N104LP
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| CHEVRON USA PRODUCTION COMPANY (AC2A) | Operator | on 2012-03-12 | Operator named in NTSB report |
Accident & incident history
Operated by CHEVRON USA INC (per NTSB report)
Maintenance disclosures
Service Difficulty Reports filed with the FAA for this airframe. Filing is largely voluntary — the number of reports is not a measure of reliability. To verify a report, search its control number at the FAA SDRS site.
3 reports on file, 1998-07-30 – 2011-10-07.
Part: FAN — OBSTRUCTED (DEFOGGER) · airframe 13,937 hrs
BEFORE TAKEOFF, TURNED THE DEFOG VENT MOTOR ON FOR VENTILATION. AFTER TAKEOFF, CLOSED THE CABIN VENT. MIDWAY THROUGH CLOSING, SPARKS AND SMOKE COULD BE SEEN IN THE NOSE NEAR THE DEFOG VENT MOTOR. DEFOG VENT MOTOR CIRCUIT BREAKER TRIPPED AND SMOKE AND SPARKS STOPPED. FOUND THAT VENT DOOR CABLE CONTACTED THE FAN WHEN CLOSED, INSPECTED FAN MOTOR, FOUND SERVICEABLE, REPOSITIONED AND RETURNED TO SERVICE.
Part: COMPRESSOR — STALLED (ENGINE) · airframe 10,395 hrs
HEARD A LOUD POP FOLLOWED BY YAWING AND FLUCTUATIONS IN INDICATED TORQUE. PILOT IMMEDIATELY LOWERED THE COLLECTIVE MAINTAINED AIRSPEED, AND CROSSCHECHECKED THE INSTRUMENTS.I PILOT INITIATED A TURN TO LAND BACK AT SP 58D. AFTER LANDING THE PASSENGERS GOT OUT TO PROCEED A VISUAL INSPECTION. THE PASSENGERS CONFIRMED THERE WAS NO APPARENT VISUAL PROBLEMS WITH THE EXTERIOR OF THE AIRCRAFT. I DECIDED TO TEST RUN THE AIRCRAFT OVER THE HELIPORT FOR AIRWORTHY STATUS. ALL ENGINE AND FLIGHT INSTRUMENTS INDICATED NORMAL AND THE AIRCRAFT HAD NO ADVERSE FLIGHT CHARACTERISTICS. THE POLIT PROCEEDED TO CONTINUE FLIGHT TO SP 77C AND WD 109 AND BACK TO SP78B. THERE WERE NO OTHER ABNORMAL OCCURRENCES AFTER THAT INCIDENT.
Part: FITTING — CRACKED (TAILBOOM ATTACH)
DURING 100-HOUR INSPECTION, FOUND UPPER LEFT TAILBOOM ATTACH FITTING CRACKED. ALSO, FOUND LEFT FUSELAGE AFT LONGERON CRACKED. LONGERON PIN 206-031-329-037. ON REMOVAL, REPAIR, FITTING HAD A .020 INCH GAP BETWEEN LONGERON AND FITTING CREATING A LOADED CONDITION WHEN RIVETED AT FACTORY.