N58243
Registered owner: AA LEASING LP, HI (owner ≠ operator)
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| K & S HELICOPTERS, INC. (K2DA) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
Maintenance disclosures
PILOT REPORTED CYCLIC JERKED LEFT WHILE IN FORWARD FLIGHT AND FELT AS IF TRIM WAS IN FULL LEFT POSITION. UPON INITIAL INSPECTION OF AIRCRAFT PERFORMED A FUNCTIONAL CHECK OF TRIM ACTUATORS. CONFIRMED TRIM MOTOR TO BE CORRECTLY CORRESPONDING TO INPUTS MADE TO CYCLIC TRIM SWITCH. AN ELECTRICAL MOTOR ACTIVATION NOISE COULD BE HEARD WHEN THE TRIM SWITCH IS ACTIVATED TO THE FWD, AFT, LEFT AND RIGHT POSITIONS. IT WAS NOTED THAT WHEN ACTUATING THE LATERAL TRIM MOTOR, ALTHOUGH THE ELECTRIC TRIM MOTOR WAS ACTIVATING IT SOUNDED AS IF IT WAS "FREE SPINNING" AND THE CYCLIC WOULD NOT MOVE LEFT OR RIGHT WHEN ACTIVATING THE SWITCH. THIS WOULD BE INDICATIVE OF A FAILED MECHANICAL PORTION OF THE TRIM ACTUATOR.
PILOT PERFORMED ENGINE POWER ASSURANCE CHECK AT 80% TQ AND 2,000 FT AGL AND REPORTED A +1* ON THE POWER CHECK WHICH WAS A SIGNIFICANT DIFFERENCE IN THE POWER CHECK TAKEN THE DAY PRIOR (+30). UPON LANDING, MAINTENANCE PERSONNEL WERE CALLED AND IT WAS DISCOVERED THAT THE BLEED VALVE WAS STUCK CAUSING THE ENGINE TO RUN HOT AND ALSO THE DIAPHRAGM WAS TORN. BLEED VALVE HAD 768.0 TSO.
AIRCRAFT PERFORMED A PRECAUTIONARY LANDING FOR AN ENGINE CHIP LIGHT WHILE CONDUCTING AN AIR TOUR. THERE WERE NO SECONDARY INDICATIONS AND THE AIRCRAFT LANDED SAFELY. AFTER CLEARING THE CHIP LIGHT IAW THE MANUAL, THE AIRCRAFT WAS FLOWN BACK TO BASE. IT WAS DETERMINED THAT THE TURBINE WAS MOST LIKELY THE CAUSE OF THE PARTICLES ON THE CHIP PLUG. THE TURBINE WAS REPLACED AND THE AIRCRAFT FLEW A LONG OPERATIONAL CHECK FLIGHT AND TWO TOURS WITH NO DISCREPANCIES. AT THE END OF THE DAY, THE MECHANIC PULLED THE ENGINE CHIP PLUGS AND NOTICED SOME SMALL METAL FLAKES THAT WERE ALL WITHIN LIMITS. AS A PRECAUTION, THE COMPANY DECIDED TO GO AHEAD AND CHANGE THE ENGINE GEARBOX AND COMPRESSOR AS WELL. WHEN THE OLD ENGINE WAS REMOVED FROM THE AIRCRAFT AND SPLIT, IT WAS DETERMINED THAT THE COMPRESSOR SPUR ADAPTER GEARSHAFT HAD A WORN JOURNAL AND THE 2 1/2 BEARING IN THE GEARBOX WAS SPALLED, THUS THE METAL ON OUR CHIP PLUGS. IT WAS DETERMINED THAT THE 2 1/2 BEARING HAD FAILED AND CAUSED THE WORN JOURNAL ON THE COMPRESSOR SPUR ADAPTER GEARSHAFT.
THE COMPRESSOR WAS REMOVED FROM THE ENGINE GEARBOX AND IT WAS DISCOVERED THAT THE COMPRESSOR SPUR ADAPTER GEARSHAFT JOURNAL HAD A WORN AREA WHERE METAL WAS REMOVED. AFTER INSPECTION OF THE GEARBOX, IT WAS DETERMINED THAT THE 2.5 BEARING HAD FAILED AND WAS THE CAUSE OF THE WORN COMPRESSOR SPUR ADAPTER GEARSHAFT. PROBABLE CAUSE FOR THE BEARING FAILURE IS THAT IT WAS DEFECTIVE OR EITHER IT FAILED DUE TO HIGH TIME. THERE IS NOT A LOT TO RECOMMEND TO PREVENT RECURRENCE AS THESE BEARINGS SEEM TO FAIL OVER TIME BUT TO PUT A LIFE LIMIT ON THEM. SUGGEST THAT A THOROUGH VISUAL INSPECTION OF THE 2.5 BEARING TAKE PLACE DURING THE ENGINE 300 HR INSPECTIONS.
DURING PREFLIGHT INSPECTION, FOUND TAIL ROTOR BLADE, PN 500P3100-105, SN C922 LE DELAMINATED FOR APPROX 2 INCHES ON BOTH SIDES OF THE BLADE.
ON SUNDAY 12 13 15, A TAIL ROTOR BLADE, PN 500P3100-105, SN C922, 491.6 TSR, WAS FOUND IN A DELAMINATED STATE, DURING A PREFLIGHT INSPECTION. THE LE HAD DELAMINATED FROM THE BLADE ABOUT 2" IN LENGTH. PROBABLE CAUSE OF THE DELAMINATION IS IMPROPER CURE TIME FOR THE BONDING ADHESIVE, IMPROPER MIXING OF THE BONDING ADHESIVE & OR IMPROPER BEND RADIUS TO METAL LE CAUSING IT TO NOT SEAL PROPERLY AGAINST THE BLADE`S CONTOURED LE. TO PREVENT A RE-OCCURRENCE OF THE TAIL ROTOR BLADE LE DELAMINATION.