N352H
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
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.
2 reports on file, 2013-04-26 – 2022-10-26.
Part: UNKNOWN — UNKNOWN (CABIN PRESSURE) · airframe 13,961 hrs · 9,863 cycles
WHILE CLIMBING TO FL400 (NOT QUITE REACHING FL400 YET, BUT GETTING CLOSE) AN EMER PRESS VALVE OPENED. THE CABIN RATE OF CLIMB BEGAN TO SHOW ERRATIC READINGS. WE IMMEDIATELY PERFORMED AN EMERGENCY DESCENT TO 10,000'. WE DIVERTED TO KPNS (PENSACOLA, FL). WE SPOKE TO OUR MECHANIC AND DETERMINED IT WAS BEST TO MEL THE PRESSURIZATION SYSTEM AND FLY BACK AT OR BELOW 9000' AS THE MEL (ATA CODE: 21-23) DESCRIBES OUR LIMITATIONS TO BE. WE CHOSE 7000' TO MAINTAIN BELOW THAT. NO ONE ONBOARD WAS INJURED, EVERYONE REPORTED TO ME THEY FELT FINE.
Part: TUBE — LEAKING (HYD SYSTEM) · airframe 9,805 hrs · 7,212 cycles
ENROUTE, HYDRAULIC SYSTEM INDICATED ZERO SYSTEM PRESSURE. DIVERTED, PERFORMED A MANUAL GEAR EXTENSION IAW CHECKLIST. RAN CHECKLIST FOR, "FAILED HYD LANDING". LANDED WITHOUT INCIDENT. HYD PRESSURE WAS AVAILABLE FROM THE AUX PUMP FOR USE WITH BRAKING. DETERMINED TO BE CAUSED BY A PIN HOLE IN SPOILER EXTEND TUBING APPROX 3" AFT OF FORWARD B-NUT AT 90 DEGREE BEND. TUBING WAS REPLACED AND ACFT RETURNED TO SERVICE.