N16974
Operators of this aircraft
Who operated this tail, and how firmly we know it.
No operator established for this aircraft.
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
MAIN ROTOR HEAD REQUIRED REPLACEMENT DUE TO TIME. THE MAIN ROTOR HEAD WAS OVERHAULED. WHEN RECEIVED, THE HEAD THE PAINT AND SEAL WERE NOT CURED AND EXHIBITED IMPROPER MIXTURE. FIXED THE SEAL ISSUES AND ALLOWED THE HEAD TO STAND IN THE HANGAR TO CURE. NOTICE ON THE YELLOW TAG SENT IN THE DOCUMENTATION THE WET PAINT ON THE BACK. THE PRIMARY REASON FOR TAKING THE AIRCRAFT DOWN IN THE FIRST PLACE THIS WEEK WAS TO REPLACE THE PITCH HORN THAT HAD 8.7 HOURS REMAINING OF LIFE LIMIT. ONCE REMOVED, NOTICED NO PRIMER ON THE SURFACES BETWEEN THE PITCH HORN AND GRIPS. SINCE THERE WAS NO PRIMER AND THE SEAL WAS MIXED IMPROPERLY THERE WAS MASSIVE CORROSION BETWEEN THE TWO PARTS. LIMITS IN THE MANUAL ARE 0.005 DAMAGE AND 0.010 AFTER REWORK. THE CURRENT DAMAGE IS 0.010 BEFORE REWORK, STOPPED AT DISCOVERY OF THE ISSUE AND CONTACTED THE MANUFACTURER AND THE COMPANY THE UNIT WAS PURCHASED. TECH REP WILL MAKE A DETERMINATION ON THE MAIN ROTOR HEAD THIS WEEK.
STRUCTURAL CRACK FOUND ON INTERNAL STIFFENER, IN THE VERTICAL TAIL PYLON FROM PREVIOUS REPAIR FAILURE. 3 INCH CRACK CONNECTING 3 RIVETS ON THE SKIN UNDERNEATH AN EXISTING REPAIR. ON THE INSIDE OF THE SKIN THE FACTORY BELL STIFFENER 212-030-099-028, CRACKED FOR THE FIRST 4 RIVETS ON THE TOP HALF FROM THE JOGGLE DOWN. REMOVAL OF THE EXISTING PATCH WAS REQUIRED TO APPROPRIATELY ASSESS THE DAMAGE. THE PREVIOUS CRACK WAS NOT REMOVED OR STOP DRILLED AS IT TERMINATED AT TWO RIVET HOLES & CROSSED A THIRD IN THE MIDDLE. ENGINEERING PROVIDED A REPAIR.
THE UPPER AND LOWER SURFACES OF THE TRAILING EDGE EXTRUSION ON SUBJECT MAIN ROTOR BLADE HAVE DELAMINATED FROM EACH OTHER. THE OUTBOARD END OF THE DELAMINATION ENDS AT THE INBOARD EDGE OF THE TRIM TAB; THE DELAMINATION OF THE TRAILING EDGE EXTRUSION EXTENDS INBOARD 5'9" (FROM THE TRIM TAB), IS AN AVERAGE OF 1.75" IN CHORDWISE WIDTH AND IS SYMMETRICAL IN CROSS-SECTION (ABOVE AND BELOW THE BLADE SURFACE). THE DELAMINATION OF THE TRAILING EDGE EXTRUSION DOES NOT EXTEND FORWARD ON TO THE UPPER OR LOWER BLADE SURFACES AND THERE ARE NO OPEN EDGE DELAMINATION(S) AT THE EXTREME TRAILING EDGE OF THE EXTRUSION. THE DELAMINATION DID NOT CAUSE ANY NOTICEABLE CHANGE IN FLIGHT HANDLING CHARACTERISTICS.
ON APPROACH TO LANDING AT A REMOTE LOCATION, THE PILOT EXPERIENCED A LOW SIDE GOVERNING FAILURE ON THE NR 2 AUTOMATION FUEL CONTROL UNIT. THE AFCU WAS PUT ON IAW MEL AND A FERRY FLIGHT PERMIT WAS ISSUED. THE AIRCRAFT RETURNED AND THE AFCU WAS CHANGED.
AFTER SEVERAL FLIGHTS AND SUBSEQUENT CHANGE OF PILOTS, THERE WAS NO T5 INDICATION DURING ENGINE START ON NR 2 ENGINE. DURING VISUAL INSPECTION IT WAS NOTED THAT A STUD HAD BROKEN OFF OF THE THERMAL COUPLE TERMINAL BLOCK TO WHICH EXTERNAL WIRING HARNESS CONNECTS. THE ENGINE WAS REMOVED, DISASSEMBLED, AND THE T5 THERMAL COUPLE HARNESS REPLACED, WITHOUT FURTHER INCIDENT.