Narrative:

The aircraft was at downtown heliport. The aircraft had undergone fuel quantity indicator calibration two days previously. When the pilot attempted to start the engines; neither one of them would start. Maintenance was on hand and determined that the fuel system had not been purged of air after the previous work had been completed. The fuel lines of both engines were purged and then both engines started normally. The aircraft was positioned for take-off and after reaching approximately 5-10 knots; the number one engine failed without any advanced warning. Fuel system was not completely bled; engine flamed out. The pilot was able to gain airspeed and recover to a local airport which was a five minute flight from take-off to landing.I went to the airport and the number one engine was again purged with a significant amount of air still in the line. The number one engine was again started but there was significant fluctuations in the tot (turbine outlet temperature) during start. After running the engine for approximately ten minutes and hovering for several minutes the aircraft was repositioned back to ZZZ. During subsequent starts; the tot continued to fluctuate abnormally. Troubleshooting was continued the next morning. The fuel filter bowl was removed; inspected; reinstalled; and re-bled. Subsequent engine starts were non-events. [Suggest that] mechanics should take the time to bleed the fuel system completely after fuel quantity indicator system calibration. There is no maintenance manual requirement for this step.

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Original NASA ASRS Text

Title: A Maintenance Manager with an IA (Inspection Authorization) rating reports about a Eurocopter BK-117 engine flame out after a fuel quantity indicator calibration check. Aircraft Maintenance Manual cited as not being not adequate in addressing potential engine flameouts due to air in fuel lines.

Narrative: The aircraft was at downtown heliport. The aircraft had undergone fuel quantity indicator calibration two days previously. When the pilot attempted to start the engines; neither one of them would start. Maintenance was on hand and determined that the fuel system had not been purged of air after the previous work had been completed. The fuel lines of both engines were purged and then both engines started normally. The aircraft was positioned for take-off and after reaching approximately 5-10 knots; the number one engine failed without any advanced warning. Fuel system was not completely bled; engine flamed out. The pilot was able to gain airspeed and recover to a local airport which was a five minute flight from take-off to landing.I went to the airport and the number one engine was again purged with a significant amount of air still in the line. The number one engine was again started but there was significant fluctuations in the TOT (Turbine Outlet Temperature) during start. After running the engine for approximately ten minutes and hovering for several minutes the aircraft was repositioned back to ZZZ. During subsequent starts; the TOT continued to fluctuate abnormally. Troubleshooting was continued the next morning. The fuel filter bowl was removed; inspected; reinstalled; and re-bled. Subsequent engine starts were non-events. [Suggest that] mechanics should take the time to bleed the fuel system completely after fuel quantity indicator system calibration. There is no Maintenance Manual requirement for this step.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.