS DUE TO OTHER CUSTOMERS HAVING SAME ISSUE.

Part: SKIN — CRACKED (TAILBOOM)

ON 3-15-11 DURING A 100 HOUR INSP, A CRACK WAS DISCOVERED IN TAILBOOM SKIN ON THE RIGHT SIDE WHERE THE HORIZ STAB MOUNTS AFT LOWER CORNER. THE CRACK ORIGINATES THERE AND CONTINUES UNDER A SPAR (OVER 1 INCH LONG). MFG HAS BEEN CONTACTED AND ALREADY HAS A REPAIR SCHEME FOR THIS DUE TO OTHER CUSTOMERS HAVING SAME ISSUE.

Part: DRIVE SHAFT — WORN (TAIL ROTOR) · airframe 3,731 hrs

DURING INSPECTION FOUND THE DRIVE SPLINES ON THE TR DS CENTER SECTION TO BE WORN BEYOND LIMITS. INSTALLED NEW TR DS.

Part: FREQ ADAPTER — CRACKED (MAIN ROTOR) · airframe 2,440 hrs

DURING THE DAILY INSPECTION, FOUND A VERTICLE CRACK EXTENDING UP FROM THE LOWER HOLE ON THE AFT SIDE OF THE ADAPTER. INSTALLED 3 SERVICEABLE ADAPTERS.

Part: FREQ ADAPTER — CRACKED (MAIN ROTOR) · airframe 2,440 hrs

DURING THE DAILY INSPECTION, FOUND A VERTICLE CRACK EXTENDING UP FROM THE LOWER HOLE ON THE AFT SIDE OF THE ADAPTER. INSTALLED 3 SERVICEABLE ADAPTERS.

Part: PUMP — WORN (HYD SYSTEM) · airframe 3,638 hrs

PILOT REPORTED A SERVO AND HYD LIGHT ILLUMINATION DURING FLIGHT. UPON INSPECTION IT WAS FOUND, THAT THE SPLINES OF THE BELT DRIVEN HYD PUMP DRIVE COUPLING HAD WORN TO THE POINT THEY WERE SLIPPING. REPLACED HYD PUMP AND DRIVE COUPLING.

Part: POTENTIOMETER — MALFUNCTIONED (COLLECTIVE PITCH) · airframe 2,144 hrs

FAIL CODE 122 DISPLAYED ON VEMD AFTER FLIGHT. REPLACED COLLECTIVE PITCH POTENTIOMETER.

Part: POTENTIOMETER — MALFUNCTIONED (COLLECTIVE PITCH) · airframe 2,144 hrs

FAIL CODE 122 DISPLAYED ON VEMD AFTER FLIGHT. REPLACED COLLECTIVE PITCH POTENTIOMETER.

Part: SWIRLPLATE — CRACKED (ENGINE) · airframe 2,083 hrs

DURING INSPECTION FOUND CRACKS AROUND THE BOLTS IN THE SWIRL PLATE EXTENDING TO THE FOURTH ROW OF HOLES. ONE OF WHICH HAD TWO CRACKS INTERSECTING WITH EACH OTHER. THIS COULD HAVE POSSIBLY LED TO THAT PIECE COMING LOOSE AND FINDING ITS WAY THROUGH THE REST OF THE ENGINE. REMOVED MO2 AND MO3 AND INSTALLED SERVICEABLE MODULES.

Part: TIE ROD — BROKEN (TAIL ROTOR HUB) · airframe 3,233 hrs

DURING A 100HR INSPECTION, FOUND TWO TT BARS WITH BROKEN LAMINATES. REPLACED WITH NEW.

Part: HUB — DAMAGED (TAIL ROTOR) · airframe 3,233 hrs

A BROKEN LAMINATE OF A TT BAR HAD RUBBED INTO THE BLADE ROOT. REPLACED BLADE WITH A SERVICEABLE BLADE.

Part: PITCH CONTROL — DAMAGED (TAIL ROTOR HUB) · airframe 3,233 hrs

A BROKEN TT BAR LAMINATE DAMAGED THE SPIDER BEYOND LIMITS. INSTALLED SERVICEABLE SPIDER ASSY.

Part: FREQ ADAPTER — CRACKED (MAIN ROTOR) · airframe 1,856 hrs

DURING THE DAILY INSPECTION, FOUND A VERTICLE CRACK EXTENDING UP FROM THE LOWER HOLE ON THE AFT SIDE OF THE ADAPTER. INSTALLED 3 NEW ADAPTERS.

Part: DRIVE SHAFT — OUT OF TOLERANCE (TAIL ROTOR) · airframe 2,969 hrs

DURING INSPECTION, THE DRIVE SPLINES OF THE T/R DRIVE SHAFT CENTER SECTION, WERE FOUND TO BE WORN AND OUT OF LIMITS SPECIFIED IN THE MM CH 65-11-00, 6-2. SHAFT WAS REPLACED WITH A NEW SHAFT.

Part: PRESSURE SWITCH — NO TEST (HYD SYSTEM) · airframe 3,166 hrs

PRESSURE SWITCH PRODUCED NO INDICATION DURING TESTING./ REPLACED WITH SERVICEABLE PART.

Part: GEARBOX — MAKING METAL (TAIL ROTOR) · airframe 2,927 hrs

INTERMITTENT TGB CHIP LIGHT ILLUMINATION IN FLIGHT. INSPECTED CHIP PLUG, DRAINED, FLUSHED, AND SERVICED TGB. IAW EUROCOPTER EC130 MM CH 5-50-00, 6-1. HOVER CHECK GOOD, AIRCRAFT RETURNED TO SERVICE.

Part: FLIGHT RECORDER — FAILED (NR 2) · airframe 2,872 hrs

SCREEN 2 FAILURE / REPLACED.

Part: STARFLEX — MISSING (MAIN ROTOR) · airframe 1,117 hrs · 2,111 cycles

PART OF SEALANT BEAD AROUND END BUSH MISSING, REPLACED STARFLEX.