N637PC
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 Corp. (QMLA) | Certificate holder | — | Matched by certificate designator |
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.
9 reports on file, 2012-10-28 – 2026-08-11.
Part: WIRE — CHAFED · airframe 9,790 hrs · 11,625 cycles
ERRONEOUS TORQUE INDICATION
Part: UNKNOWN — ODOR (COCKPIT) · airframe 9,693 hrs · 11,482 cycles
PILOT SMELLED UNUSUAL ODOR/SMOKE IN COCKPIT DURING CLIMB OUT
Part: COWLING — FAILED (ZONE 200) · airframe 9,223 hrs · 10,944 cycles
A HAMMER WAS DISCOVERED ON THE ENGINE COWING DURING TAKEOFF AS IT ROLLED ONTO THE WINDSCREEN DURING TAKEOFF. SDR FORM SUBMITTED ON 07/23/2025.
Part: UNKNOWN — SMOKE (ZONE 100) · airframe 9,151 hrs · 10,836 cycles
SMOKE SMELL FROM BATTERY FROM BATTERY COMPARTMENT DURING PRE LAUNCH WALK AROUND, UNABLE TO DUPLICATE RTS.
Part: DAMPENER — FAILED (ZONE 700) · airframe 9,067 hrs · 10,724 cycles
SHIMMY DAMPENER FAILURE UPON LANDING. REPLACED DAMPER.
Part: CIRCUIT BREAKER — TRIPPED (COMPRESSOR PUMP) · airframe 8,582 hrs · 10,098 cycles
WE TOOK OFF ON A FLIGHT TO A SENDING FACILITY TO PICK UP A PATIENT. DURING CLIMB OUT, THE 'BUS TIE' CIRCUIT BREAKER TRIPPED, ALONG WITH ASSOCIATED WARNINGS AND INDICATIONS. I CONSULTED THE APPROPRIATE SECTION OF THE QRH AND ATTEMPTED TO RESET THE BUS TIE CIRCUIT BREAKER PER QRH GUIDANCE. THE RESET WAS NOT SUCCESSFUL AS THE SAID CIRCUIT BREAKER TRIPPED AGAIN. I THEN MADE THE DECISION TO ABORT THE FLIGHT AND WE RETURNED TO BASE WITHOUT FURTHER INCIDENT.
Part: NONE — NONE (FLATTED SURFACE) · airframe 7,456 hrs · 8,749 cycles
AT !5 NM NORTH NORTHWEST FROM KMTJ I GAVE A POSITION REPORT AND STARTED TO NOTICE THAT THE COPILOT/ RIGHT WINDSHIELD WAS BLURRY. I TOLD THE MED CREW THAT THERE WAS OIL ON THE WINDSHIELD AND THAT I WAS GOING STRAIGHT IN TO RUNWAY 13 BUT STAY HIGH IF MY OIL PRESSURE DROPPED TO STILL GLIDE TO RUNWAY. THERE WAS NO OTHER REPORTED TRAFFIC, SO LANDED ON 13 AND TAXIED IN TO ATLANTIC FBO WITH EXTRA CAUTION. PROP HUB SEAL LEAKED AND OIL STREAMED OUT, DOWN THE COWLING, ONTO WINDSHIELD.
Part: WARNING LIGHT — FALSE ACTIVATION · airframe 5,250 hrs · 6,185 cycles
JUST AFTER TAKEOFF, THE RED CAUTION LIGHT FLASHED AND PILOT NOTED THE TORQUE INDICATION CLIMBED TO THE GAUGE HIGH SIDE STOP. NO OTHER INDICATIONS OR ENGINE SURGES WERE NOTED. PILOT DECLARED AN EMERGENCY AND LANDED ON THE SAME RUNWAY WITHOUT INCIDENT. PERFORMED A VISUAL INSPECTION OF TORQUE TRANSDUCER AND CONNECTOR WITH NO OBVIOUS SIGN OF DAMAGE OR LOOSENESS. DOWNLOADED THE TREND ANALYSIS INFORMATION AND SENT IN FOR REVIEW. AFTER REVIEW, THE DATA CONFIRMED THE EVENT TO BE A TORQUE INDICATION ISSUE. ALL OTHER ENGINE PARAMETERS WERE WITHIN NORMAL TOLERANCES. PERFOMED THREE SEPARATE ENGINE RUNS AT TAKE OFF POWER AND COULD NOT DUPLICATE PREVIOUS INDICATION. AIRCRAFT RETURNED TO SERVICE.
Part: RELAY — INTERMITTENT (HYD PUMP) · airframe 2,826 hrs · 2,660 cycles
LANDING GEAR RETRACTED SLOWLY. NOSE GEAR DID NOT EXTEND UNTIL BELOW 110 KTS. JACKED ACFT AND HYD PUMP FAILED. TAPPING ON HYD PUMP RELAY MADE IT WORK HYD SYSTEM PUMP RELAY WAS NOT WORKING PROPERLY. REPLACED RELAY AND FUNCTION TEST OF LANDING GEAR, OK.