ROTORCRAFT LEASING COMPANY, L.L.C.

Operated by Rotorcraft Leasing Company, LLC (per NTSB report)

Operated by ROTORCRAFT LEASING CO LLC (per NTSB report)

Operated by Rotorcraft Leasing Company, LLC (per NTSB report)

Operated by Rotorcraft Leasing Company, LLC (per NTSB report)

Operated by ROTORCRAFT LEASING CO LLC (per NTSB report)

Operated by ROTORCRAFT LEASING CO LLC (per NTSB report)

Operated by ROTORCRAFT LEASING COMPANY LLC (per NTSB report)

Operated by ROTORCRAFT LEASING COMPANY LLC (per NTSB report)

Operated by ROTORCRAFT LEASING CO LLC (per NTSB report)

Operated by Rotorcraft Leasing Company, LLC (per NTSB report)

Operated by Rotorcraft Leasing Company, LLC (per NTSB report)

PILOT GOT RESTART FAIL LIGHT ON CAUTION PANEL. TESTING UNIT REVEALED ERRATIC READINGS OF THE FUEL METERING VALVE POTENTIOMETER.

RDAU DISPLAYS FAULTY FUEL INDICATIONS. AFTER START-UP #1 FUEL QUANTITY DROPS APPROX. 100 LBS. THEN RISES THE SAME AFTER SHUTDOWN.

PILOT GOT RESTART FAULT ON CAUTION PANEL. CODES EXTRACTED WAS WFMVRTFLT INDICATING ISSUE WITH FUEL METERING VALVE POTENTIOMETER.

RESTART FAULT AND FADEC DEGRADE LIGHT ON SHUTDOWN. REPLACED THE HMU DUE TO SPIKES IN THE POT SWEEP.

LEFT MAIN LANDING GEAR COLLAPSED ONCE AIRCRAFT SETTLED. GEAR WAS DOWN AND LOCKED. FOUND AIRFRAME FITTING CRACKED.

LEFT MAIN LANDING GEAR COLLAPSED WHEN AIRCRAFT SETTLED. GEAR WAS DOWN AND LOCKED. FOUND AIRFRAME FITTING CRACKED.

#2 ENGINE FIRE LIGHT ILLUMINATED INTERMITTENTLY IN LANDING PHASE OF FLIGHT. REMOVED AND REPLACED #2 REAR FLAME DETECTOR.

IN FLIGHT ENGINE SHUTDOWN.

IN FLIGHT ENGINE SHUTDOWN. ON TEARDOWN INSPECTION IT WAS DISCOVERED THAT THE 1ST STAGE TURBINE WHEEL BLADES HAD SEPARATED FORM THE BODY OF THE WHEEL. SEE BLOCK 6 BELOW FOR DETAILED INFORMATION ON WHEEL.

SMOKE DETECTOR WARNING LIGHT FOR THE BAGGAGE COMPARTMENT ILLUMINATED IN FLIGHT. ON INSPECTION BY MAINTENANCE PERSONNEL NO DAMAGE WAS NOTED AND THE CONNECTOR PLUG CONNECTING THE SMOKE DETECTOR TO THE CAUTION/WARNING SYSTEM WAS FOUND TO HAVE WATER IN IT.

AT APPROXIMATELY 10:30 AM ENROUTE FROM MC109 TO GALLIANO WHILE CRUISING AT 2200 FT AND ABOUT 45 MILES FROM THE BASE THE #1 ENGINE FIRE LIGHT ILLUMINATED WITH THE ASSOCIATED TONE. PILOTS WENT THROUGH EMERGENCY PROCEDURES AND DISCHARGED THE FIRE BOTTLE IN THE ENGINE COMPARTMENT SHUTTING THE ENGINE DOWN. THEY CONTINUED TO THEIR DESTINATION ON THE # 2 ENGINE. ON INSPECTION AFTER LANDING IT WAS DISCOVERED THAT THE FIRE DETECTION LOOP FOR THE #1 ENGINE WAS DEFECTIVE CAUSING A FALSE FIRE DETECTION.

"AFT BAGGAGE" CAUTION LIGHT ILLUMINATED DURING DEPARTURE CLIMB OUT. ON LANDING THE SIC INSPECTED THE BAGGAGE COMPARTMENT AND NOTED SMOKE COMING OUT. THE PIC AND SIC THEN PROCEEDED TO REMOVE THE BAGGAGE AND COULD NOT FIND A SOURCE OF THE SMOKE. MAINTENANCE INSPECTED ALL WIRING AND DID NOT FIND ANY IRREGULARITIES.

DURING THE FIRST ENGINE CHECK, SMOKE WAS DETECTED IN THE CABIN SO WE ABORTED THE CHECK SHUTDOWN THE ENGINES DOWN AND EVACUATED THE AIRCRAFT.

PILOT REPORTED THAT IN CRUISE FLIGHT THE T5 INDICATION HIGHER THAN THE #2 ENGINE AND THE ENGINE FAILED THE TREND CHECK.

WHILE RETURNING TO AN ONSHORE BASE LOCATION THE CAUTION PANEL INDICATED A MAIN GEARBOX CHIP LIGHT. THE PILOT PERFORMED A PRECAUTIONARY LANDING ONSHORE AT A SUITABLE LOCATION PRIOR TO ARRIVING AT THE INTENDED BASE.

#2 SERVO SYSTEM LIGHT ILLUMINATED IN CRUISE FLIGHT. ON INSPECTION FOUND HYDRAULIC TUBE ASSEMBLY IN THE RIGHT HAND WHEEL WELL CRACKED AND LEAKING.

DURING A VISUAL INSPECTION A CRACK WAS NOTED ON THE KEEL BEAM CONDUIT ON THE LOWER FUSELAGE.

WHILE IN CRUISE FLIGHT THE HYDRAULIC SYSTEM FAILED. REPLACED THE PUMP.

DURING CRUISE FLIGHT, THE NR 2 ENGINE FIRE LIGHT ILLUMINATED. THERE WERE NO SECONDARY INDICATIONS OF A FIRE IN THE ENGINE COMPARTMENT. ON LANDING, MAINTENANCE FOUND AN INOPERATIVE CONTROL AMPLIFIER.

PILOT REPORTED HYDRAULIC FAILURE IN CRUISE FLIGHT. ON INSPECTION FOUND HYDRAULIC PUMP DRIVESHAFT SPLINES WORN.

CONTROL TUBE IS DEBONDED FROM CLEVIS.

IN THE COURSE OF A PRACTICE AUTOROTATION, THE ENGINE FLAMED OUT WHEN THE THROTTLE WAS ROLLED TO THE IDLE DETENT POSITION.

OBSERVED SMOKE UNDER CO-PILOTS INSTRUMENT PANEL. PERFORMED EMER PROCEDURES CHECKLIST & NOTED THAT THE NR 1 N1 INDICATOR CB HAD POPPED. CONFIRMED THAT THE POPPED CB ISOLATED THE ISSUE. IMMEDIATELY RETURNED TO THE BASE OF ORIGINAL DEPARTURE FOR EVALUATION & INSPECTION. ON INSPECTION MX NOTED A WIRE CHAFING AGAINST THE CO-PILOT LT BRAKE HYD B NUT.

AIRCRAFT BEGAN PULLING IN PITCH FOR A TAKEOFF & WAS LIGHT ON THE WHEELS WHEN THE NR 1 FUEL PRESS LIGHT ILLUMINATED & THE NR 1 ENG FLAMED OUT. THE ACFT WAS SAFELY RETURNED TO THE RAMP. ON INSPECTION THE ENG FUEL PRIME VLV WAS FOUND TO HAVE FAILED CAUSING A REDUCTION IN FUEL FLOW TO THE NR 1 ENG.

IN THE PROCESS OF CONDUCTING AN MOC FLIGHT FOR A FUEL CONTROL SYS ADJUSTMENT, THE PILOT EXPERIENCED AN ENG FLAMEOUT WHILE IN A 5 FT HOVER. LANDED THE ACFT WITHOUT INCIDENT. DURING THE POST FLIGHT INSPECTION A LOOSE AIR LINE WAS DISCOVERED.

PILOT EXPERIENCED PROBLEMS WITH THE FLIGHT CONTROL HYD SYS DURING THE LANDING CYCLE.

TESTED PN 23073353, SN FF40252 BLEED VLV AS RECEIVED. UNIT FAILED PC CLOSING TEST, TOO LATE. ALSO FAILED PC2 LEAKAGE TEST.

BATTERY OFF CAUTION LIGHT ILLUMINATED AFTER OBSERVING AN ELEC BURNING ODOR. NO OTHER COCKPIT INDICATIONS NOTED. DISCOVERED A BURNT BATTERY RELAY.

BAGGAGE COMPARTMENT SMOKE DETECTOR CAUTION LIGHT CAME ON IN FLIGHT. ON INSPECTION NO SMOKE OR FIRE WAS NOTED.

ON DEPARTURE THE ENG EXPERIENCED A COMPRESSOR STALL WITH SIGNIFICANT YAW.

THROTTLE CABLE WAS BROKEN INTERNALLY.

PILOT REPORTED LOSS OF HYD POWER CAUSING HIM TO MAKE LAND IN THE FLYAWAY PORTION OF HIS INTENDED LANDING ZONE.

AFT CROSS TUBE SADDLES INCORRECTLY LOCATED ON CROSS TUBE.

AFT CROSS TUBE SADDLES INCORRECTLY LOCATED ON CROSS TUBE.

ON DEPARTURE DURING THE TAKEOFF CHECKLIST THE LANDING DID NOT RETRACT. PERFORMED PROCEDURE IN EMER PROCEDURE CHECKLIST. DEVIATED TO PLATFORM DUE TO IFR REQUIREMENTS.

THE PILOT MADE A PRECAUTIONARY LANDING DUE TO AN ENG CHIP LIGHT ILLUMINATION.

PILOT REPORTED A SMOKE SMELL IN THE AFT PORTION OF THE FUSELAGE. ON INVESTIGATION THE MECHANIC FOUND THAT OIL HAD SEEPED INTO THE BLEED AIR CABIN HEATER SYS. WHEN THE HEAT FROM THE BLEED AIR HEATER WARMED THE OIL IN MADE A SMOKE SMELL.

BEARING OUTER RACE FOUND TO BE 0.004 UNDERSIZED.

MAIN ROTOR TRANSMISSION DUPLEX BEARING, BEARING SET SPALLING.

MAST POLE MFG INCORRECTLY. SCALLOP FOR DRIVE LINK THROUGH BOLT MACHINED IN WRONG LOCATION.

TAILBOOM WAS DAMAGED UNDER HIGH WIND CONDITIONS ON AN OFFSHORE PLATFORM.

MAST POLE MANUFACTURED INCORRECTLY. SCALLOP FOR DRIVE LINK THROUGH BOLT MACHINED IN WRONG LOCATION. MAST POLE HAS 44 RIN.

ON PRE-FLIGHT DISCOVERED TIP CAP OF TAIL ROTOR PADDLE MISSING.

AIRCRAFT WOULD NOT START. WHEN PILOT ENGAGED STARTER THE STARTER WOULD SPIN BUT NOT TURN THE ENGINE. ON INSPECTION NOTED THE SPLINES BETWEEN THE DRIVESHAFT AND ARMATURE WERE COMPLETELY ERODED.

IN CRUSIE FLIGHT, THE ENGINE FLAMED OUT. PROBABLE CAUSE WAS FUEL STARVATION.

IN CRUISE FLIGHT THE PILOT REPORTED HIGH FREQUENCY VIBRATION AND WHINING NOISE FROM THE ENGINE COMPARTMENT. THIS WAS FOLLOWED BY AN ENGINE CHIP LIGHT INDICATION AND NOISE AT WHICH POINT THE ENGINE LOST POWER AND PROCEDED TO SHUT DOWN.

DURING ROUTINE MAINTENANCE & INSPECTION THE DRIVE SHAFT WAS FOUND TO BE CRACKED LENGTH WISE STARTING FROM A RIVET HOLE. THE TAIL ROTOR DRIVE SHAFT ADAPTER IS ATTACHED TO THE SHAFT USING SIZ BLIND RIVETS. THE CRACK IS EXTENDING FROM THE MANUFACTURE INSTALLED RIVETS. THE SHAFT TOTAL TIME IN SERVICE IS 8378.2 WITH 3598.4 HRS. SINCE MAJOR INSPECTION / DISASSEMBLY. NO OTHER DAMAGE WAS FOUND. THIS WOULD HAVE EVENTUALLY CONTRIBUTED TO LOSS OF TAIL ROTOR EFFECTIVENESS AND SEVERE DAMAGE TO THE TAILBOOM ASSEMBLY IF THE FAILURE WAS IN FLIGHT OR HIGH SPEED GROUND RUNUP.

DURING ROUTINE O/H OF TRANSMISISON ASSY PN 206-040-002-115, SN A189, FOUND SPINDLE CRACKED.

THE ACFT WAS IN FOR THE FIRST ROUTINE SCHEDULED 24 MONTH ACTIVATION/ INSP REQUIRED FOR THE OEM EMERGENCY FLOATATION KIT THAT IS INSTALLED IN CONJUNCTION WITH STC’D MID BAG WITH LIFE RAFT FLOAT KIT. THE STC’D FLOAT STEP KIT WAS INSTALLED 24 MONTHS AGO DUE TO THE EQUIPMENT CONFIGURATION WARNING STATED IN THE EMERGENCY FLOATATION KIT ALSO INSTALLED AT THE SAME TIME AND DATE. THE ELECTRIC STEP KIT IS NOT COMPATIBLE WITH THE FLOAT KIT IAW MFG INSTALLATIONS INSTRUCTIONS II412-61, REV A DATED 01/16/06 PARA 3.0 ON PAGE 6 THIS FLOAT KIT IS COMPATIBLE WITH 2 OTHER MFG STEP KITS. DURING THE FLOAT INFLATION INSP THE AFT FLOAT BAGS ON BOTH SIDES OF THE ACFT JAMMED UNDER THE AFT SIDE OF THE FLOAT STEPS CAUSING SEVER DEFLECTION AND BINDING IN THE AFT FLOAT BAGS. MX CREW RAPIDLY LEFT THE HANGAR FOR SAFETY REASONS AS THE STEPS AND ATTACHING HARDWARE SHOWED SIGNS OF CATASTROPHIC FAILURE. IN SUMMERY IF THE ACFT WAS IN AN ACTUAL EMERGENCY WATER LANDING CONFIGURATION THE FLOAT BAGS WOULD HAVE RUPTURED AND THE ACFT MOST LIKELY WOULD HAVE RAPIDLY SANK TAIL FIRST AS A RESULT OF FLOAT BAG FAILURES. ADDITIONALLY WITH THE FLOAT BAGS SEVERELY DEFLECTED PRIOR TO FAILURE PASSENGER EMERGENCY EGRESS MAY ALSO HAVE BEEN IMPEDED. NOTE: 2 RELATED SDRS WITH UNIQUE CONTROL NUMBERS YTRAN293CAJZ2 & YTRAN293CAJZ3 WERE ELECTRONICALLY FILED ON 10/21/10 FOR VERY SIMILAR MALFUNCTIONS UNDER THE MFG OF FLOAT BAG.

THE ACFT IS EQUIPPED WITH STC'D EMERGENCY FLOAT BAGS WITH LIFE RAFT. THE EMERGENCY RAFT PULL CABLE TO ACTIVATE THE RAFT FAILED COMPLETELY DURING THE INITIAL 24 MONTH ROUNTINE INSP. THE CABLE IS MADE FROM INFERIOR NON-AVIATION GRADE MATERIALS AND THIS FAILURE IS COMMON AMONG ALL THE KITS FOR VARIOUS MODELS OF ACFT. THE STC NR FOR THIS PARTICULAR KIT IS SR01459LA. IF THE ACFT WAS ACTUALLY IN AN EMERGENCY WATER LANDING CONDITION THE PASSENGERS AND CREW WOULD NOT HAVE BEEN ABLE TO INFLATE THE RAFT BEFORE THE ACFT POSSBILY SINKING IN MODERATE TO ROUGH SEAS AND BECAUSE THERE ARE NO CARRY ON LIFE RAFTS REQUIRED DUE TO THIS KIT WITH 2 RAFTS INCORPORATED THEY WOULD HAVE HAD NO OTHER SURVIVAL EQUIPMENT OTHER THAN THE LIFE VEST THAT THEY WERE WEARING.