N129JW
Registered owner: AIR METHODS LLC, CO (owner ≠ operator)
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| AIR METHODS LLC (QMLA) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
ALL OF CREW NOTED A MELTING OR BURNING PLASTIC SMELL. WE WERE ABOUT TO BEGIN OUR DESCENT FOR BASE, AND WERE ONLY ABOUT 15 MINUTES OUT, WITH MULTIPLE ALTERNATIVE AIRPORTS BELOW/NEAR US IF THE SMELL GOT WORSE AND I BECAME MORE CONCERNED ABOUT AN IMMINENT CHANCE OF FIRE. I DECIDED CONTINUE TO BASE UNLESS I NOTED ANYTHING OF ADDITIONAL CONCERN, IN WHICH CASE I WOULD DIVERT TO THE NEAREST AIRFIELD. WE LANDED UNEVENTFULLY. AFTER SHUTDOWN, WE TRIED TO IDENTIFY THE SOURCE OF THE SMELL, BUT COULD NOT... OTHER THAN IDENTIFYING THAT THE SMELL WAS STRONGER TOWARD THE FRONT OF THE CABIN, AND NO SMELL WAS APPARENT IN THE ENGINE COMPARTMENT.
DUAL GENERATOR FAILURE WHEN HEATS/LIGHTS TURNED ON
DE-ICE BOOTS MALFUNCTION AS INDICATED ON "CAWS" PANEL. PILOT WROTE UP DISCREPANCY IN LOG BOOK. AIRCRAFT BOOTS WERE DEFERRED ON MEL AND THE AIRCRAFT WAS RETURNED TO BASE. MAINTENANCE FOUND LH TAIL DE-ICE BOOT HAD A LONG CRACK IN IT.
AT FL 230 PRESSURIZATION CONTROL WAS SET TO FL 230 AND SHOULD HAVE RESULTED IN A CABIN PRESSURE OF APPROXIMATELY 6,300 FEET. THE CABIN PRESSURE INDICATOR WAS SHOWING 8,000 FEET. AS THE LAST TWO EVENTS, THERE WAS A SLIGHT SMELL, LIKE OVERHEATED RUBBER ON A MANIFOLD. BLEED HEATING WAS NOT WORKING AND THE CABIN TEMPERATURE WAS 50 DEGREES, EVEN THOUGH THE BLEED AIR HEAT WAS AT MAXIMUM. THE ELECTRIC HEATING DID NOT HELP. WHILE IN LEVEL FLIGHT ON AUTO PILOT IN STABLE CONDITIONS, THE VSI IN THE PRESSURIZATION PANEL KEPT FLUCTUATING. AS DESCENT WAS INITIATED AND POWER REDUCED, THE CABIN VSI SHOWED A "CLIMB" OF 1,500 FEET / MIN. AND WHEN I ADDED POWER, THE VSI WOULD INDICATE 1,500 / MIN DESCENT. I SET THE AIRPORT ELEVATION (SLIGHTLY HIGHER) ON THE PRESSURIZATION CONTROL ON DESCENT BEFORE LANDING AND THE SYSTEM WAS OPERATING SOMEWHAT NORMALLY BY THE TIME WE LANDED. THIS WAS REPORTED IMMEDIATELY TO OCC AND THE MAINTENANCE PERSONNEL ON DUTY AND A LOG BOOK ENTRY WAS MADE. AT THE TIME OF THIS WRITING THERE IS STILL NO RESOLUTION AND THE AIRCRAFT IS OOS IN DENVER CENTENNIAL.
IN-FLIGHT DEICE BOOT FAILURE IN CRUISE FLIGHT. HAD BOOTS ACTIVATED FOR 25MIN AND THEN RECEIVED A CAUTION THAT BOOTS HAD FAILED. RAN QRH AND BOOTS FAILED AGAIN. INSPECTION FOUND AN APPROX. 3 IN TEAR IN LOWER LEFT INBOARD.
ON A FLIGHT FROM CNY TO GJT USING DE-ICE EQUIPMENT, THE AMBER "DE-ICE" CAWS LIGHT CAME ON WITH A VISUAL AND AURAL CAUTION LIGHT. FOLLOWED PC-12 QRH - GREEN "PROP DE-ICE" WAS NOT FLASHING AS PER CHECK LIST. FOLLOWED PROCEDURE ANYWAY, PROBLEM PERSISTED, PROCEEDED TO LAND AT GRAND JUNCTION WITH NO ISSUES. REPORTED TO MCAS AND THE LOCAL MAINTENANCE TEAM.
LOSS OF BRAKE FLUID, THE BRAKE CALIPER WAS INSTALLED ON 16 MARCH 2022. THE LINE WAS NOT TOUCHING BUT APPARENTLY WAS INSTALLED WITHOUT SUFFICIENT CLEARANCE. AFTER THE INCIDENT ON 6 APRIL 2022, THE LINE STILL WAS NOT PHYSICALLY TOUCHING BUT THE TIRE HAD APPARENTLY BULGED AND CONTACTED THE LINE.
ON CLIMB OUT ON AN IFR FLIGHT PLAN, THE ENTIRE CREW NOTICED WHAT APPEARED TO BE A BURNING SMELL THROUGHOUT THE AIRCRAFT. WE CANCELLED THE IFR FLIGHT PLAN AND ABORTED THE FLIGHT, TURNED TO RTB AND SECURED ALL UNNECESSARY CONSUMERS. UPON RETURN TO BASE, THE MECHANIC DETERMINED THAT THE EMERGENCY BATTERY WAS HOT AND LEAKING ACID. THE BATTERY WAS REMOVED.
ON ENTRY TO THE AIRCRAFT, THE ATTACH LUG FOR THE LANYARD THAT HOLDS THE CREW ENTRANCE STEPS UP WAS CRACKED AND BROKE CREATING EXCESSIVE DOWNWARD FORCE AND CAUSING SEVERAL OTHER CRACKS ON THE AIRFRAME SIDE OF THE DOOR HINGE.
OPE ECS/PRESSURIZATION FAIL ON CLIMB AT APPROXIMTELY 13000 FT, ALSO FAILED HOLDING CABIN PRESSURE ON MANUAL MODE. OPEN ACCESS PANEL BELOW COPILOT SEAT. FOUND A AN FITTING SLIGHTLY LOOSE ON CHECK VALVE NEXT TO EJECTOR, JET. REMOVED CHECK VALVE BY REMOVEING THE AN FITTINGS ON EACH SIDE. INSPECTED & CHECKED FLOW OF AIR. REINSTALLED THE CHECK VALVE. PERFORMED OPERATIONL TEST OF PRESSURIZATION CONTROL SYSTEM IN REFERENCE TO PC-12 AMM 12-A-71-00-00-00A-903A-A. OPS CHECKED NORMAL. FLIGHT CHECK FOUND NO DEFECTS.
ON APPROACH TO LANDING BELOW 163 KIAS SELECTED FLAP POSITION TO 15 DEGREES. FLAPS FAILED TO MOVE, MASTER CAUTION & AMBER FLAP CAWS LIGHT ILLUMINATED. COMPLETED NO FLAP LANDING WITHOUT FURTHER INCIDENT.