N135CJ
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 Corp. (QMLA) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
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.
7 reports on file, 2007-03-08 – 2026-02-06.
Part: CROSSTUBE — CORRODED (ZONE 700) · airframe 7,836 hrs · 24,187 cycles
DURING A 2060 1000 HOUR INSPECTION THE WAS SOME CORROSION FOUND BETWEEN THE RIGHT HAND FORWARD STEP MOUNT AND THE FORWARD CROSSTUBE. THE BOLTS WERE REMOVED SO THE CORROSION COULD BE WORKED. DURING THAT TIME IT WAS FOUND THAT THERE SEEMS TO BE A CRACK IN THE CROSSTUBE. FURTHER INSPECTION SHOWED A CRACK FROM THE TOP BOLT HOLE TO JUST PAST THE LOWER HOLE.
Part: UNKNOWN — SMOKE (CABIN) · airframe 5,603 hrs · 18,530 cycles
CREW REPORTED ACRID SMOKE SMELL IN CABIN FOR ABOUT 30 SECONDS ON APPROACH. AFTER SHUT DOWN THEY THOUGHT IT WAS FROM BATTERY COMPARTMENT. MECHANIC INSPECTED AIRCRAFT COULD NOT FIND ANY DEFECTS. PERFORMED 10M CHECKFLIGHT WITH NO REPORTED ISSUES.
Part: WARNING LIGHT — ILLUMINATED (NR 2 INVERTER) · airframe 3,342 hrs · 12,832 cycles
DURING FLIGHT, THE DG, NR 2 INVERTER, AND PR SAS ILLUMINATED ON THE CAD AND THE NR 2 GENERATOR AMPS WERE RUNNING ABOUT 20 AMPS HIGHER THAN THE NR 1 GENERATOR. THE AIRCRAFT BECAME UNSTABLE LIKE IT LOST ALL OF STABILITY. GOT EVERYTHING TO CLEAR ON THE CAD. DURING THE TURN, RECEIVED THE DG, NR 2 INVERTER AND PR SAS ON THE CAD. AT THIS POINT, WAS 5 MILES FROM BASE SO ELECTED TO RETURN AND HAVE ANOTHER AIRCRAFT FINISH THE TRANSPORT. LANDED WITHOUT ANY ISSUES. THE PR SAS AND NR 2 INVERTER WOULD NOT CLEAR. THE MECHANIC INSPECTED THE SYSTEM. THE AIRCRAFT WAS SUBSEQUENTLY RETURNED TO SERVICE WITH THE NR 2 INVERTER SYSTEM DEFERRED. OPEN
Part: WARNING SYSTEM — FALSE ACTIVATION (COCKPIT) · airframe 2,871 hrs · 10,654 cycles
THE PILOT RECEIVED A SYS 2 DEGRADE CAUTION LIGHT ILLUMINATION DURING FLIGHT WITH A PATIENT ON BOARD. IMMEDIATELY ABORTED THE FLIGHT & RETURNED TO THE HOSPITAL FOR LANDING AS THE EMER PROCEDURE WAS LAND AS SOON AS PRACTICAL. THE MECHANIC ARRIVED TO TROUBLESHOOT THE DISCREPANCY, BUT COULD NOT DUPLICATE THE PROBLEM. AFTER CLEANING ALL OF THE ELEC CONNECTORS FOR THE EECU, THE ACFT WAS RETURNED TO SERVICE.
Part: ELECTRICAL BOX — FAULTY (CABIN) · airframe 2,835 hrs · 10,468 cycles
DURING NORMAL PREFLIGHT INSPECTION, IT WAS DISCOVERED WE HAD A NR 1 BUS TIE CAUTION LIGHT. THE ACFT WAS NEVER FLOWN ON THAT DATE. UPON FURTHER INSPECTION OF THE MASTER ELEC BOX, WE FOUND THE BOX WAS CLICKING CONSTANTLY WHENEVER POWER WAS APPLIED & WE SMELLED AN ELEC BURN EMITTING FROM THE BOX ITSELF. THE NR NR 1 MASTER ELEC BOX WAS REPLACED & THE ACFT WAS RETURNED TO SERVICE.
Part: TUBE — WORN (M/R HUB SPACER) · airframe 1,054 hrs · 3,377 cycles
ACFT WAS BROUGHT INTO MX FOR MAST NUT TORQUE CHECK. NUT WAS REMOVED BY HAND. THE MAST WAS REMOVED AND SPACER TUBE WAS INSPECTED. THE PROJECTIONS ON THE FAYING SURFACE OF SPACER TUBE WERE WORN BEYOND ALLOWABLE LIMITS.
Part: BUSS TIE — SHORTED · airframe 25 hrs · 130 cycles
INFLIGHT, BUSS TIE CAUTION LIGHT ILLUMINATED FOLLOWED BY GENERATOR DISCONNECT LIGHT AND SLIGHT ODOR OF ELECTRICAL BURNING.