N151AC
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
Maintenance disclosures
PILOT STATED THAT HE SMELLED AND OBSERVED SMOKE FROM THE FORWARD EVAPORATOR AIR VENTS. THE PILOT STATES THAT HE HAD SELECTED THE LOW BLOWER SPEED SETTING.
WHENEVER THE AIR CONDITIONING IS TURNED ON THERE IS A STRONG BURNING ELECTRICAL SMELL/FUMES
DURING ASSEMBLY OF THE LOWER SCISSOR THE CLEARANCE âJâ COULD NOT BE OBTAINED. REF MM REV 16 AMM 62-33-00,4-1 PARA F.2.C.1.G. THE SCISSORS LINK WAS DISASSEMBLED, AND THE BUSHING LENGTH WAS MEASURED AND FOUND TO BE 3.3046â. A NEW AIR BUS BUSHING P/N 704A33-640-021 WAS MEASURED AND FOUND TO HAVE A LENGTH OF 3.3100. THE NEW BUSHING P/N 704A33-640-021 BEING .0054â IN LENGTH LONGER WILL PROVIDE THE CORRECT âJâ MEASUREMENT. THE SHORTER BUSHING ARE SUSPECTED TO BE P/N A030SM40021.
HAS CORROSION ON THE RT CABIN FLOOR EDGING LOCATED AT APPROXIMATELY STA 1545, WL 2640 AND BL 970R. THE DAMAGE IS .75â LONG BY .90â WIDE AND IS .004â.
DURING AAIP INSPECTION 50HR/30 DAY CHIP PLUG INSPECTION, FOUND METAL PARTICLES ON BEVEL REDUCTION GEARBOX CHIP DETECTOR PLUG. DUE TO SIZE AND COMPOSITION OF THE PARTICLES, AIRBUS RECOMMENDED REMOVAL AND REPLACEMENT OF BEVEL REDUCTION GEARBOX AND EPICYCLIC REDUCTION GEARBOX. AIRCRAFT REMAINS OUT OF SERVICE TO THIS DATE.
WHILE CLEANING THE ENGINE AREA (COWLING OFF DUE TO OTHER MAINT) I FOUND A CRACK ALONG A WELD ON THE LT SIDE OF THE ENGINE INTAKE.
FOUND RIGID HYDRAULIC LINE SEEPING FROM CONICAL HOUSING TO HYDRAULIC MANIFOLD ON R/H SIDE OF TRANSMISSION. AFTER REMOVING THE LINE & PERFORMING A VISUAL INSPECTION OF THE LINE USING A 10X MAGNIFIER I FOUND THE COMPRESSION FITTING ON THE MANIFOLD SIDE OF THE RIGID LINE WAS CRACKED.
SHORTLY AFTER TAKEOFF DURING CLIMB. SCANNED THE AIRCRAFT INSTRUMENTS AND EVERYTHING WAS IN THE NORMAL OPERATING RANGE. NOTICED THE OIL TEMPERATURE HAD CLIMBED AROUND 7-8 DEGREES PAST THE INITIAL SCAN, STILL WITHIN NORMAL OPERATING LIMITATIONS. THE OIL TEMPERATURE WAS INCREASING A DEGREE CELSIUS EVERY 1-2 SECONDS. THE OIL TEMPERATURE WAS STILL WITHIN NORMAL OPERATING RANGE BUT STEADILY INCREASING. HEADED BACK TO DEPARTURE AND NO MORE THAN A QUARTER MILE AWAY FROM THE AIRPORT, THE OIL TEMPERATURE BEGAN TO CLIMB MORE STEADILY. THE OIL TEMPERATURE CLIMBED AND EXCEEDED THE 115 DEGREE CELSIUS LIMITATION. FOLLOWED THE EMERGENCY PROCEDURE AND THE OIL TEMPERATURE DID NOT PLATEAU OR DECREASE. DECLARED AN EMERGENCY. LANDED. ON SHUTDOWN THE LAST OIL TEMPERATURE READING WAS ABOVE 130 DEGREES CELSIUS. THERMOSTATIC SWITCH THAT CONTROLS OIL COOLER FAN WAS FOUND TO NOT RESPOND TO TESTS,
CRACK FOUND IN THE RT UPPER HORIZONTAL STAB ATTACH FITTING DURING DAILY INSPECTION.
MANUFACTURER ISSUED 17-5210-FCD-1344 INSPECTION & CHECK OF CREW SLIDING DOOR LATCH MECHANISMS & ROLLER RAILS ASSEMBLIES. INSPECTION REVEALED A CRACKED LOCKING PIN ASSEMBLY ON THE UPPER LT FWD CREW DOOR, PILOT DOOR.
THE OVER LIMIT LIGHT ILLUMINATED ON LANDING. ACCORDING TO PILOT, WAS ON ROUTE, 1 MILE OUT, IN SEMI-WINDY CONDITIONS. DID NOT PUT ACFT IN ANY ABRUPT MOVEMENTS TO CAUSE OVERSPEED CONDITION & NEVER EXPERIENCED A GONG IN HEADSET. AFTER LANDING, AT SHUTDOWN, VEMD SHOWED AN OVER LIMIT. FURTHER INVESTIGATION REVEALED AN NG OF 431 RPM, IAW AMM 05-50-00 6-3, OVER 430 RPM NEEDS TO BE INSPECTED. INSPECTED IAW MM, AND RETURNED TO SERVICE, NOTHING NOTED . PERFORMED A MAINTENANCE TEST FLIGHT TO SIMULATE AND OVERSPEED, REACHING 424 RPM, EXPERIENCE A GONG IN HEADSET, BUT NO LIGHT ILLUMINATED ON VEMD AT SHUTDOWN.
PILOT UPON LANDING, PROCEDED W/ NORMAL ENGINE SHUTDOWN. AFTER ROLLING TWIST GRIP TO IDLE POSITION, AMBER GOV LIGHT ILLUMINATED. ENGINE WAS SHUTDOWN. FAILURE DETECTED ON VEMD, TEST REF 121 W/ LRU ENG START SWITCH LISTED AS FAILED. SWITCH WAS REPLACED. GROUND RUN REVEALED NORMAL OPERATION. ACFT LAUNCHED FOR RETURN. 5 MINUTES OUT, AMBER GOV LIGHT ILLUMINATED. PILOT LANDED, HANGAR AND SHUTDOWN. FAILURE DETECTED ON VEMD, TEST REF 121 WITH LRU ENGINE START SWITCH LISTED AS FAILED. TROUBLESHOOTING REVEALED FAULTY INTERMITTENT GROUND AT 1021N1 GROUND POINT UNDERNEATH CABIN FLOOR. CLEANED AND TREATED GROUND POINT.
IN CRUISE FLIGHT, PILOT NOTICED YELLOW GOV LIGHT ILLUMINATED. LANDED, SHUTDOWN ACFT. MECHANIC REVIEWED VEMD FAILURE PAGE ON MX MENU OF VEMD. VEMD INDICATED FAILURE, TEST REF 120, LRU "NF TRIM POT" IN RED. REMOVED YAW ANTICIPATOR POTENTIOMETER AND REPLACED WITH NEW . GROUND RUN AND 26 MIN IN VARIOUS FLIGHT CONFIGURATIONS CHECK FLIGHT REVEALED NORMAL OPS. ACFT WAS RETURNED TO SERVICE.
UPON SHUTDOWN AND COLLECTIVE ROLLED TO IDLE, PILOT NOTICED FLASHING YELLOW GOV LIGHT ILLUMINATED. PILOT SHUTDOWN ACFT. MECHANIC REVIEWED VEMD FAILURE PAGE ON MX MENU OF VEMD. VEMD INDICATED FAILURE, TEST REF 120, LRU "NF TRIM POT" IN RED. REMOVED NF TRIM POTENTIOMETER WAS R & R WITH NEW. GROUND RUN AND CHECK FLIGHT REVEALED NORMAL OPERATION. ACFT WAS RETURNED TO SERVICE.
PILOT REPORTED THAT, IN CRUISE FLIGHT, WHEN SLOWLY INCREASING POWER FROM 93 PERCENT NG, PILOT PERCEIVED THAT ACFT EXPERIENCED A YAW/TORQUE KICK. DURING OCCURRENCE, NO GOV LIGHTS ILLUMINATED, NOR WERE ANY GOV LIGHTS ILLUMINATED DURING SHUTDOWN, DURING NORMAL LANDING. NO FAILURE CODES WERE RECORDED ON VEMD. ON THE FADEC DATA PAGE REVIEWED ON VEMD, COLLECTIVE PITCH DATA WAS OBSERVED TO BE NORMAL. NO OVERLIMIT WAS RECORDED. ACCESS WAS GAINED TO COLLECTIVE PITCH POTENTIOMETER. WIRING WAS INSPECTED, POTENTIOMETER CONNECTOR REMOVED, INSPECTED, CONTACT ENHANCER WAS APPLIED, AND CONNECTOR WAS REATTACHED. NO DEFECTS WERE NOTED. SECURED ACCESS, CLEARED DISCREPANCY IN LOGBOOK. PERFORMED FUNCTIONAL CHECK FLIGHT FOR 24 MIN, IN VARIOUS FLIGHT CONFIGURATIONS. NORMAL OPS WERE OBSERVED. MALFUNCTION COULD NOT BE DUPLICATED.
PHONOLIC WHEEL FOR TORQUE SENSING FOUND LOOSE ON ENGINE POWER SHAFT DURING TROUBLESHOOTING OF AMBER GOVERNOR LIGHT ON CAUTION PANEL. POWER SHAFT IS POST TU 81A, PRE TU 122A.
ON A LOCAL TRANSPORT FLT , THE AIRCRAFT LAUNCHED AT 0930 P.M. & FLT TO PICK UP THE PATIENT WAS UNEVENTFUL. THE HOSPITAL IS A 15 MIN. FLT. WITH THE PATIENT ON BOARD, (5 PAX TOTAL), AT 2000 FT. MSL IN CRUISE FLT AT 110 KTS & 3 OR 4 MINUTES INTO THE FLT, A LOUD JOLT WITH A YAW OF THE A/C WAS FELT. THE PILOT DETERMINED THERE WAS NOTHING DROPPED BY MED CREW. THE PILOT REQUESTED TO DIVERT TO THE AIRPORT. APC ASKED IF THERE WAS A PROBLEM & THE PILOT ADVISED THERE WAS A POSSIBLE PROBLEM. THE APT WAS ONLY 4-5 MILES TO THE S.W. THE PILOT DID NOT HAVE WARNING LIGHTS OR AURAL ALARMS. THE FLT PROCEEDED TO THE APT & PLANNED TO MAKE A SHALLOW LONG DESCENT TO THE APT. THE TWR ADVISED THAT HE COULD LAND IN THE RUN-UP AREA OF RW
THE PILOT REPORTED A LOUD THUD AND A SUBSEQUENT YAWING OF THE AC, WITH CONTINUED YAWING OF THE AC, AND NO INDICATION ON THE COCKPIT INSTRUMENTATION THAT HE NOTICED. THE PILOT DECLARED AN EMERGENCY AND PERFORMED AN AUTORATATIVE LANDING AT THE AIRPORT. THE VEHICLE AND ENGINE MULTIFUNCTION DISPLAY, DISPLAYED FAILURE OF CHANNEL A. THE EC130 IS EQUIPPED WITH A DUAL CHANNEL FADEC SYSTEM WITH A MECHANICAL BACKUP. IN THE FOLLOWING TROUBLESHOOTING PROCESS IT WAS FOUND THAT THE RESOLVER MOTOR ON THE FUEL CONTROL (HMU) HAD A RESISTANCE VALUE THAT WAS OUT OF TOLERANCE. A FIELD TECH WAS BROUGHT IN FROM MFG TO PERFORM FURTHER TESTING, SINCE THE FAILURE OF ONE CHANNEL OF THE FADEC AND THE SUBSEQUENT SWITCHING TO THE OTH
HE GENERATOR INOPERATIVE. REPLACED WITH NEW UNIT, CORRECTED PROBLEM. (X)
EXCITER INOPERATIVE. REPLACED WITH NEW UNIT, CORRECTED PROBLEM.
FUEL CONTROL FAILED TO MEET FLIGHT MANUAL AND MM NR RPM GUIDE LINES. AT FLAT PITCH AND DURING FLIGHT, RPM WAS TOO HIGH. REPLACED WITH REPAIRED UNIT, CORRECTED PROBLEM.
SERVO LEAKING FROM PILOT VALVE AREA. REPLACED WITH NEW UNIT(S) CORRECTED PROBLEM.
FORE AND AFT CYCLIC MOVEMENT IS STIFF. REPLACED WITH UNIT K-BALLED FROM NEW B2, CORRECTED PROBLEM.
LAMINATED BEARING ELASTOMERICS WORN BEYOND SERVICEABLE LIMITS. REPLACED WITH 4 EACH NEW UNITS FROM KIT 355A09-1036-00, CORRECTED PROBLEM.