N135HN
Registered owner: HEALTHNET AEROMEDICAL SERVICES INC, WV (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
DURING 800 HOUR INSPECTION, CORROSION DAMAGE WAS DISCOVERED ON THE AFT CABIN FLOOR (PN: B533K8114-051) AROUND THE PARAMETER OF THE LOWER SKIN. A DETAILED DESCRIPTION OF THE DAMAGE AND AN APPROVED REPAIR PROCEDURE IS PROVIDED IN AIRBUS REPAIR DESIGN APPROVAL SHEET RDAS-BK117-53-2024-2621, ISSUE A DATED 27 AUG 2024.
DURING 800 HOUR INSPECTION, CORROSION WAS DISCOVERED ON FWD FLOOR PALLET (PN 145M-2500-10 AND AFT FLOOR PALLET (PN 145M-2500-11). THE CORRODED AREA REPAIRED BY BLENDING AS PER METRO NTO# 9847-270824 DATED 08/27/2024. THE LUGS ARE NO LONGER SERVICEABLE AND ARE MARKED AS INOP. REPAIRED FLOOR OVERLAYS PN 145M-2500-10 AND -11 IAW AIR METHODS ENGINEERING AUTHORIZATION 32-5300-EA-4878 PART 1 REV. - DATED 03 SEP 2024. PART 2 OF ENGINEERING AUTHORIZATION 32-5300-EA-4878 REQUIRES RECURRENT VISUAL INSPECTION EVERY 30 FH UNTIL PART 3 IS ACCOMPLISHED MY REPLACING THE DAMAGED FLOOR PALLETS OR BY 17 JANUARY 2025.2A6
DURING 1000 HOUR AIR FRAME INSPECTION FOUND A CHAFE IN THE FENESTRON TOP RIB
DURING 1000 HOUR AIR FRAME INSPECTION FOUND CABIN FLOOR DENTED AND DELAMINATED IN SEVERAL SPOTS
DURING A 1000 HOUR AIR FRAME INSPECTION FOUND CORROSION AT THE LH KEEL BEAM JUST FWD OF F.S. 3150 MM, LBL 500. CLEANED CORROSION AND REMOVED 0.17 MATERIAL. AWAITING A REPAIR SCHEME FROM AIRBUS.
DURING A 1000 HOUR AIR FRAME INSPECTION FOUND THE PILOT'S SIDE OF THE COCKPIT FLOOR GROUND BRACKET CORRODED AT F.S. 1700 WHEN THE GROUND BRACKET WAS REMOVED, FOUND THE FLOOR CORRODED IN THE UPPER AND LOWER SKINS IN MULTIPLE SPOTS.
DURING 1000 HOUR AIR FRAME INSPECTION FOUND FRAME 1 CORRODED IN MULTIPLE PLACES
DURING 1000 HOUR AIR FRAME INSPECTION, FOUND THE COLLECTIVE SHAFT UNDER THE COCKPIT FLOOR CORRODED BEYOND LIMITS.
DURING A 1000 HOUR AIR FRAME INSPECTION, FOUND FRAME #5 FWD ANGLE LEFT SIDE AT FS 4700MM WITH TWO CRACKS ONE AT THE TOP LOCATION AND ONE LOWER LOCATION OF THE METRO MED WALL ATTACH POINTS. BOTH CRACKS ARE 3/4 OF AN INCH LONG.
WE DEPARTED AT NIGHT, IFR, ON AN IFT. MADE IT TO THE SENDING HOSPITAL NO ISSUES. WE TOOK OFF FROM THE HOSPITAL TO OVERFLY THE AIRPORT AND PICK UP OUR IFR CLEARANCE TO RECEIVING. I HEARD SOME WHISTLING IN THE ROTOR SO I OPTED TO DOUBLE CHECK THE EROSION STRIPS ON THE BLADES AT THE AIRPORT BEFORE COMMITTING TO BEING IMC ON AN IFR FLIGHT. I LANDED, CHECK THE EROSION STRIPS, AND FOUND A SMALL PIECE OF DEBRIS STUCK TO THE LEADING EDGE. IT GAVE ME CONFIDENCE THAT THIS WAS IN FACT WHAT I HAD HEARD, WE CRANKED BACK UP, NO NOISE, NO ISSUES, PICKED UP OUR IFR CLEARANCE, AND WE WERE ON OUR WAY. AFTER LEVELING OFF AT 6,000FT ENROUTE TO THE RECEIVING, WE PICKED UP A VERY DISCERNIBLE SOUND THAT THE CREW COULD EVEN HEAR THIS TIME AND AN INCREASE IN A 1:1 VIBRATION. I KNEW THAT WE COULD NOT CONTINUE THE FLIGHT IN THIS CONDITION SO I ALERTED APPROACH THAT WE WOULD NEED TO LAND AT THE AIRPORT AT OUR BASE INSTEAD OF CONTINUING FLIGHT TO THE DESTINATION. APPROACH ASKED IF I WAS DECLARING AN EMERGENCY, AND I AGREED THAT IT WAS AN EMERGENCY, SO APPROACH VECTORED US FOR THE ILS BACK INTO OUR AIRPORT, COMPLETED THE REMAINDER OF THE FLIGHT WITHOUT ISSUE. CREW COMPLETED THE REMAINDER OF THE TRANSPORT BY GROUND. OCC WAS NOTIFIED, AND MECHANIC IS ENROUTE. SUPPLEMENTAL INFORMATION: AN MIS REPORT DATED 06/08/2019 WAS ORIGINALLY SUBMITTED FOR THIS EVENT TO OUR DIRECTOR OF MAINTENANCE. THE BASE SUBMITTED THIS SDR AS FOLLOW-UP TO THE MIS REPORT DUE TO THE FILING OF AN "INFLIGHT EMERGENCY" WITH ATC. THE ORIGINAL SDR DESCRIPTION IS REFERENCED BELOW.
DURING CLIMB-OUT, EXPERIENCED A MASTER CAUTION ILLUMINATION WITH A CORRESPONDING TRANSMISSION CHIP IN THE MISCELLANEOUS SECTION OF THE CAD. AFTER 3X ACTIVATION OF THE CHIP BURN SWITCH IAW THE CHIP PULSE PROVISIONS OF THE FMS, THE TRANSMISSION CHIP CAUTION LIGHT REMAINED ILLUMINATED. COMPLIED WITH THE APPLICABLE EMERGENCY PROCEDURE LOCATED IN THE BASIC HELICOPTER FLIGHT MANUAL AND LANDED AS SOON AS PRACTICABLE. THE CHIP DETECTOR WAS INSPECTED AND CLEANED. THE AIRCRAFT RETURNED TO SERVICE WITHOUT FURTHER TRANSMISSION CHIP ILLUMINATIONS. MAINTENANCE INSPECTED CHIPS IAW WITH AMM. DURING INSPECTION IT WAS DETERMINED THAT THE MAGNETIC DEPOSITS ON THE CHIP DETECTOR WERE CATEGORY A AND WITH NO OTHER CHIP EVENTS WITHIN THE LAST 100 FH THE CHIP DETECTOR WAS CLEANED AND THE AIRCRAFT WAS RETURNED TO SERVICE PER THE AMM.
ON PREFLIGHT/ AIRWORTHINESS CHECK, AN 8 INCH CRACKED WAS NOTED ON LT ENTRY STEP, JUST ABOVE AFT SUPPORT ON AFT CROSSTUBE MOUNT AND A 4" CRACK WAS NOTED ON THE RT ENTRY STEP JUST, ABOVE AFT SUPPORT ON AFT CROSSTUBE.