PAPILLON AIRWAYS INC

Operated by Papillon Airways, Inc (per NTSB report)

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

Operated by Papillon Airways Inc. (per NTSB report)

Operated by PAPILLON AIRWAYS INC (per NTSB report)

Operated by PAPILLON AIRWAYS INC (per NTSB report)

Operated by Papillon Airways Inc. (per NTSB report)

Operated by PAPILLON AIRWAYS INC (per NTSB report)

Operated by PAPILLON AIRWAYS INC (per NTSB report)

Operated by Papillon Airways Inc (per NTSB report)

Operated by Papillon Airways (per NTSB report)

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."

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."

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.

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

SMOKE COMMING FROM RIGHT FRONT AIRCOND VENT.

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.

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

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.

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.

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

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.

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.

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.

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.

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

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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

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.

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.

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.

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

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

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.

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

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

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

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.

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.

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

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.

SCREEN 2 FAILURE / REPLACED.

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

PILOT REPORTED A HIGH FREQ BUZ IN THE HEADSETS/ REPLACED STARTER GEN.