N259AM
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 |
| AIR METHODS LLC (QMLA) | Operator | 2021-02-24 – 2021-02-24 | Operator named in NTSB report |
Accident & incident history
Maintenance disclosures
DAMAGE WAS NOTED TO THE X1790.15 FRAME (PN: 350A21-4099) IN THE FORM OF A CHAFE DAMAGE AREA. THE CHAFE DAMAGE IS LOCATED NEAR THE INBOARD RH CAMLOC AND WAS MEASURED TO BE APPROXIMATELY 0.70â X 0.175
DAMAGE TO THE AFT LANDING GEAR FITTING (P/N: 350A21-4674.20) IN THE FORM OF A GOUGE / CHAFE. THE DAMAGE IS AT THE TWO HOLES OF THE TWIN CLEVIS, AND WAS MEASURED TO BE APPROXIMATELY 10.381MM (0.409â). THE BOLT HOLE IS ORIGINALLY 10JS13 MM (10.0MM (+/- 0.11)) DIAMETER (0.394â (+/-0.004â)).
DAMAGE TO THE FWD BULKHEAD LH PANEL (PN: 350A21-4444.21) IN THE FORM OF 3EA CHAFED AREAS IN THE PART; 2EA OF WHICH ARE LOCATED NEAR STIFFENING FEATURES, AND 1EA IS LOCATED NEAR THE INBOARD EOP. THE 2EA CHAFE DAMAGE AREAS NEAR THE STIFFENING FEATURES WERE MEASURED TO BE APPROXIMATELY 0.15â X 0.05â AND 0.015â DEEP, AS WELL AS 0.10â X 0.03â AND 0.007â DEEP. THE CHAFE DAMAGE AREA NEAR THE INBOARD EOP WAS MEASURED TO BE APPROXIMATELY 0.225â X 0.125â AND 0.007â DEEP.
DAMAGE TO THE TAIL BOOM LH SKIN (P/N: 350A23-4288.20) IN THE FORM OF A CHAFE DUE TO DRILL START LOCATED AT LOWER FORWARD SIDE OF THE AFT BATTERY BOX AREA. THE DAMAGE MEASURED TO BE APPROXIMATELY 0.1285â X 0.1285â AND 0.0175â DEEP.
DURING AAIP A1660 600HR SCHEDULED INSPECTION IT WAS DISCOVERED THAT THE WEB @ STA. 845 RBL 673.5 HAS A CRACK APPROX 2.50 INCHES ON TOP R/H SIDE IN WHICH IS ALMOST IDENTICAL TO EA 17-5310-EA-2632 DATED 01/23/2019 FOR ACFT. 7248. THIS CRACK IS BEYOND LIMITS TO STOP DRILL AND REQUIRES STRUCTUAL SHEET METAL REPAIR. AIRCRAFT IS CURRENTLY OUT OF SERVICE.
THE AIRCRAFT FUEL QUANTITY READING DECREASED RAPIDLY IN FLIGHT ON THE VEMD CAUSING THE PILOT TO PERFORM A PRECAUTIONARY LANDING. THE CAUSE WAS THE AFT HOSE FROM THE FUEL SYSTEM NORMALLY PROTRUDING FROM THE BELLY OF THE AIRCRAFT DIRECTLY BELOW THE FUEL CELL WAS CAUGHT AT AN ANGLE IN THE BELLY PANEL. THIS ALLOWED NO VENTING TO TAKE PLACE AND CAUSED AN INTERNAL SUCTION WHICH ADVERSELY AFFECTED THE INDICATION OF FUEL QUANTITY. WHEN FREED TO ITS NORMAL OPERATING POSITION, THE HOSE SUCKED AIR FOR APPROXIMATELY 30 SECONDS. THE VEMD THEN DISPLAYED PROPER FUEL QUANTITY.
DURING A 300 HOUR INSPECTION OF THE HORIZONTAL STABILIZER, FOUND THE UPPER RT ATTACH FITTING BROKEN, AND THE FRAME IN THE TAILBOOM CRACKED.
THE PILOT REPORTED THAT UPON TAKEOFF WITH CREW & PATIENT ONBOARD HE HEARD A WARNING TONE AS HE WAS CLIMBING & TRANSITIONING TO FWD FLIGHT. HE IMMEDIATELY REDUCED POWER & GLANCED AT THE CAUTION & WARNING PANEL & VEMD. THERE WAS AN EXCEEDANCE DETECTED INDICATION THAT WAS OBSERVED. THE PILOT IMMEDIATELY RETURNED TO THE HELIPAD & CALLED THE MECHANIC. THE MECHANIC ARRIVED & FOUND THE VEMD HAD RECORDED AN OVER TORQUE OF 106% FOR 1 SECOND. PERFORMED THE NECESSARY INSPECTIONS IAW THE AMM, CLEANED THE FADEC CONNECTIONS WITH STABILIZER 22 & RETURNED THE ACFT TO SERVICE.
DURING AIR WORTHINESS CHECK, MECHANIC FOUND A CRACK ABOUT 1.5 INCH LONG IN THE UPPER RT CORNER OF THE BATTERY COMPARTMENT ACCESS DOOR OPENING. THE CRACK WAS ORIGINALLY NOTICED IN THE DOUBLER AND UPON FURTHER INSPECTION FOUND A CRACK IN THE SKIN BENEATH THE DOUBLER. OPEN
ENG 1 CHIP LIGHT ILLUMINATED IN CRUISE FLIGHT. 3 ATTEMPTS WERE MADE WITH THE CHIP BURNING SYS TO EXTINGUISH LIGHT. LIGHT REMAINED ILLUMINATED. PILOT SET UP ACFT FOR OEI OPERATIONS AND PLACED 1 ENG SWITCH TO IDLE. 1 ENG OIL PRESSURE AND TEMPS WERE MONITORED AND REMAINED WITHIN NORMAL RANGES. CHECKLIST WAS USED TO BACKUP PROCEDURE. OEI FLIGHT WAS CONTINUED TO DESTINATION WHICH AT THAT TIME WAS 8 MILES AWAY. SINGLE ENGINE LANDING WAS MADE TO A HOVER WITH REMAINING ENGINE TORQUE WITHIN 2 MINUTE RANGE. ACFT WAS SHUTDOWN AND MX CALLED.