N244AM
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.
8 reports on file, 2009-03-12 – 2025-03-12.
Part: UNKNOWN — LEAKING (ZONE 200) · airframe 5,288 hrs · 1,870 cycles
WATER POURING IN FROM THE CEILING AND ONTO THE PATIENT GURNEY. WATER WAS VERY CLOSE TO OVERHEAD RADIOS.
Part: SKIN PANEL — CORRODED (ZONE 100) · airframe 4,411 hrs · 18,879 cycles
DAMAGE WAS NOTED TO THE COCKPIT FLOOR (PN: L533M1013108) IN THE FORM OF AN AREA OF CORROSION ON THE UPPER SKIN PANEL AT THE RH FWD GROUNDING POINT MEASURING APPROXIMATELY 1.0â X 1.5â THE CORROSION WAS REMOVED BY MECHANICAL MEANS, STRUCTURALLY RESTORED BY FABRICATION OF A DOUBLER REPAIR, AND THE GROUNDING POINT RELOCATED IAW AIRBUS RDAS # RDAS-EC135-53-2022-0813, ISSUE A DATED 30 MAR 2022.
Part: FRAME — MECHANIC ERROR (ZONE 100) · airframe 4,411 hrs · 18,879 cycles
DURING INSPECTION, IT WAS DISCOVERED THAT THE MARTIN BAKER SIDE SEAT INSTALLATION WAS PREVIOUSLY PERFORMED IN A MANNER THAT DEVIATED FROM THE APPROVED AIR METHODS STC # SR00605DE INSTALLATION DATA, DRAWING # 739-1911. THE STC WAS INSTALLED ON THIS AIRCRAFT PER FAA FORM 337 DATED 13 FEB 2008. THE DAMAGE WAS REPAIRED IN ACCORDANCE WITH AIR METHODS ENGINEERING AUTHORIZATION 23-5300-EA-3900, INITIAL REVISION DATED 05 APR 2022 AND APPROVED VIA FAA FORM 8110-3 BY RYAN LEE (DERY-834319-NM) DATED 06 APR 2022 WITH DER SPECIFIC SEQUENCE NO. 22RL015AM.
Part: KEELBEAM — CORRODED · airframe 4,411 hrs · 18,879 cycles
THE AFT LEFT SIDE OF THE KEEL BEAM CAP (PN: L533M1009203) AT FUSELAGE STATION 5,700MM AND LBL 500MM WAS FOUND TO HAVE CORROSION DAMAGE AT THE NUT PLATE SECURING THE CABIN FLOOR NEAR THE GROUNDING POINT. THE CORROSION DAMAGE PENETRATED THE FULL THICKNESS OF THE KEEL BEAM CAP. THE AFFECTED SECTION OF THE KEEP BEAM CAP WAS CUT OUT ENTIRELY AND STRUCTURALLY RESTORED BY FABRICATION OF FILLER AND DOUBLER REPAIRS IAW AIRBUS RDAS # RDAS-EC135-53-2022-0763, ISSUE A DATED 29 MAR 2022.
Part: FRAME — MECHANIC ERROR · airframe 4,411 hrs · 18,879 cycles
DURING A SCHEDULED INSPECTION REQUIRED BY AIR METHODS ASB21-01, DAMAGE WAS DISCOVERED AT FRAME 5 AT APPROXIMATELY FS 4,709MM. THE DAMAGE IS ADJACENT TO THE MEDICAL WALL LOWER RH & LH AND UPPER LH, CENTER, AND RH ATTACH FITTING LOCATIONS. THE MEDICAL WALL IS A PART OF THE AIR METHODS STC # SR00556DE INSTALLED ON FAA FORM 337 DATED 06 FEB 2009. THE DESCRIPTION OF DAMAGE, SUBSTANTIATING DATA, AND REPAIR PROCEDURES PERFORMED ARE DOCUMENTED IN AIR METHODS ALERT SERVICE BULLETIN ASB21-01, REVISION A DATED 08 NOV 2021 AND IS FAA APPROVED DATA.
Part: CHIP DETECTOR — FALSE INDICATION (NR 1 ENGINE) · airframe 1,689 hrs · 6,396 cycles
WHILE ENROUTE , THE NR 1 ENGINE OIL CHIP DETECTOR LIGHT ILLUMINATED. FLEW THE ACFT BACK TO BASE, MAKING A SINGLE ENGINE APPROACH AND LANDING. PERFORMED TROUBLESHOOTING AND GOT THE CAUTION LIGHT TO EXTINGUISH. AFTER THE ACFT WAS SECURED, THE CHIP DETECTOR WAS TESTED FOR PROPER OPERATION, AND A MX RUN UP WAS PERFORMED, WITH NO DEFECTS. THE ACFT WAS THEN RETURNED TO SERVICE. THIS WORK WAS PERFORMED IAW MM 79-00-00, 1-1 TABLE 1 AND MM 72-00-00.
Part: SEAT TRACK — CORRODED (CABIN FLOOR) · airframe 1,654 hrs · 6,320 cycles
FOUND CORROSION INSIDE SEAT TRACKS ON AFT CABIN FLOOR. OPEN
Part: WARNING HORN — FALSE ACTIVATION (FIRE WARNING)
UPON LANDING AT HOME BASE THE FIRE WARNING AUDIO SOUNDED WITH NO ASSOCIATED ENGINE FIRE WARNING LIGHT. THIS CONTINUED FOR APPROX 45 SECONDS TO ONE MINUTE AND THEN STOPPED.