ROTORCRAFT LEASING COMPANY, L.L.C.

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

The pilot’s failure to ensure the helicopter was clear of obstacles before takeoff from the helideck, which resulted in the helicopter’s right landing skid pivoting about a helideck perimeter light during takeoff and a dynamic rollover. Additionally, the pilot’s improper takeoff technique likely contributed to the development of dynamic rollover.

Operated by ROTORCRAFT LEASING CO LLC (per NTSB report)

The pilot’s improper takeoff technique that allowed the helicopter skid to drift into a helideck light, resulting in a dynamic rollover.

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

The pilot’s sudden loss of consciousness for undetermined reasons during cruise flight, which resulted in a loss of control and impact with terrain.

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

The pilot’s failure to maintain adequate clearance from a parked helicopter while hovering to reposition for takeoff.

Operated by ROTORCRAFT LEASING CO LLC (per NTSB report)

Engine power surges during takeoff for reasons that could not be determined during postaccident testing of the engine and the engine control unit.

Operated by ROTORCRAFT LEASING CO LLC (per NTSB report)

The loss of main rotor rpm during takeoff for reasons that could not be determined because postaccident examination of the airframe and engine did not reveal any anomalies.

Operated by ROTORCRAFT LEASING COMPANY LLC (per NTSB report)

Improper reassembly of the collective flight controls by maintenance personnel. Contributing to the incident were inadequate postmaintenance examinations by maintenance personnel and inadequate preflight inspections by two pilots.

Operated by ROTORCRAFT LEASING COMPANY LLC (per NTSB report)

A total loss of engine power due to maintenance personnel's failure to correctly torque the Pc line following removal and reinstallation of the turbine module.

Operated by ROTORCRAFT LEASING CO LLC (per NTSB report)

The pilot's failure to maintain clearance from the windsock during the approach.

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

The failure of the tail rotor driveshaft and coupling during engine start due to the mechanic's failure to properly reattach the tail rotor driveshaft and coupling during maintenance.

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

The pilot’s failure to maintain clearance from the water. Contributing to the accident was the inadvertent encounter with instrument meteorological conditions.

Operated by Rotorcraft Leasing Co LLC (per NTSB report)

The pilot's abrupt input of the collective while the main rotor RPM was at idle, which resulted in a separation of the tail boom.

Part: CONTROL UNIT — MELTED (ZONE 100) · airframe 3,731 hrs

ON JULY 17, 2026, CONDUCTING TRAINING FLIGHTS WHEN THE PILOT OBSERVED SMOKE IN THE COCKPIT ON THE COPILOT’S SIDE NEAR THE INSTRUMENT SHROUD AREA. THE PILOT SUSPECTED THE SOURCE MAY HAVE BEEN THE AIRCRAFT’S BATTERY COMPARTMENT AND MADE A PRECAUTIONARY LANDING AT LE GROS MEMORIAL AIRPORT. UPON INSPECTION, MAINTENANCE OPENED THE BATTERY ACCESS PANEL AND IMMEDIATELY DETECTED AN ODOR CONSISTENT WITH OVERHEATED OR BURNED ELECTRONIC COMPONENTS. THE ODOR WAS TRACED TO THE PULSE LIGHT POWER SUPPLY LOCATED ON THE LEFT-HAND WALL OF THE BATTERY COMPARTMENT. FURTHER INSPECTION REVEALED BLACK LIQUID LEAKING FROM THE PULSE LIGHT POWER SUPPLY. NO FLAME, CHARRING, OR EXCESSIVE EXTERNAL HEAT WAS PRESENT. BASED ON THE CONDITION OF THE UNIT, IT APPEARS TO HAVE EXPERIENCED AN INTERNAL FAILURE. THE ELECTRICAL POWER SUPPLY WIRING TO THE PULSE LIGHT POWER SUPPLY WAS DISCONNECTED, AND THE SURROUNDING AREA WAS INSPECTED FOR ANY ADDITIONAL SIGNS OF SMOKE OR ELECTRICAL MALFUNCTION. NO FURTHER DISCREPANCIES WERE FOUND. AFTER APPLYING AIRCRAFT ELECTRICAL POWER, NO ADDITIONAL SMOKE, ODOR, OR ABNORMALITIES WERE OBSERVED.

Part: HMU — FAULTED

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

Part: INDICATION SYS — FALSE INDICATION (FUEL QTY) · airframe 14,469 hrs

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

Part: METERING VALVE — FAULTED (FUEL)

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

Part: HMU — FAILED (ZONE 200) · airframe 28,760 hrs

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

Part: FITTING — CRACKED (ZONE 700) · airframe 10,618 hrs

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

Part: FITTING — CRACKED (ZONE 700)

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

Part: FIRE DETECTOR — INTERMITTENT (ZONE 400) · airframe 9,380 hrs

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

Part: ENGINE — SHUTDOWN (ZONE 200) · airframe 22,936 hrs · 62,403 cycles

IN FLIGHT ENGINE SHUTDOWN.

Part: BLADES — SEPARATED (TURBINE WHEEL) · airframe 22,936 hrs · 62,403 cycles

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.

Part: SMOKE DETECTOR — FALSE ACTIVATION (CARGO BAY) · airframe 18,523 hrs

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.

Part: FIRE DETECTOR — DEFECTIVE (ZONE 400) · airframe 11,582 hrs · 19,657 cycles

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.

Part: SMOKE DETECTOR — SMOKE (ZONE 100) · airframe 10,049 hrs · 16,081 cycles

"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.

Part: CONNECTOR — BURNED (ZONE 100) · airframe 4,596 hrs · 12,209 cycles

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

Part: INDICATION SYS — READS HIGH (NR 1 ENGINE) · airframe 21,568 hrs

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

Part: GEARBOX — MAKING METAL (MAIN) · airframe 16,779 hrs · 18,563 cycles

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.

Part: TUBE — CRACKED (HYD SYSTEM) · airframe 20,655 hrs

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

Part: KEELBEAM — CORRODED (FUSELAGE) · airframe 16,183 hrs · 53,490 cycles

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

Part: PUMP — FAILED (HYD SYSTEM) · airframe 16,113 hrs

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

Part: AMPLIFIER — INOPERATIVE (FIRE DETECTION) · airframe 14,589 hrs · 50,990 cycles

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.

Part: DRIVE SHAFT — DAMAGED (HYD PUMP) · airframe 16,087 hrs · 13,357 cycles

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

Part: CONTROL TUBE — DEBONDED (ZONE 200) · airframe 10,048 hrs

CONTROL TUBE IS DEBONDED FROM CLEVIS.

Part: FUEL CONTROL — FAILED (ENGINE) · airframe 33,561 hrs · 16,540 cycles

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

Part: WIRE — CHAFED (COCKPIT) · airframe 16,882 hrs

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.

Part: VALVE — FAILED (FUEL SYSTEM) · airframe 16,872 hrs · 52,450 cycles

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.

Part: LINE — LOOSE (FUEL SYSTEM) · airframe 16,869 hrs · 52,436 cycles

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.

Part: SHAFT — SHEARED (HYDRAULIC PUMP) · airframe 23,994 hrs · 88,811 cycles

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

Part: DIAPHRAGM — RUPTURED (BLEED VALVE) · airframe 6,503 hrs

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

Part: RELAY — BURNED OUT (BATTERY) · airframe 17,849 hrs · 27,649 cycles

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

Part: SMOKE DETECTOR — FALSE ACTIVATION (CARGO BAY) · airframe 17,221 hrs · 52,775 cycles

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

Part: COMPRESSOR — STALLED (ENGINE) · airframe 7,216 hrs · 17,518 cycles

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

Part: THROTTLE CABLE — BROKEN (ZONE 100) · airframe 10,705 hrs · 11,870 cycles

THROTTLE CABLE WAS BROKEN INTERNALLY.

Part: FLEX HOSE — CHAFED (HYDRAULIC SYS) · airframe 15,816 hrs · 42,349 cycles

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

Part: CROSSTUBE — MISMANUFACTURED (ZONE 700) · airframe 8,612 hrs

AFT CROSS TUBE SADDLES INCORRECTLY LOCATED ON CROSS TUBE.

Part: CROSSTUBE — MISMANUFACTURED (ZONE 700) · airframe 8,599 hrs

AFT CROSS TUBE SADDLES INCORRECTLY LOCATED ON CROSS TUBE.

Part: CONTROL VALVE — FAILED (LANDING GEAR) · airframe 26,143 hrs · 46,817 cycles

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

Part: ENGINE — MAKING METAL (ZONE 200) · airframe 13,207 hrs · 12,356 cycles

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

Part: BLEED AIR SYS — CONTAMINATED (ZONE 200) · airframe 9,226 hrs · 30,588 cycles

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.

Part: BEARING — WRONG PART (UNKNOWN)

BEARING OUTER RACE FOUND TO BE 0.004 UNDERSIZED.

Part: DUPLEX BEARING — SPALLED (M/R TRANSMISSION) · airframe 6,826 hrs · 8,985 cycles

MAIN ROTOR TRANSMISSION DUPLEX BEARING, BEARING SET SPALLING.

Part: MAST — MISMANUFACTURED (MAIN ROTOR) · airframe 24,024 hrs · 12,549 cycles

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

Part: TAIL BOOM — DAMAGED (ZONE 200) · airframe 8,673 hrs

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

Part: MAST — MISMANUFACTURED (MAIN ROTOR) · airframe 6,330 hrs · 8,250 cycles

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

Part: TIP CAP — DAMAGED (TAIL ROTOR) · airframe 16,434 hrs

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

Part: STARTER GEN — DAMAGED (ENGINE) · airframe 16,896 hrs

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.

Part: ENGINE — FLAMED OUT · airframe 29,732 hrs

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

Part: ENGINE — MALFUNCTIONED (NACELLE) · airframe 30,057 hrs

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.

Part: SHAFT — CRACKED (T/R DRIVE) · airframe 17,943 hrs

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.

Part: SPINDLE — CRACKED (TRANSMISSION) · airframe 10,553 hrs

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

Part: FLOAT — BENT (ZONE 700) · airframe 22,381 hrs

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.