N139FW
Registered owner: CHEVRON USA INC, MS (owner ≠ operator)
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| CHEVRON USA PRODUCTION COMPANY (AC2A) | 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.
18 reports on file, 2006-07-22 – 2023-05-01.
Part: BOOT — TORN · airframe 8,680 hrs · 16,885 cycles
THE NEW DESIGN SWASHPLATE BOOT P/N 3G6230L01851 SEPARATED AND TORE AFTER 13.3 HOURS OPERATING TIME. BOOT WAS REMOVED AND SPLIT BOOT P/N 3G6230A06231 WAS INSTALLED.
Earlier reports · 2006–2021 · 17 reports
2021
Part: COOLING FAN — CONTAMINATED · airframe 8,073 hrs · 16,046 cycles
MAIN GEARBOX OIL COOLER FAN WAS REMOVED AND REPLACED DUE TO MGB FAN QUILL SEAL LEAKING ALLOWING OIL TO MIGRATE TO FAN BEARINGS. SEE SDR AC2A2021101513901 FOR SDR ON SEAL.
Part: SEAL — LEAKING · airframe 8,073 hrs · 16,046 cycles
MAIN GEARBOX OIL COOLER FAN DRIVE SEAL LEAKING
Part: CLAMP — WORN (T/R GEARBOX) · airframe 7,774 hrs · 15,665 cycles
CLAMPED ADAPTER P/N 3G6320A16551, S/N DAT197 AND ADAPTER CLAMPS P/N 3G6320A16651, S/N AVI 0406 WERE REMOVED FROM MGB 3G6320A00134, S/N V44 IN PREPARATION FOR SHIPMENT OF MGB IN FOR OVERHAUL. ADAPTER AND CLAMPS DISPLAY EVIDENCE OF SIGNIFICANT WEAR OF 0.010" ON MATTING SURFACES.
Part: ADAPTER — WORN (T/R GEARBOX) · airframe 7,774 hrs · 15,665 cycles
CLAMPED ADAPTER P/N 3G6320A16551, S/N DAT197 AND ADAPTER CLAMPS P/N 3G6320A16661, S/N AVI 0406 WERE REMOVED FROM MGB 3G6320A001434, S/N V44 IN PREPARATION FOR SHIPMENT OF MGB IN FOR OVERHAUL. ADAPTER AND CLAMPS DISPLAY EVIDENCE OF SIGNIFICANT WEAR OF 0.010" ON MATTING SURFACES.
Part: COOLING FAN — LEAKING · airframe 7,773 hrs · 15,665 cycles
OIL COOLER FAN WAS REMOVED AND REPLACED DUE TO MGB FAN QUILL SEAL LEAKING ALLOWING OIL TO MIGRATE TO FAN BEARINGS. TEARDOWN REPORT INDICATES BEARINGS WORN AND REPLACED WITH ONLY 284.4 HOURS SINCE OVERHAUL.
Part: BLADE — DEBONDED (MAIN ROTOR) · airframe 7,720 hrs · 15,599 cycles
MAIN ROTOR BLADE TIP CAP ATTACHMENT BOND LINE SEPARATION.
2020
Part: COOLING FAN — LEAKING (OIL SYSTEM) · airframe 7,489 hrs · 15,282 cycles
OIL COOLER FAN WAS REMOVED AND REPLACED DUE TO MGB FAN QUILL SEAL LEAKING ALLOWING OIL TO MIGRATE TO FAN BEARINGS. TEARDOWN REPORT INDICATES BEARINGS WORN AND REPLACED WITH ONLY 13.7HOURS SINCE LAST OVERHAUL
Part: BOOT — TORN (SWASHPLATE UPPER) · airframe 7,475 hrs · 15,252 cycles
MAIN ROTOR UPPER SWASHPLATE BOOT TORN, METAL RINGS LOOSE, NO ACCEPT/REJECT CRITERIA PROVIDED BY MANUFACTURER, NO DETAILED INSPECTION CRITERIA AVAILABLE.
Part: COOLING FAN — LEAKING · airframe 7,339 hrs · 15,078 cycles
OIL COOLER FAN WAS REMOVED AND REPLACED DUE TO MGB FAN QUILL SEAL LEAKING ALLOWING OIL TO MIGRATE TO FAN BEARINGS. TEARDOWN REPORT INDICATES BEARINGS WORN AND REPLACED WITH ONLY 464.1 HOURS SINCE OVERHAUL.
Part: RING — UNSTAKED (CHIP DETECTOR) · airframe 7,031 hrs · 14,637 cycles
DURING DAILY INSPECTION, NOTICED RIGHT SIDE MAIN GEARBOX CHIP DETECTOR NOT FULLY ENGAGED. UPON INVESTIGATION, FOUND RETENTION RING FOR CHIP DETECTOR HAD BECOME UN-STAKED FROM CHIP DETECTOR BODY.
2009
Part: PRESSURE SWITCH — FAILED (HYD SYSTEM) · airframe 2,836 hrs
NR 1 SERVO CAS ILLUMINATED IN FLIGHT. COMPLIED WITH HYD SERVO MALFUNCTION EMERGENCY PROCEDURES AND RETURNED TO BASE. REPLACED 31 HYD SERVO SWITCH.
Part: SWITCH — DEFECTIVE (HYD SYSTEM) · airframe 2,818 hrs
IN CRUISE FLIGHT, NR 1 SERVO CAUTION LIGHT CAME ON. CHECKED HYD SCHEMATIC PAGE WHICH SHOWED ALL NT 1 SYS SERVOS IN YELLOW, REFERENCED EMERGENCY PROCEDURES CHECKLIST FOR NR 1 SERVO CAUTION LIGHT. LOWERED LANDING GEAR AND RETURNED TO DEPARTURE. DEFECTIVE SWITCH. REPLACED SWITCH.
2007
Part: COWLING — BURNED (NACELLE) · airframe 772 hrs
COWLING WAS FOUND BURNED DURING EXHAUST BRACKET REPLACEMENT. BURNED AREA WAS APPROXIMATELY (2) INCHES BY (3) INCHES. COWLING WAS REPAIRED AND RETURNED TO SERVICE. ALL OTHER AIRCRAFT IN FLEET WERE INSPECTED AND FOUND OK PHOTO OF COWLING HAS BEEN SENT TO FSDO.
Part: SCREEN — BROKEN (NR 1 INLET) · airframe 627 hrs
NR 1 ENGINE INLET SCREEN HAS BROKEN WIRES.
2006
Part: ATTACH FITTING — CRACKED (TAILBOOM) · airframe 513 hrs
CRACKS FOUND IN FITTING AT UPPER LT TAILBOOM ATTACHMENT POINT RADIATING FROM HI-LOCS.
Part: EXHAUST STACK — CRACKED (NR 1 ENGINE) · airframe 123 hrs
DURING NORMAL PROCEDURES COPILOT WAS ASSISTING DEPARTING PASSENGERS AND LUGGAGE, HE NOTICED THE NR 1 EXHAUST STACK CRACKED AND FOLDED BACK. AFTER SHUTDOWN AND FURTHER INSPECTION FOUND THE STACK CRACKED ABOUT 12 INCHES ALONG THE LOWER WELD SEAM AND IB CRACK ABOUT 6 INCHES, A CRACK PERPENDICULAR TO THE SEAM ABOUT 6 INCHES AND FOLDED BACK.
Part: POWER LEVER — DAMAGED (NR 1 ENGINE) · airframe 93 hrs
NR 1 ENGINE TRIM WAS INOPERABLE AND ECL 1 CAS MESSAGE. FOUND LEVER PIN SHEARED/REPLACED POWER LEVER QUADRANT.