N533LF
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 |
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
ERRONEOUS CARGO SMOKE WARNING LIGHT ILLUMINATED ON SHORT FINAL TO OCALA HOSPITAL. CLEANED CONNECTOR AND CONTACT ENHANCER.
SMELLED BURNING FUMES COMMENSURATE WITH WINDSHIELD WIPER MALFUNCTION ON SHORT FINAL TO BASE
NO 1 ENGINE FUEL VALVE' CAUTION LIGHT ILLUMINATED 3 MINUTES AFTER TAKEOFF. LIGHT WENT OUT AND THEN CYCLED ON AND OFF FOR THE DURATION OF THE FLIGHT AS A PRECAUTIONARY LANDING WAS MADE WITH NO OTHER INDICATIONS OF IMMINENT ENGINE FAILURE. DISCONNECTED, CLEANED, AND RECONNECTED ELECTRICAL CONNECTORS ON #1 ENG FUEL SHUT-OFF VALVE. PERFORMED FUNCTION CHECK AND GROUND RUN. OPS CHECK GOOD. AIRCRAFT RETURNED TO SERVICE.
DURING 1000 HOUR INSPECTION, CORROSION DAMAGE WAS NOTED TO THE T-CAP (PN: L533M1028203) OF FRAME 3 AT APPROXIMATELY FUSELAGE STATION 3,150MM. THE DAMAGE REQUIRES PART REPLACEMENT AND DUE TO PART AVAILABILITY, THE PART WAS FABRICATED PER AIR METHODS ENGINEERING AUTHORIZATION # 23-5300-EA-4303, INITIAL REVISION DATED 07 MAR 2023 AND APPROVED FOR STRUCTURAL ASPECTS ON FAA FORM 8110-3 BY RYAN LEE (DER-Y #905240204) DATED 09 MAR 2023 WITH DER SPECIFIC SEQUENCE # 23RL006AM.
CORROSION AND CRACK DAMAGE WAS DISCOVERED ON THE VERTICAL FIN TOP RIB (PN: L535A3501202). THE TOP RIB WAS REPLACED WITH A NEW RIB. A DETAILED DESCRIPTION OF THE DAMAGE AND APPROVED REPAIR PROCEDURES ARE PROVIDED IN AIRBUS REPAIR DESIGN APPROVAL SHEET RDAS-EC135-53-2023-0603, ISSUE A DATED 09 MAR 2023.
CRACK DAMAGE WAS DISCOVERED ON FRAME # 5A AT FUSELAGE STATION 5,023MM. ONE CRACK WAS LOCATED AT THE FLANGE RADIUS WHERE THE FRAME MEETS THE OUTER STRUCTURE AT THE RH SIDE. THE CRACK WAS STOP DRILLED THEN RE-ENFORCED VIA AN AIRBUS REPAIR DOUBLER (PN: L533M1022966) IAW AIRBUS SERVICE BULLETIN EC135-53-031, INITIAL REVISION DATED 30 JUN 2014 AND MODIFIED TO FIT THE REPAIR AREA IAW AIRBUS SRM 51-71-53, 8-11, REVISION 11.00 DATED 25 JAN 2022
DENT, DELAMINATION, AND CRACK DAMAGE WAS DISCOVERED ON THE AFT CABIN FLOOR LOWER SKIN PANEL (PN: L533M1416234) ALL ALONG THE AFT LOWER EDGE WITH THE CRACK DAMAGE MEASURING APPROXIMATELY 1.5â AND THE DENT AND DELAMINATION APPROXIMATELY 36.0â X 1.5â. A DETAILED DESCRIPTION OF THE DAMAGE AND APPROVED REPAIR PROCEDURES ARE PROVIDED IN AIRBUS REPAIR DESIGN APPROVAL SHEET RDAS-EC135-53-2023-0816, ISSUE A DATED 22 MAR 2023.
DURING 1000 HOUR INSPECTION, FOUND DAMAGE TO THE CABIN FLOOR IN THE FORM OF DENTS AND DELAMINATION APPROXIMATELY 2.5â X 5.0â AT APPROXIMATELY FUSELAGE STATION 3,400 MM. A DETAILED DESCRIPTION OF THE DAMAGE AND APPROVED REPAIR PROCEDURES ARE PROVIDED IN AIRBUS REPAIR DESIGN APPROVAL SHEET RDAS-EC135-53-2023-0556, ISSUE A DATED 28 FEB 2023 INCLUDING AIRBUS REPAIR INSTRUCTION # RI-X-ETVSC-2012/024, REVISION C DATED 29 JUL 2019.
UPON APPROACH, PILOT AND CREW REPORTED A BURNING SMELL/ODOR IN THE CABIN. ONCE ON THE GROUND, THE MECHANIC INSPECTED THE AIRCRAFT AND FOUND A MEDICAL MONITOR TO BE THE SOURCE OF THE SMELL. THE MONITOR WAS TAGGED AS INOPERATIVE AND REMOVED FROM THE AIRCRAFT. NO OTHER DEFECTS NOTED. NOTE: INFORMATION IN SECTION 5 WILL BE ADDED IN A SUPPLEMENTAL INFORMATION SUBMISSION.
CREW DETECTED A BURNING ODOR IN FLIGHT. FOUND NO TRACE OF ODOR ALL SYSTEM NORMAL. SUSPECTED TO BE AFT A.C. BLOWER MOTOR.
WHILE FLYING, MYSELF AND THE CREW NOTICED A ELECTRICAL BURNING ODOR. AT THIS POINT I WAS ON APPROACH TO KSRQ SO I CONTINUED TO LAND ON FBO RAMP WITHOUT INCIDENT. AFTER THOROUGH INSPECTION OF AIRCRAFT WE FOUND NOTHING UNUSUAL AND SMELL OR ODOR WAS NO LONGER EVIDENT. MCAS AND BASE MECHANIC WERE NOTIFIED. PERFORMED DETAILED INSPECTIONS OF: MASTER ELECTRICAL BOXES. ALL INTERIOR CABIN WALL AND CEILING PANELS. ELECTRICAL OUTLETS. COCKPIT OVERHEAD, CENTER AND FORWARD CONSOLES. XMSN, ENGINE, AND BATTERY AREAS. BELLY PANELS AND E&E RACK. PERFORMED EXTENDED GROUND OPS ON EXTERNAL POWER. PERFORMED EXTENDED GROUND RUN ON ENGINE POWER. NO DEFECTS NOTED. NO BURNED OR OVERHEATED WIRING OR ELECTRONICS NOTED. NO SMELLS OR SMOKE NOTED. NO WARNINGS OR CAUTIONS NOTED. ALL OPS NORMAL. DETAILS OF NOTE: PREVIOUS PATIENT HAD BURN RELATED INJURIES. AIRCOND AND ACFT VENT WERE OPENED TO OUTSIDE/FRESH ON APPROACH TO AIRPORT PROPER.
WHILE IN CRUISE FLIGHT ON AN INTER-FACILITY TRANSFER THE MASTER CAUTION AND NR 2 ENGINE CHIP LIGHT ILLUMINATED. THE PILOT ENGAGED THE "BURN CHIP" SWITCH AND THE LIGHT WENT OUT. AT THAT TIME, THE PILOT TURNED THE HELICOPTER TOWARD THE NEAREST AIRPORT WHICH WAS KSEF, INFORMED THE MEDICAL CREW OF THE SITUATION, AND CALLED TO ADVISE THEM OF OUR INTENTIONS AND THE NEED TO GET ANOTHER HELICOPTER. THE PILOT THEN PASSED THE EMERGENCY PROCEDURES CHECKLIST TO THE MEDICAL CREW AND WE WENT THROUGH THE EMERGENCY PROCEDURE FOR AN ENGINE CHIP, AND DISCUSSED BRIEFLY THE POSSIBILITY OF NEEDING TO SHUT DOWN THE NUMBER TWO ENGINE, OR AT LEAST GO TO IDLE PRIOR TO LANDING. UP TO THIS POINT ALL ENGINE PARAMETERS ON THE NR 2 ENGINE WERE NORMAL, AND THERE WERE NO UNUSUAL NOISES. WHILE AT A HOVER PRIOR TO TOUCHDOWN THE NR 2 ENGINE CHIP LIGHT FLICKERED INTERMITTENTLY AND FULLY ILLUMINATED ON TOUCHDOWN. ALL TOGETHER, THERE WERE THREE CHIP LIGHTS THAT WERE BURNED OFF IN FLIGHT PRIOR TO THIS ONE ON LANDING. THE PILOT IMMEDIATELY SHUT DOWN THE NR 2 ENGINE AND COMPLETED A NORMAL SHUTDOWN OF THE NR 1 ENGINE AFTERWARDS. THE BASE MECHANIC WAS NOTIFIED AND RESPONDED. THE SUBSEQUENT INSPECTION OF THE CHIP PLUG REVEALED METAL PARTICLE CONTAMINATION. THE CHIP AND OIL SAMPLES WERE SENT FOR ANALYSIS, AND REVEALED THAT AN ENGINE CHANGE WOULD BE REQUIRED. A REPLACEMENT ENGINE WAS FOUND, INSTALLED, AND THE AIRCRAFT RETURNED TO SERVICE ON 10/3/2018.