N246CH
Registered owner: COLUMBIA HELICOPTERS INC, OR (owner ≠ operator)
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| COLUMBIA HELICOPTERS, INC (CHIA) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
THE NR 2 ENGINE TRANSMISSION TEMPERATURE EXCEEDED UPPER TEMPERATURE LIMIT IN FLIGHT RESULTING IN PILOTS INITIATING ENGINE XMSN HOT EMERGENCY PROCEDURES AND RETURNING TO BASE FOR AN UNSCHEDULED LANDING. REMOVED THE NR 2 ENGINE TRANSMISSION ASSEMBLY AS UNSERVICEABLE IAW NEVER EXCEED TEMP LIMITS OF 234-2 MM AND REPLACED WITH A SERVICEABLE ASSEMBLY. DEFINITIVE CAUSE UNKNOWN AT THIS TIME PENDING COMPONENT DISASSEMBLY AND INSPECTION. AIRCRAFT WAS RETURNED TO SERVICE.
NR 1 ENGINE BEEP SWITCH ON THE LT COLLECTIVE BECAME INTERMITTENTLY UNRESPONSIVE IN FLIGHT, RESULTING IN PILOTS INITIATING ENGINE BEEP FAILURE/FREEZE EMERGENCY PROCEDURES AND RETURNING TO BASE FOR AN UNSCHEDULED LANDING. SUBSEQUENT INSPECTION DETERMINED THE LT COLLECTIVE BEEP SWITCH WAS INTERMITTENTLY FAILING TO PROVIDE INPUT TO ENGINE CONTROL SYSTEM DUE TO A FAULTY SWITCH. THE LT COLLECTIVE THRUST STICK ASSEMBLY WAS REMOVED AS UNSERVICEABLE AND REPLACED WITH SERVICEABLE ASSEMBLY. AIRCRAFT WAS RETURNED TO SERVICE.
AFTER DEPARTING BAGRAM AIRFIELD HYD OVERTEMP LIGHT ON CAUTION ADVISORY PANEL ILLUMINATED ALONG WITH CORRESPONDING SYSTEM 1 HOT LIGHT ILLUMINATING ON THE OVERHEAD PANEL. PILOTS FOLLOWED CHECKLIST AND TURNED NR 1 FLT HYDRAULICS OFF AND RETURNED TO BASE. UPON RETURN TO PARKING DETERMINED NR 1 FLT WAS STILL HOT AND THE NR 1 PUMP WAS THE SOURCE. NO FILTERS WERE BYPASSED. DEBRIS IN PRESSURE MANIFOLD FILTER AND RETURN FILTER BOTH OF WHICH HAVE A DIRECT LINE TO THE PUMP, NO DEBRIS IN THE FWD NR 1 PRESSURE FILTER. PERFORMED REQUIRED MAINTENANCE AND PERFORMED FOLLOW ON CHECKS, REINSPECTED FILTERS TO DETERMINE NO DEBRIS REMAINED. RETURNED AIRCRAFT TO SERVICE.
IN CRUISE FLIGHT UTILITY HYDRAULIC PRESSURE STARTED TO DECREASE BELOW OPERATING LIMITS. FOLLOWED THE EMERGENCY CHECKLIST AND LANDED AT THE NEAREST FOB WITH NO FURTHER INCIDENT.
IN CRUISE FLIGHT UTILITY HYDRAULIC PRESSURE STARTED TO DECREASE BELOW OPERATING LIMITS. FOLLOWED THE EMERGENCY CHECKLIST AND LANDED AT THE NEAREST FOB WITH NO FURTHER INCIDENT.
IN CRUISE FLIGHT AT 2500' AGL THE AIRCRAFT RECEIVED ONE ROUND ON THE BOTTOM OF AIRCRAFT AT STATION 320 RIGHT SIDE OF THE HOOKWELL. DAMAGE WAS DISCOVERED ON POST FLIGHT.
DURING RAMP CHECK IS WAS NOTED VISUALLY THAT THERE WAS A 6+" SKIN CRACK STA 520 BL20L WL+97. VP-000265-19 HAS BEEN CREATED TO DO THE REPAIR.
DURING RAMP CHECK IT WAS NOTED THAT THE L/H SIDE CANTED DECK WL +119 LH CAP REPAIR STA 533 WAS CRACKED. REPAIRED.
WHILE REPOSITIONING FROM ROMEO RAMP TO THE SLING LOAD AREA THE NR 1 GEN HOT LIGHT ILLUMINATED. FOLLOWED THE EP CHECKLIST GUIDANCE AND TURNED OFF THE NR 1 GEN. INITIALLY THE HOT LIGHT EXTINGUISHED BUT RE-ILLUMINTATED. RETURNED TO PARKING FOR TROUBLESHOOTING. REMOVED AND REPLACED NR 1 A/C GENERATOR.
WHILE UNDERGOING SCHEDULED MAINTENANCE, UT INSPECTION OF FORWARD PITCH HOUSING ASSEMBLY DISCLOSED A REJECT-ABLE INDICATION OF THE UPPER VERTICAL BEARING LINER BORE. CONFIRMED INDICATION PITCH HOUSING P/N 145R2075-11, S/N C1E0003 HAS BEEN REMOVED FROM SERVICE AND IS QUARANTINED IN BCRC LOCATION. FORWARD ROTOR HEAD WAS RE-ASSEMBLED WITH SERVICEABLE YELLOW PITH HOUSING AND RETURNED TO SERVICE.
DURING APPROACH FOR LANDING, THE THRUST LEVER FROZE, EVEN WHEN MAG BRAKE WAS RELEASED. PILOT WAS ABLE TO LAND ACFT SAFELY . RETURNED TO BASE AND SHUTDOWN FOR INVESTIGATION. PERFORMED TROUBLESHOOTING AND COULD NOT CONFIRM ISSUE. REMOVED AND REPLACED THRUST CCDA, OPS CHECKS WERE PERFORMED, AND COULD NOT CONFIRM ISSUE AGAIN.
CRACKED FINGER PLATE.
PILOTS GOT CAUTION OF XMSN LOW OIL PRESSURE ON APPROACH TO BAGRAM AIRFIELD. THEY COMPLIED WITH EMERGENCY PROCEDURE CHECKLIST, USED THE OIL PRESSURE SELECTOR SWITCH TO VERIFY THE COMBINING TRANSMISSION HAD LOW PRESSURE. ALSO BACKED UP BY A SLIGHT RISE IN TEMPERATURE ON THE COMBINING TRANSMISSION. FOUND CONNECTOR ASSEMBLY ON INDICATING SCREEN BROKEN OFF OF HOUSING AT CONNECTOR MOUNT. AS PER OUR MAINTENANCE PROGRAM CHI 234-2 MM THE TRANSMISSION WILL BE REPLACED PER CHAPTER 5 REQUIREMENT FOR HAVING BEEN IN FLIGHT WITH 0 PRIMARY OIL PRESSURE AND RETURNED TO COLUMBIA HELICOPTERS.
SUPPLEMENTAL INFORMATION TO CHIR20171203 AND WILL REQUIRE FURTHER PROCESSING BY THE SDR/SIT QUALITY CONTROL GROUP REFERENCING A TELECON ON 3/12/2019. DISASSEMBLY OF COMBINING GEARBOX REVEALED THAT IN ADDITION TO BROKEN CONNECTOR, THE GEARBOX AND PINION GEAR SUPPORT HOUSINGS WERE CRACKED. THESE ITEMS WERE SENT TO THE MATERIALS ENGINEERING LABORATORY FOR EVALUATION. THIS LABORATORY REPORT,#18-034,IS ON FILE WITH CHIR823C. FRACTOGRAPHIC EVALUATION REVEALED THAT ALL CRACKS INITIATED AND PROPAGATED BY A FATIGUE MECHANISM.
WHILE PERFORMING RAMP CHECK AT THE END OF THE DAY, MECHANIC FOUND 2 CRACKS AT BOTTOM RADIUS OF AIR STAIR ENTRANCE SKIN PANEL STA 124 WL -32 AND STA 122 WL -30. ONE CRACK WAS STOP DRILLED, THE OTHER ONE ENDED AT A RIVET AND THERE WAS NO NEED TO STOP DRILL SUCH. AFTER EVALUATION BY REPAIR STATION, REPAIR WAS DETERMINED TO BE MAJOR.
INSPECTION REVEALED A CRACKED FORMER, PN 114S4104-13, AT STA 534, WL +72, BL 5 RIGHT. THIS AREA INCORPORATED A PREVIOUS REPAIR ONCE REMOVED, WEB WAS CRACKED AS WELL UNDER THE REPAIR DOUBLER. IN ADDITION IT WAS NOTED THAT THE T CAP 114S4104-13 WAS CRACKED. THE T IS TRAPPED BY THE AFT WEB 114S4113-117 AND ANGLE 114S4113-79 . THE ANGLE ON TOP OF THE AFT WEB WAS COVERING UP CRACKS IN THE AFT WEB THAT WERE FOUND DURING THE REMOVAL OF THE T. ALL FOUR CORNERS OF THE WEB AT THE VERT SHAFT ACCESS HOLE WERE FOUND CRACKED. REMOVED DAMAGED PARTS, FABRICATED, LOCATED, AND INSTALLED IAW APPROVED DATA.
DURING SCHEDULED D CHECK INSPECTION, FOUND CRACK IN LT & RT LG SHOCK STRUT ATTACHMENT FITTING. PN 114S3807-1 & 114S3807-2. 1 CRACK ON EACH FITTING, APPROXIMATELY .250 INCH. LOCATION OF FITTINGS STATION 483, WL 1, BL 56L & BL 56R. REPLACED THE LT AND RT ATTACH FITTINGS P/N 114S3807 AND DOCUMENTED ON A 337 FORM DATED 11 JUNE 2014.
DURING A SCHEDULED B5 INSPECTION FOUR EACH C34S2187-9 FITTING SUPPORT PANEL ASSEMBLIES WERE DISCOVERED TO EACH HAVE ONE 1 INCH CRACK, FOUR CRACKS TOTAL. THE LOCATIONS OF THE FITTING SUPPORT PANEL ASSEMBLIES ARE AS FOLLOWS, FS 220, WL 5, BL 49L, FS 60, WL 5, BL 49L, FS 340, WL 5, BL 49L, FS 380, WL 5 & BL 49R.
OPERATOR HAS EXPERIENCED ISSUES WITH MALADJUSTED TORQUE INVERTER, SIGNAL CONDITIONERS, ALSO KNOWN AS RATIO DETECTOR POWER SUPPLY, RDPS, ASSOCIATED WITH THE ENGINE TORQUE INDICATING SYSTEM. THE FAULT IS ASSOCIATED WITH THE IMPROPER VOLTAGE OUTPUT FROM THE RDPS WHICH IS SET AT THE COMPONENT REPAIR STATION.
WHILE PERFORMING AN OPPORTUNITY INSPECTION OF THE AIRSTAIR DOOR CABLE PULLEY AT BS 160, NOTED THAT THE WEB & CAP WERE MOVING .0937 WHILE OPENING AND CLOSING THE DOOR. FURTHER INSPECTION REVEALED 2 CRACKS ON INBD CAP ANGLE IN AREA OF THE LOCK FASTENERS. BS 160, RBL 45, WL 22. CRACK LENGTH APROX 2 INCHES TOTAL. THE CRACKS WERE REPAIRED.
DURING SCHEDULED B5 INSPECTION, FOUND ELONGATED HOLE FOR COMPANION WAY OBSERVER SEAT (AFT MOUNT BOLT). MOUNT IS INTEGRATED INTO CAP ANGLE. SUSPECT CAUSE OF ELONGATED HOLE WAS NORMAL INSERVICE WEAR. SEAT MOUNT BUSHING HOLE WAS REPAIRED IAW SL 234-0074.
DURING A SCHEDULED 500HR SIDE FACING SEAT ATTACHMENT STRUCTURE INSPECTION, NOTED CRACKS IN FITTING SUPPORT PANEL ASSY AT BS 220 LBL 49 WL 5, BS 260, LBL 49 WL 5, BS 340, LBL 49, WL 5, BS 380 LBL 49 WL5, BS 180 RBL 49 WL5, BS 220 RBL 49 WL5. SIX CRACKS TOTAL, CRACK LENGTH 1 INCH OR LESS. THE SEAT SUPPORTS WERE REPLACED.
DURING B1 INSPECTION, A WEB CRACK WAS DISCOVERED ON FUSELAGE BS 482, WL +29 TO +34, RBL 44 TO 49. REPAIRED IAW TYPE DESIGN HOLDER STRUCTURAL REPAIR MANUAL.
DURING (FLIGHT CONTROLS TRAVEL AND FLIGHT BOOST SYS CK) AS PART OF PRE-FLIGHT CHECKS (DESCRIBED IN FLIGHT MANUAL PART 1, SECTION 2 PAGE 2-11 ITEM 29 (A)) PILOTS NOTICED ABNORMAL RESISTANCE OF LONGITUDINAL CYCLIC CONTROL MOVEMENT. AT THIS POINT ACFT WAS GROUNDED AND TURNED OVER TO MX. UPON FURTHER INVESTIGATION AND TROUBLESHOOTING, MORE THAN NORMAL RESISTANCE WAS NOTED IN (OUTPUT TRUNNION) OF (PITCH AXES LWR DUAL BOOST ACTUATOR) (PN 234HS560-3, SN 0088V). THIS SITUATION WAS CAUSING ABNORMAL CYCLIC CONTROL MOVEMENT RESISTANCE FELT BY PILOTS FROM FLIGHT DECK. DISCREPANT CONDITION WAS CORRECTED BY REPLACING MALFUNCTIONING ACTUATOR WITH A SERVICEABLE ONE, AND RETURNING THE ACFT TO SERVICE IAW CONTINUOUS AIRWORTHINESS MX PROGRAM. PILOTS PERFORMED ALL POST MX OP CHECKS AND CONFIRMED CONDITION WAS CORRECTED.
DURING THE "FLIGHT CONTROLS TRAVEL AND FLIGHT BOOST SYS CHECK" AS PART OF THE PRE-FLIGHT CK, COMPANY PILOTS NOTICED ABNORMAL RESISTANCE OF LONGITUDINAL CYCLIC CONTROL MOVEMENT. AT THIS POINT THE ACFT WAS GROUNDED AND TURNED OVER TO MX. UPON FURTHER INVESTIGATION AND TROUBLESHOOTING, MORE THAN NORMAL RESISTANCE WAS NOTED IN THE "OUTPUT TRUNNION" OF THE "PITCH AXES LOWER DUAL BOOST ACTUATOR" (PN 234HS5603, SN 0088V). THIS SITUATION WAS CAUSING THE ABNORMAL CYCLIC CONTROL MOVEMENT RESISTANCE FELT BY THE PILOTS FROM THE FLIGHT DECK. THE DISCREPANT CONDITION WAS CORRECTED BY REPLACEING THE MALFUNCTIONING ACTUATOR WITH A SERVICEABLE ONE, AND RETURNING THE ACFT TO SERVICE. COMPANY PILOTS PERFORMED ALL POST MX OPS CHECKS AND CONFIRMED CONDITION WAS CORRECTED. (K)
THIS CRACK WAS DISCOVERED WHILE PERFORMING MX ON THE RT LANDING GEAR PROXIMITY SWITCH. TRUNNION ASSY - DRAG LINKS- AFT LANDING GEAR RT. (K)
DURING FLIGHT NR 2 ENGINE CHIP LIGHT CAMP ON. PILOTS REF EMERGENCY CHECKLIST AND IT INSTRUCTED THEM TO MONITOR ENGINE OIL PRESSURE AND TEMP, THEN LAND AS SOON AS PRACTICAL. AFTER LANDING THE NR 2 ENGINE CHIP DETECTOR WAS INSPECTED AND 2 METALLIC SLIVERS AND 1 FLAKE WERE FOUND ON THE CHIP DETECTOR. THE MAIN OIL FILTER WAS THEN INSPECTED AND A COUPLE MORE SMALL FLAKES WERE FOUND REF MM. ENGINE WAS THEN DETERMINED TO BE UNSERVICEABLE. NR 2 ENGINE WAS REMOVED AND REPLACED AND AC RETURNED TO SERVICE. THE ENGINE SHOP IS COMPLETING AN EVALUATION INSP TO DETERMINE THE SOURCE OF THIS METAL.
ENGINE CHIP LIGHT CAME ON IN FLIGHT, PILOTS REFERENCED EMERGENCY CHECKLIST AND IT INSTRUCTED THEM TO MONITOR ENGINE TEMP AND OIL PRESSURE AND TO LAND AS SOON AS PRACTICAL. INSPECTED CHIP DETECTOR AND FOUND A SINGLE METALLIC SLIVER, ALSO MAIN OIL FILTER BUTTON WAS POPPED. REF MM. REMOVED AND REPLACED OIL FILTER AND PERFORMED AN ENGINE GROUND RUN. REINSPECTED OIL FILTER AND FOUND MORE PARTICLES ON FILTER. ENGINE WAS DETERMINED TO UNSERVICEABLE. ENGINE WAS CHANGED AND AC RETURNED TO SERVICE. HAVE NOT YET DETERMINED THE SOURCE THE METAL SLIVER. (2003-001)