ERICKSON HELICOPTERS, INC.

Operated by Erickson Helicopters Inc (per NTSB report)

Operated by Erickson Helicopters (per NTSB report)

Operated by ERICKSON HELICOPTERS (per NTSB report)

DURING ROUTINE MAINTENANCE IT WAS DISCOVERED THAT FRETTING WAS OCCURRING BETWEEN THE RING GEAR CASE AND THE UPPER CASE OF MAIN GEAR BOX. C/W TORQUE CHECK OF STUDS AND FOUND NUTS HAVE LOST TORQUE.

DURING A CORROSION INSPECTION, MULTIPLE LOCATIONS OF CORROSION FOUND ON THIS PANEL.

WHILE CONDUCTING AN APPROACH ENGINE NO.1 POWER ROLLED BACK. OBSERVATIONS AND ACTIONS WERE: 1. SOUND OF ENGINE SPOOL DOWN 2. ENG.1 OUT LIGHT, FOLLOWED BY MASTER CAUTION LIGHT. 3. TQ SPLIT SHOWING ENG.1 DECREASING TOWARDS ZERO. 4. CONFIRMED ENG.1 GAUGES SHOWING LOW NG (20-30%), HIGH MGT (750+C) 5. DUE TO OUR CLOSE PROXIMITY WE ELECTED TO RETURN TO KUAO. 6. THROTTLES WERE CHECKED BOTH WERE FULLY FORWARD AND ENGINE WAS SHOWING ABNORMAL INDICATIONS WITH A CORRESPONDING ENG OUT LIGHT AND MASTER CAUTION. 7. IT WAS DECIDED TO SHUT DOWN COMPLETELY THE NO.1 ENGINE. 8. AT 7 MILES OUT PILOT PLACED AN EMERGENCY CALL INTO KUAO TOWER AND AIRCRAFT LANDED WITH NO FURTHER INCIDENT UPON INVESTIGATION, AIRLINE FOUND BROKEN.

THIS SUBMISSION CORRECTS AND EFFECTIVELY REPLACES A PREVIOUS SUBMISSION ON THIS AIRCRAFT AT THE SAME DATE AND TIME. DURING START UP THE PILOTS RECEIVED A CHIP LIGHT NOTIFICATION ON THE VMS SCREEN CORRESPONDING WITH A CHIP LIGHT IN THE MGB SYSTEM. THE AIRCRAFT WAS SHUTDOWN AND ALL THREE OF THE MAGNETIC PLUGS FOR THE MGB WERE PULLED FOR INSPECTION. DURING THE PROCESS NO TWO PLUGS WERE OUT AT THE SAME TIME. THE FORWARD UPPER CHIP DETECTOR ON THE MGB WAS FOUND TO HAVE MULTIPLE CHIPS AND FLAKES. THE OTHER TWO CHIP DETECTORS WERE FOUND TO BE CLEAN AND FREE OF ANY CHIPS OR FLAKES. THE FILTER WAS REMOVED AND NO DEBRIS WAS FOUND. THE OIL WAS DRAINED AND RAN THROUGH CHEESE CLOTH WITH NO FINDINGS NOTED. THE SUMP WAS REMOVED AND NO DEBRIS OR FLAKES FOUND THERE EITHER. THE CHIPS AND FLAKES FOUND ON THE CHIP PLUG WERE INSPECTED AND DOCUMENTED PER SIN 3095-S-63-REV-2. ALL FINDINGS WERE PROVIDED TO AIRBUS HELICOPTERS FOR REVIEW AND ANALYSIS WHO DETERMINED THAT THE MGB WAS TO BE REPLACED. UPON RECEIPT OF THE REPLACEMENT MGB INITIAL INSPECTION FOR RECEIVING AND INSTALLATION WAS DONE. THE 25G SENSOR LOCATED ON THE OUTSIDE OF THE SHIPPING CONTAINER THAT WAS IN THE CORRECT SPOT WAS TRIGGERED BUT A SECONDARY 25G SENSOR IN AN UNAPPROVED LOCATION ON THE CONTAINER WAS NOT TRIGGERED. PER THE AIRBUS MANUALS, A SECONDARY INSPECTION OF THE 20G SENSOR MOUNTED ON THE TOP OF THE LIFTING SLING OF THE MGB WAS PERFORMED AND SINCE IT WAS NOT TRIGGERED THE MGB WAS CLEARED FOR INSTALLATION. AFTER THE NEW MGB WAS INSTALLED ON THE AIRCRAFT AND WHILE THE AIRBUS TECH REP WAS ON SITE IT WAS DETERMINED THAT THE 20G SENSOR HAD NOT BEEN INSTALLED CORRECTLY. THE PROPER PROCEDURE IS TO REMOVE THE SAFETY PIN FROM THE BOTTOM EXPOSING THE ADHESIVE ALLOWING IT TO BE MOUNTED PROPERLY BUT IN THIS CASE SOMEONE PRIOR TO SHIPPING THE MGB HAD NOT FOLLOWED PROCEDURE AND USED DOUBLE SIDED TAPE TO MOUNT THE 20G SENSOR WITH THE SAFETY PIN STILL INSTALLED WHICH WOULD NOT HAVE ALLOWED THE SENSOR TO TRIGGER IF NEEDED. WHILE THE AIRBUS TECH REP CONSULTED WITH AIRBUS ABOUT THE VARIOUS ISSUES SURROUNDING THE SHIPPING CONDITIONS OF THE REPLACEMENT MGB, THE REMOVAL OF THE MRH MAST FROM THE ORIGINAL MGB WAS PERFORMED. DURING THE FIRST STEP, THE MAGNETIC NR SENSORS WERE REMOVED AND BOTH FOUND TO HAVE CHIPS AND FLAKES PRESENT ON BOTH SENSORS. THESE CHIPS WERE SENT TO THE LAB AND INSPECTED AND DOCUMENTED PER SIN 3095-S-63-REV-2 AND THE RESULTS PROVIDED TO AIRBUS FOR REVIEW AND ANALYSIS. THE MRH MAST WAS REMOVED AND THERE WAS DAMAGE FOUND ON THE HARMONIC WHEEL THAT COULD NOT BE DETERMINED AS TO THE CAUSE. THE CLOSEST OBJECT TO THE HARMONIC WHEEL IS THE 2 NR SENSORS AND NEITHER SHOWED ANY SIGN OF IMPACT DAMAGE THAT COULD HAVE BEEN CAUSED BY IMPROPER INSTALLATION. BASED ON THE NEW FINDINGS, AIRBUS HAS DETERMINED THAT THE MRH MAST BEARING TO BE AT FAULT AND FOR THE MRH TO BE REPLACED. AIRBUS PROVIDED GUIDANCE FOR FURTHER INSPECTIONS TO BE PERFORMED ON THE MGB (MMA 05.53.00.218 PARA 3.1.2.1) AND IF NO FINDING WERE FOUND TO REINSTALL THE ORIGINAL MGB ON THE AIRCRAFT WITH A NEW MRH MAST ASSEMBLY.

DURING START UP THE PILOTS RECEIVED A CHIP LIGHT ON THE GAUGES CORRESPONDING WITH A CHIP LIGHT IN THE MGB SYSTEM. THE AIRCRAFT WAS SHUT DOWN AND THE MAG PLUG FOR THE EPICYCLIC MODULE WAS PULLED FOR INSPECTION AND MULTIPLE CHIPS / FLAKES WERE FOUND. THE REMAINING CHIP PLUGS WERE REMOVED AND INSPECTED WITH NO FINDINGS. THE FILTER WAS REMOVED AND NO DEBRIS WAS FOUND. THE OIL WAS DRAINED AND RAN THROUGH CHEESE CLOTH WITH NO FINDINGS NOTED. THE SUMP WAS REMOVED AND NOTHING WAS FOUND THERE EITHER. THE CHIPS AND FLAKES FOUND ON THE CHIP PLUG WERE INSPECTED AND DOCUMENTED PER SIN 3095-S-63-REV-2.

DURING CRUISE, HEAVY VIBRATION FELT ON AIRCRAFT. THE AIRCRAFT MADE A PRECAUTIONARY LANDING OFF FIELD. ON INSPECTION, TIP CAP OF MAIN ROTOR BLADE SPLIT AND PEELED BACK. THERE APPEARED TO BE EROSION IN THE SANDY ENVIRONMENT.

DURING CRUISE FLIGHT, OIL COOLER LIGHT ILLUMINATED. EMERGENCY PROCEDURES CARRIED OUT, SWITCHING THE FAN TO THE SECONDARY BLEED AIR FAN. OIL TEMP REMAINED IN THE GREEN AND THE AIRCRAFT LANDED SAFELY AT BASE. UPON ARRIVAL, IT WAS DETERMINED THAT A LEAK IN THE TUBE TO THE HYDRAULIC FAN ON THE OIL COOLER HAD DRAINED THE FLUID IN THE UTILITY SYSTEM. THERE IS A TECHNICAL BULLETIN, TB 214ST-89-99, TO REPLACE THE FAN MOTOR AND HARD LINES WITH A MEW MOTOR AND FLEX LINES TO ADDRESS THE ISSUE.

ROLL SCAS KICKED OFF IN FLIGHT AND WOULD NOT RE-ENGAGE.

DURING WEEKLY INSPECTION, FOUND 1 EACH BROKEN MAST TO TRANSMISSION MOUNT STUD BROKEN. NOT STILL ATTACHED TO BROKEN STUD AND THE TORQUE STRIPE NOT AFFECTED AND HOLDING BROKEN STUD WITH NUT IN PLACE. FURTHER INSPECTION OF THE AREA FOUND MULTIPLE CRACKS TO THE MAST HOUSING FLANGE WHERE IT MOUNTS TO THE TOP OF THE TRANSMISSION. THERE WERE NO REPORTS OF VIBRATIONS OR ABNORMAL OCCURRENCES.FURTHER INSPECTION STILL UNDER WAY.

AIRCRAFT N902R AND CREW WERE FLYING A ROUTINE VERTICAL REPLENISHMENT MISSION IN THE SOUTH PACIFIC OCEAN. WEATHER WAS CLEAR AND 28 DEGREES CELSIUS. A LITTLE OVER ONE HOUR INTO THE FLIGHT THE FLIGHT CREW DECLARED TO THE SHIP THAT THEY COULD SMELL SMOKE IN THE COCKPIT. CREW WAS IMMEDIATELY CLEARED TO LAND. PILOT IN COMMAND LAND THE HELICOPTER ON DECK SAFELY. AFTER AIRCRAFT SHUT DOWN WE PROCEEDED TO OPEN BOTH CABIN DOORS. THE SMOKE SEEMED TO BE COMING FROM TWO LOCATIONS THE TAIL CONE AND BILLOWING UP FROM THE CARGO HOOK COMPARTMENT. AFTER THE AIRCRAFT WAS SHUT DOWN CO-PILOT SAID THEY HAD LOST THE YAW CHANNEL CONTROL AND PILOT SAID THE CONTROL FELT UNUSUAL DURING HIS FINAL APPROACH. UPON FURTHER INVESTIGATION WE DISCOVERED THE #1 COMPASS GYRO CIRCUIT BREAKER HAD POPPED. THIS LEAD US TO OPENING THE COMPARTMENT JUST FORWARD OF THE CARGO HOOK AND DISCOVERED THE COMPASS GYRO SMELLED LIKE ELECTRONICS BURNING AND HAD CHARRED GREASE COMING OUT THE SIDE OF IT. REMOVED DEFECTIVE GYRO AND REPLACED WITH A SERVICEABLE GYRO. PERFORMED BITE CHECK AND GYRO WORKED AS ADVERTISED.

PN 214-031-240-173 SUPPORT FOUND CRACKED DURING AIRFRAME INSPECTION.

WHILE FLYING, THE PILOTS FELT A BUMP IN THE AIRCRAFT AND LOOKED DOWN USING THE CARGO MIRRORS TO SEE THE LOAD IMPACT THE WATER. INSPECTION OF THE HOOK SYSTEM WAS DONE AND WAS FOUND TO BE BROKEN, INTERNAL STEEL CABLE STILL INTACT, ALLOWING FOR THE HOOK TO BE MANUALLY ACTUATED AND OPENING THE HOOK AS IT SWUNG FROM SIDE TO SIDE.

AFTER THE FLIGHT HAD BEEN COMPLETED AND THE AIRCRAFT WAS BACK ON THE SHIP AND CHOCKED AND CHAINED THE CREW PROCEEDED TO PERFORM THE FRESH WATER RINSE OF THE ENGINES. WITH THE #2 ENGINE AT FLIGHT IDLE AND THE #1 ENGINE AT GROUND IDLE THE FOR THE ENGINE RINSE THE PILOTS HEARD WHAT THEY THOUGHT WAS A COMPRESSOR STALL AND FELT A ROUGH SHUDDER THROUGH THE AIRFRAME. THE ENGINE RINSE WAS STOPPED AND THE PILOTS FELT ANOTHER SHUDDER IN THE AIRFRAME. THEY NOTICED AN RISE IN NG AND NR ON THE GAUGES AND OPTED TO BRING THE #2 ENGINE BACK TO GROUND IDLE. THE DECISION WAS MADE TO SHUTDOWN BOTH ENGINES. THE ROTOR BRAKE WAS APPLIED AND WHEN THE MAIN ROTORS STOPPED THE TAIL ROTOR CONTINUED TO SPIN UNTIL IT STOPPED ON ITS OWN. AN INSPECTION OF THE AIRFRAME FOUND A TEAR IN ONE OF THE TAIL ROTOR DRIVE SHAFT COWLING AND UPON FURTHER INSPECTION FOUND THAT THE 7TH SHAFT IN A SERIES OF 8 HAD SHEARED IN THE MIDDLE WITH A 5 INCH SECTION TORN OFF. THERE WERE SCRAPES ON THE DECK OF THE TAIL BOOM WITH A SHEARED RIVET AND A DIME SIZE HOLE IN THE DECK.

WHILE ON APPROACH FOR A SLING LOAD PICK THE AIRCRAFT EXPERIENCED A DUAL ALTERNATOR FAILURE. THE NR 2 TRANSFORMER RECTIFIER UNIT WAS INDICATING IT REMAINED ONLINE. THE NR 1 ALTERNATOR DISPLAYED 116 VAC ON ALL PHASES. "ELEC" AND "NAV" LIGHTS ON THE 7 ALPHA PANEL ILLUMINATED. ALL EQUIPMENT ON THE AC BUS BARS AND THE SECONDARY DC BUSES WERE OFF LINE.

DURING PREVENTATIVE TOUCH UP PAINT ON MAIN ROTOR BLADE, DISCOVERED LOWER BLADE EROSION PLATE DEBONDED AT BOND LINE

DURING AN INSPECTION A CRACK WAS FOUND ON THE UPPER FUSELAGE UNDER THE TRANSMISSION BETWEEN STA 5015 AND STA 5295. MANUFACTURER HAS BEEN CONSULTED WITH REGARDS TO EFFECTING A REPAIR.

THE PILOTS REPORTED THE TORQUE FLUCTUATING. SHUT DOWN OF THE A/C TO TROUBLESHOOT THE UPPER PORTION OF THE SWASHPLATE ASSEMBLY WAS NOTICED TO HAVE COLLAPSED AND HAD CONTACTED THE LOWER PORTION CREATING DAMAGE TO BOTH COMPONENTS.

0.25 INCH CRACK FOUND ON INBOARD SIDE OF THE TRAILING EDGE OF THE TAIL ROTOR BLADE ASSEMBLY. THIS WAS FOUND DURING PREFLIGHT BY THE SCHEDULED PILOT ON DUTY, BUT THERE WERE NO FLIGHTS SCHEDULED FOR THE DAY. AFTERWARD THE MECHANIC ON DUTY VERIFIED THE CRACK WITH DYE PENETRANT. THE CRACK IS NOT IN THE LOCATION IDENTIFIED BY AD 2001-26-55 BUT IS ON THE TRAILING EDGE OF THE BLADE AND WILL REQUIRE REPAIR.

DURING SCHEDULED INSPECTION, FOUND BROKEN STUD FROM FORWARD RIGHT HAND OUTBOARD COMBINING GEARBOX MOUNT.

DURING AN INSPECTION, A MECHANIC NOTICED SOME PAINT FLAKING OFF THE TAIL ROTOR BLADE ABOUT MID-SPAN SO HE CLEANED IT UP AND NOTICED WHAT APPEARED TO BE A CRACK ON CLOSER INSPECTION IT WAS FOUND TO BE AN ACTUAL CRACK. CRACK LENGTH - 1.5", CRACK DISTANCE FROM TIP - 20", CRACK DISTANCE FROM LEADING EDGE - 1.25"

MAIN ROTOR HEAD REQUIRED REPLACEMENT DUE TO TIME. THE MAIN ROTOR HEAD WAS OVERHAULED. WHEN RECEIVED, THE HEAD THE PAINT AND SEAL WERE NOT CURED AND EXHIBITED IMPROPER MIXTURE. FIXED THE SEAL ISSUES AND ALLOWED THE HEAD TO STAND IN THE HANGAR TO CURE. NOTICE ON THE YELLOW TAG SENT IN THE DOCUMENTATION THE WET PAINT ON THE BACK. THE PRIMARY REASON FOR TAKING THE AIRCRAFT DOWN IN THE FIRST PLACE THIS WEEK WAS TO REPLACE THE PITCH HORN THAT HAD 8.7 HOURS REMAINING OF LIFE LIMIT. ONCE REMOVED, NOTICED NO PRIMER ON THE SURFACES BETWEEN THE PITCH HORN AND GRIPS. SINCE THERE WAS NO PRIMER AND THE SEAL WAS MIXED IMPROPERLY THERE WAS MASSIVE CORROSION BETWEEN THE TWO PARTS. LIMITS IN THE MANUAL ARE 0.005 DAMAGE AND 0.010 AFTER REWORK. THE CURRENT DAMAGE IS 0.010 BEFORE REWORK, STOPPED AT DISCOVERY OF THE ISSUE AND CONTACTED THE MANUFACTURER AND THE COMPANY THE UNIT WAS PURCHASED. TECH REP WILL MAKE A DETERMINATION ON THE MAIN ROTOR HEAD THIS WEEK.

DURING POST FLIGHT DISCOVERED A 4" SKIN CRACK IN FUSELAGE AFT OF RT PILOT DOOR. DURING HIDDEN DAMAGE INSPECTION, FOUND CRACKED BULKHEAD DOOR POST SUPPORT AT STA 142.50, WL 22.00, BL 40.0.

AIRCRAFT RETURNED FROM AN MOC FLIGHT FOLLOWING A 300 HOUR / 12 MONTH INSPECTION AND UPON SHUTDOWN, THE PILOT NOTICED THAT THE UPPER PLANETARY GEAR OF THE MAIN TRANSMISSION CHIP LIGHT HAD ILLUMINATED. DURING TROUBLESHOOTING IT WAS FOUND THAT THE DEBRIS COLLECTION PAN ON THE INSIDE OF THE TRANSMISSION WAS CRACKED CAUSING IT TO MOVE AND CONTACT THE CHIP DETECTOR WHICH TRIPPED THE UPPER PLANETARY WARNING LIGHT.

FUSELAGE LOWER PANEL BELOW LEFT FUEL BLADDER HAS A 30 INCHES LONGITUDINAL CRACK.

DURING A POST FLIGHT INSPECTION, FUSELAGE LOWER PANEL, BELOW LT FUEL BLADDER FOUND TO HAVE A 30" LONGITUDINAL CRACK.

GEAR FAILED TO EXTEND ON APPROACH. EMERGENCY PROCEDURES FOLLOWED AND AIRCRAFT LANDED SAFELY. LANDING GEAR PRINTED CIRCUIT BOARD CONTACTS CLEANED. LANDING GEAR TEST PERFORMED. NO FURTHER DEFECTS. REMOVED AND REPLACED P/N 686-4027-600 - LANDING GEAR LOGIC PCB, IAW MM32.0.00.303. PERFORMED GEAR SWING PER MM32.00.00.601. NO DEFECTS NOTED.

ENGINE 1 INDICATED EXCESSIVE TORQUE SPLIT WITH YAW MOTION OF THE ACFT. ENG 1 THROTTLE WAS MANUALLY BROUGHT DOWN TO 10% BELOW NR 2 & SAFELY RETURNED TO BASE.

DURING INSPECTION OF AIRFRAME FOR SUSPECTED CAUSE FOR TWO REV VIBRATIONS, FOUND A 4.9 INCH X1.25 INCH CRACK IN THE LT BAGGAGE COMPARTMENT & ENG DECK AT FS STATION 278 - 280. FUSELAGE LT UPPER BEAM CAP IS CRACKED IN LT BAGGAGE COMPARTMENT & UNDER ENG DECK.

STRUCTURAL CRACK FOUND ON INTERNAL STIFFENER, IN THE VERTICAL TAIL PYLON FROM PREVIOUS REPAIR FAILURE. 3 INCH CRACK CONNECTING 3 RIVETS ON THE SKIN UNDERNEATH AN EXISTING REPAIR. ON THE INSIDE OF THE SKIN THE FACTORY BELL STIFFENER 212-030-099-028, CRACKED FOR THE FIRST 4 RIVETS ON THE TOP HALF FROM THE JOGGLE DOWN. REMOVAL OF THE EXISTING PATCH WAS REQUIRED TO APPROPRIATELY ASSESS THE DAMAGE. THE PREVIOUS CRACK WAS NOT REMOVED OR STOP DRILLED AS IT TERMINATED AT TWO RIVET HOLES & CROSSED A THIRD IN THE MIDDLE. ENGINEERING PROVIDED A REPAIR.

DURING THE LAST FLIGHT OF THE DAY, THE ACFT WAS DESCENDING WITH 7.5% PITCH. AS SOON AS PITCH WAS PULLED IN, NR 1 ENG WENT INTO COMPRESSOR STALL WITH A TEMP OF 780F. A LOWER PITCH SETTING OF 8% WAS SET & PULLED IN POWER WITH THE SAME RESULT. ENG FLIGHT IDLES MATCHED WITHIN 1%. ENG GND IDLES MATCHED WITHIN 1%. POWER CHECK PERFORMED EARLIER WITH SATISFACTORY RESULT. BORESCOPED ENG COMPRESSOR SECTION & TURBINE FOR ANY DAMAGE. NO DEFECTS NOTED. CHECKED AIRFRAME & FCU FUEL FILTER. NO DEFECTS NOTED.

MAIN ROTOR BLADE HAS A 2 INCH CRACK IN THE CHORD DIRECTION OF THE TIP SHOE, CAUSED FROM EROSION, AS A RESULT FROM UNIMPROVED LANDING ZONES.

MGB REMOVED FOR OIL LEAKING FROM CRACK IN RING GEAR CASE. UPON DISASSEMBLY AT REPAIR STATION DISCOVERED A SECTION OF 13 SPLINE TEETH ON THE UPPER RING FRACTURED. 7 TEETH WERE COMPLETELY SEPARATED FROM THE CASE BUT HELD IN PLACE BY THE INNER RING GEAR ASSY. THERE WERE MULTIPLE CRACKS ORIGINATING FROM THE ROOT AREA OF THE FRACTURED SPLINES IN ADDITION TO THE CRACK THAT BREACHED THE OUTSIDE OF THE CASE AND LEAKED OIL.

TWO MAIN ROTOR TRANSMISSION MAST STUDS FOUND SHEARED OFF DURING 25 HOUR INSPECTION.

FOUND B-NUT LOOSE ON ENGINE THAT ATTACHES RETURN OIL LINE TO RESERVOIR. LINE DOES NOT HAVE ANY SAFETYING PROVISION. METAL FITTING ASSY WAS FOUND LOOSE NOT HOSE.

PILOT REPORTED MOMENTARY TAIL ROTOR GEAR BOX CHIP LIGHT ON MASTER CAUTION PANEL.

NUMBER 1 ENG FUEL FILTER MASTER CAUTION LIGHT CAME ON, INDICATING FUEL FLOW RESTRICTION.

DURING CRUISE FLIGHT IN A SHALLOW RIGHT HAND TURN, NR 2 ENG EXPERIENCED HIGH SIDE FAILURE IMMEDIATELY, FOLLOWED BY UNCOMMANDED SHUTDOWN. ACFT RECOVERED 26 MILES BACK TO BASE IN SINGLE ENG CONFIGURATION.

ON RETURN TO BASE, NR 2 ENGINE CHIP DETECTOR CAUTION LIGHT ILLUMINATED AND STAYED ON, EMERGENCY PROCEDURES IAW THE RFM WERE C/W BY THE PIC, CONDUCTED TROUBLESHOOTING AND FOUND ELECTRICAL CHIP DETECTOR HOUSING DAMAGED CAUSING FALSE CAUTION LIGHT, REPLACED WITH NEW CHIP DET, OPS CHECK GOOD.

FOUND CRACKED STABILIZER AT INBD LOCATION. CRACK IS 2 INCHES IN LENGTH, CRACKED THROUGH MATERIAL.

DURING THE FIRST TAKEOFF FROM THE SHIP AS SOON AS THE ACFT CAME OFF THE DECK, THE RT LOW PRESS FILTER CLOGGED LIGHT ILLUMINATED AS THE HELICOPTER WAS TRANSITIONING TO A HOVER. WHILE IN A HOVER THE FILTER CLOGGED LIGHT FLICKERED ON & OFF, THE PILOTS REQUESTED PERMISSION TO LAND BACK ON THE SHIP. THE ACFT LANDED ON THE DECK & A QUICK CHECK OF THE RT LOW PRESS FILTER SHOWED AN EXTENDED DELTA P INDICATING A CLOGGED FILTER. THE PILOTS CONDUCTED NORMAL SHUTDOWN PROCEDURES WITH NO SECONDARY’S SHOWING. FOLLOWING THE PROCEDURES IN THE MM CHAPTER 28.20.301 THE LOW PRESS FILTER WAS REMOVED FOR INSPECTION & THE NR 2 ENG FUEL CONTROL FILTER WAS ALSO REMOVED. NO FOREIGN DEPOSITS WERE NOTED IN THE FILTERS IN THE AMOUNT THAT WOULD BE REQUIRED TO CLOG THE FILTER & CAUSE IT TO GO INTO BY-PASS MODE. BOTH FILTERS WERE REPLACED WITH SERVICEABLE FILTERS FROM THE INVENTORY THAT HAD BEEN CLEANED & INSPECTED. ALL PROCEDURES FOR BLEEDING THE SYS & LEAK CHECKS WERE PERFORMED WITH NO SECONDARY’S. THE ACFT WAS STARTED AGAIN, VISUAL INSPECTIONS OF THE DELTA P INDICATOR WERE PERFORMED & THE ACFT FLEW AN ADDITIONAL 0.2 HOURS TO CHECK THE SYSTEMS & PERFORM AN ENG POWER TREND CHECK. DURING THIS FLIGHT THERE WERE NO MORE INDICATIONS OF FAILURE. UPON SHUTDOWN THE FILTER CLOGGED DELTA P WAS INSPECTED AGAIN & WAS NOT EXTENDED. NO ADDITIONAL MX IS REQUIRED.

90 DEGREE TAIL ROTOR GEAR BOX LOWER LT CASE AROUND MOUNTING STUD BROKEN.

NUMBER 2 ENG FUEL FILTER MASTER CAUTION LIGHT CAME ON WHEN THE ENG WAS AT 60 % TQ , INDICATING A FUEL FLOW RESTRICTION.

RIGHT ENG SERVICE DECK HONEYCOMB PANEL HAS DELAMINATION OF APPROX 3" DIAMETER, STATION 298, BL 25, WL 65.

CRACK 2.75 INCHES FOUND ON AFT LT PYLON BULKHEAD AREA, PREVIOUS HELICOPTER REPAIR COMPLETED.

LEFT HYD LOW LEVEL LIGHTS CAME ON IN FLIGHT. LT SERVO TOP PIPE LEAKING. LT SERVO TOP PIPE WAS TIGHTENED & NO FURTHER LEAKS DETECTED. NO LIGHTS AFTER RESERVOIR WAS RE-FILLED.

UPON LANDING DIFF NG LIGHT ILLUMINATED ALONG WITH A NG T4 DROP ON ENG 2 FOLLOWED BY AN NR OVER SPEED ALARM & HIGH NG ON ENG 1 & HIGH NR RPM. PILOT REDUCED THROTTLES TO CONTROL NG & NR. NR DID NOT EXCEED 300 RPM. FOUND FAULTY FCU. REPLACED FCU WITH OVERHAULED UNIT ON NR 1 ENG.

DURING CRUISE FLIGHT , PILOT REPORTED UNUSUAL VIBRATIONS. DURING INSPECTION, NODAL BEAM PLATES & HELPER SPRING FOUND TO HAVE TORN ELASTOMERIC RUBBER.

DURING PREFLIGHT OIL WAS NOTICED ON THE UPPER TRANSMISSION CASE. UPON FURTHER INVESTIGATION, PAINT WAS BUBBLED ON RING GEAR CASE. CLEANED PAINT & DYE PENETRANT WAS USED REVEALING A SUSPECTED CRACK. ACFT WAS RUN AT 100% NR & OIL WAS NOTICED COMING FROM A CRACK IN THE TRANSMISSION RING GEAR CASE.

LOST RT PEDAL IN FLIGHT. PERFORMED RUN ON LANDING.

DURING AN ACFT INSPECTION, SIGNIFICANT CORROSION WAS FOUND ON EXTRUSION AT FRAME 2480 UNDER PILOTS SEATS IAW SRM 53-12 PG 13 FIG 7 ITEM 24.