Concern Network
Article Outline
- September 9, 2007
- October 20, 2008
- November 15, 2008
- December 9, 2008
- December 11, 2008
- December 15, 2008
- December 26, 2008
- December 27, 2008
- December 30, 2008
- January 5, 2009
- January 12, 2009
- January 20, 2009
- January 27, 2009
- February 5, 2009
The Concern Network shares verified information to alert medical transport programs when an accident/incident has occurred. Both air and ground programs are encouraged to participate. If you have questions, contact CONCERN Coordinator David Kearns at (800) 525 3712 or www.concern-network.org.
September 9, 2007
On approach in to Sitka, Alaska, the BE200 pilots of a Guardian Flight (Fairbanks, AK) mission were unable to lock the landing gear down after many laborious manual efforts. An emergency landing was initiated at the Sitka airport, and the pilots were able to safely land the plane without the front landing gear. No injuries were reported. The weather was clear and not a factor; the program is its own vendor.
October 20, 2008
After takeoff the cockpit crew and nurses in a Learjet 25 flown by AIRLIFE Denver (Englewood, CO) noticed an unusual noise. The source could not be isolated and sounded like “electrical arcing.” The team also smelled what they thought might have been smoke or something burning. The aircraft immediately returned to Centennial Airport, and the team was transferred to the fixed-wing backup aircraft. The weather was clear.
After the transfer had been completed, the captain noted that the first officer had left his keys in the door when he initially entered the aircraft. (When Learjet clamshell doors are open, the keys are not visible.)
After a thorough inspection of the aircraft, maintenance personnel surmised that the source of the noise was the keys flapping against the door. The source of the smell could not be found and may have been due to a heightened awareness by the crew when they heard what they thought was electrical arcing and the fact that the heat had just been turned on.
Although this is the only known occurrence of this event for the operator in 29 years, it could have resulted in the keys becoming dislodged and causing engine damage or failure. Cockpit procedures have been changed. Now when the captain secures the door prior to departure, he visually ensures that keys have been removed and calls out to the first officer: “Two [handles] forward and keys are clear.” The first officer response (after examining the aircraft annunciator panel) is: “[door] light is out.” International Jet Aviation is the vendor.
November 15, 2008
During a routine aircraft check of Air Methods Kentucky's (Lexington, KY) EC 135 P2, a smoky odor was noted by the PIC while the aircraft was shut down on the helipad. The UL-approved “1 TOUCH” heater appeared to have a singed connection that had tripped the breaker from the shore line. The heater was noted at a setting of 900W and the A/C outlet was rated at 1200W. Aircraft inspected with no damage noted by maintenance and placed back in service after maintenance inspection.
December 9, 2008
A Hall Critical Care Transport (Bakersfield, CA) crew departed Meadows Field (KBFL) for a scene call to the northwest. About 4 miles from airport, the Bell 407 pilot noticed a fixed-wing aircraft at the 12 o'clock position, same altitude, 1/4 mile away. After taking evasive action to avoid a head-on collision, the pilot contacted the tower and asked if they were in communication with the other aircraft. Controller said, “Yes, I am.”
The flight continued on course, and our aircraft departed the Class D airspace. The pilot then turned on the Comm 2 to self-announce and monitor the Shafter-Minter Field (MIT) frequency. MIT is uncontrolled airspace and falls just outside of BFL's Class D airspace.
As the pilot was about to announce his position, he spotted a twin-engine Cessna at the 2 o'clock position, approximately 100 feet below and less than 1/4 mile away. Again, the pilot took evasive action to avoid the second aircraft. The pilot then self-announced our position and said he had the Cessna in sight. The Cessna pilot made a call-out after this.
As the flight continued, the visibility began to drop due to thickening haze and reflection from the sun. The flight was aborted, and the return to base was uneventful.
The pilot contacted the BFL Tower Supervisor about the incident. The supervisor said it was a “new controller” and that he was aware of the incident and would be meeting with the controller about it. A post-flight debriefing was conducted. Air Methods is the vendor.
December 11, 2008
While a Midwest Medflight (Ypsilanti, MI) crew was on final approach for an interfacility transport, the Sunnex Series 740 high intensity halogen light assembly failed (high intensity light for patient care), which caused internal overheating. This in turn melted the internal portions of the light assembly, causing a large amount of smoke in the aircraft. The flight nurse in the back of the BK 117 aircraft notified the pilot, who landed safely at the intended destination. The aircraft was put out of service to be inspected by maintenance, and the crew transported the patient by ground. The weather was clear and not a factor.
The light assembly was removed by maintenance, and the aircraft was put back into service within 1 hour and was flown back to base. PHI is the vendor.
December 15, 2008
Nightingale Regional Air Ambulance (Norfolk, VA) was in cruise flight, inbound to the referral hospital for interfacility transfer. The fire warning light for the #2 engine of the BK117 A-4 illuminated. The extinguishing system was activated twice but did not change the warning. Engine shutdown and a single-engine landing were completed at Suffolk Municipal Airport without incident. The weather was clear and not a factor.
A mechanical inspection revealed no evidence of fire. The extinguishing system was returned to service and the fire warning system inspected. The investigation ongoing. Omniflight Helicopters, Inc. is the vendor.
December 26, 2008
During an interfacility transport with a patient on board, the EC 145 pilot flying for Stanford Life Flight (Stanford, CA) noticed dual caution lights, alerting him to an engine pressure condition on both engines. This was followed shortly by an indication that the automatic torque matching system was not keeping the engine torques matched, followed soon thereafter by fluctuating torques and the perception of higher than normal requirements for power. Because of the unusual and rapidly devolving situation, the pilot elected to proceed to the nearest airfield, which also had onsite crash, fire, and rescue services.
A precautionary running landing was performed, and the aircraft was shut down normally. A ground ambulance transported the patient and crew on to the hospital.
The duty mechanic conducted troubleshooting and found indications that a VEMD computer was malfunctioning. However, it was discovered that a malfunctioning (shorting) torque transducer was actually causing all erroneous indications. Once it was replaced, the aircraft was returned to service with no further malfunction indications.
The EC-145 depends highly on computer inputs from all manners of sensors and sources to provide the pilot with data and functioning systems. This particular emergency had not been seen previously, and there was no clear indication that the malfunction was limited to one engine or one sensor input. Although the outcome (the precautionary landing) might have been the same for a clear indication of a malfunctioning torque system, it was considered the prudent action to get the aircraft safely on deck, where assistance was available, if needed, and the surroundings were conducive to a low-power, single-engine approach profile.
Air Methods Corporation is the vendor.
December 27, 2008
Two hours into a Lifeguard Air Ambulance (Hillsboro, OR) flight, smoke was smelled in the Learjet 35 cockpit. The copilot requested the fire extinguisher from medical crew, who responded promptly. The problem was a short in a non-essential light in the cockpit. The pilot pulled the breaker for that lighting system, and the flight continued on without incident. The patient was not harmed or disturbed during this incident. The weather was clear and not a factor.
Maintenance performed necessary repairs, and the aircraft was placed back in service.
December 30, 2008
At 1603 hours, an AS350B2 was at the hospital helipad at Hazard ARH, with the crew having just loaded a patient and preparing for takeoff. Upon initiation of startup, the PIC found that the aircraft would not start. Troubleshooting techniques did not work. Another aircraft that had just departed the pad and was still in sight was alerted and returned to complete the patient mission. The weather was clear and not a factor.
The mechanic came to the helipad, fixed the starter switch, and cleared the aircraft. The aircraft then was taken to the primary base helipad in Hazard, and the switch and starter generator were replaced without further issue.
January 5, 2009
While a Dove Flight (Indianapolis, IN) crew was in flight on an interfacility transport, the Bell 407 pilot noticed both an FADEC fail caution light and an FADEC fail audio alarm. The pilot elected to land the aircraft in an open parking lot. After safely landing the aircraft, local EMS arrived and the patient was transported to the destination hospital by ground ambulance. There was no damage to the aircraft. The weather was clear and not a factor.
Maintenance inspected the aircraft and found that the HMU had malfunctioned. Once it was replaced, the aircraft was returned to service. PHI Air Medical is the vendor.
January 12, 2009
This incident happened to UNC Carolina Air Care (Chapel Hill, NC). During returning cruise flight from an outlying hospital, the BK 117 pilot heard a bump. He suspected a bird strike to lower right skid area because he and flight nurse saw a dark object briefly pass off right lower side of aircraft.
Upon landing, the mechanic walked out to the pilot and inquired about the red object adhered to top of the tailboom, just below the anti-collision light. The weather was clear and not a factor. The pilot completed shutdown, offloaded the patient, washed the remains of a bird from the tailboom, and found two dents on top leading edge just below the anti-collision light. Mechanics are continuing inspection and calling appropriate tech support.
The pilot debriefed the medical crew and also alerted program that aircraft is out of service pending further inspection and tech rep fix. (During final segment of flight aircraft flew normally, with no abnormal noises or abnormal control responses. The pilot is unsure if the bird that was sighted on lower right somehow went from skid area under the aircraft and back up, or if a second, unseen bird may have been the cause. Air Methods is the vendor.
January 20, 2009
An AS350B2 belonging to Air Methods Kentucky (Lexington, KY) made a precautionary landing because an engine chip light illuminated during cruise flight with a patient on board. The landing was made in an open field, and the aircraft was shut down without incident. The weather was clear and not a factor.
Ground personnel were dispatched to the landing location, and the patient was transported with the flight medical crew to hospital. Program mechanics arrived, checked the aircraft, and returned it to service without any damage or further maintenance requirement.
January 27, 2009
This incident happened to Flight For Life Colorado (Denver, CO). As the AS 350 B3 helicopter was lifting off from its base helipad with a patient on board, the pilot experienced an uncommanded reduction in engine RPM from fly to idle. There were no associated warning lights or fail codes during this malfunction, and all engine gauges were within normal operating limits. The pilot reported that he was just lifting off and was maximally 1-2 inches off the ground. A review of helipad camera tapes demonstrated that the helicopter was not airborne. It settled back onto the ground and the patient was transferred to a ground ambulance for transport to the receiving facility without problem. The weather was clear and not a factor.
Immediately after the incident, the pilot and mechanic attempted to re-enact the problem. They determined that when the collective was increased, it eliminated all slack on a wiring bundle, resulting in tension on a wire and activation of a switch that reduced the engine to idle speed. The switch and electrical harness were replaced to allow the collective to move. A subsequent test flight demonstrated that the problem was resolved, and the helicopter was returned to service.
Maintenance had been completed prior to this event, replacing the switch and electrical bundle as part of the 500-hour inspection, and in strict compliance with the service bulletin. Follow-up has involved program medical and aviation staff, Air Methods Corporation, and Turbomecca and American Eurocopter resources.
February 5, 2009
AIRLIFE Denver's (Englewood, CO) Learjet 25D departed Centennial Airport (Denver, CO) at 0150 en route to Rawlins, WY, for an interfacility transport. Approximately 2 minutes after takeoff, the right engine fire warning light illuminated.
The captain reduced power on that engine, and the light extinguished momentarily (1-2 seconds) but then came back on. The captain then reduced the power to idle, and the light remained on. All other engine indications were normal (temps, oil pressure, etc). The engine was secured (shutdown), ATC was notified, and the aircraft made an uneventful landing back at Centennial. Emergency equipment was standing by.
The crew performed a preliminary external inspection of the right engine and noted no visible indication of fire or serious overheating. Crew and equipment were transferred to a backup aircraft, and the mission was completed without further incident. The weather was clear and not a factor.
Maintenance tested and duplicated the fire warning light problem on the ground. Further inspection of the aircraft revealed a grounded insulator on the right engine fire warning detection loop. The Learjet 25 uses heat sensing elements wrapped in metal tubing attached to the engine cowling, which surrounds the forward nacelle and engine tailcone. The metal tubing is isolated from the engine cowling with insulated standoffs. Maintenance replaced the insulated standoffs and retested the system for normal operation. (There has been no known engine fire in Learjets in 40-plus years of operation.)
A similar problem was encountered in this aircraft on November 11, 2007.
A Service Difficulty report was submitted to the FAA in accordance with 14 CFR 135.415(c). International Jet Aviation is the vendor.
PII: S1067-991X(09)00070-4
doi:10.1016/j.amj.2009.03.004
