N639MC
Registered owner: CHEVRON USA INC, MS (owner ≠ operator)
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| CHEVRON USA PRODUCTION COMPANY (AC2A) | 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.
16 reports on file, 2016-03-07 – 2022-06-12.
Part: SMOKE DETECTOR — INTERMITTENT (BAGGAGE COMPARTM) · airframe 7,429 hrs
PILOT'S REPORT - DESCRIPTION: N639MC DISPATCH ON A NORMAL PASSENGER FLIGHT TO CONQUEROR AND ROWAN WITH 5 PAX ONBOARD. AFTER NORMAL RUNUP AND RELEASE FOR ATC, DEPARTED TAXIWAY A TO THE NORTH WITH A CLIMBING RIGHT TURN TO OUR ON COURSE HEADING. NEW ORLEANS ATC CLEARED US DIRECT TO DESTINATION AND CLIMB TO 3000MSL. 5NM SE OF GAO, NEW ORLEANS SWITCHED US TO HOUSTON CENTER. APPROXIMATELY 5 MINS AFTER CHECK-IN WITH CENTER AT 135KTS AND 3000MSL THE BAG FIRE WARNING LIGHT ILLUMINATED WITH AUDIO. THE WARNING LIGHT CAME ON INTERMITTENTLY AND WHEN OUT. I DIRECTED THE SIC TO EXECUTE A TURN AND PROCEED TOWARD GAO AND SUITABLE LANDING LOCATIONS. I REFERENCED THE AW139 QRH FOR BAG FIRE, EXECUTED THE PROCEDURES AND CHECKED FOR ANY SECONDARY INDICATIONS. DECLARED AN EMERGENCY AND HAD THE SIC INITIATE A DESCENT. I ALERTED THE PASSENGERS OF OUR RETURN TO THE AIRPORT. CENTER HANDED US OFF TO NEW ORLEANS ATC, REPORTED OUR EMERGENCY WITH SOULS ON BOARD AND FUEL REMAINING. ATC CLEARED US FOR THE VISUAL TO GAO, EXECUTED THE BEFORE LANDING CHECKLIST. APPROACHING THE LEVEE SE OF GAO TO BAG FIRE WARNING ILLUMINATED STEADY, CONTINUED TO A NORMAL RUNNING LANDING ON THE APPROACH END OF TAXIWAY A AND EXECUTED THE EMERGENCY SHUTDOWN PROCEDURES. AFTER SHUTDOWN, I EVACUATED THE CABIN, REMOVED THE PASSENGERS TO A SAFE DISTANCE. WITH NO SECONDARY INDICATIONS OF A FIRE, THE SIC AND I OPENED THE BAGGAGE COMPARTMENT WITH FIRE EXTINGUISHER IN HAND AND CHECKED FOR ANY INDICATIONS. GROUND SUPPORT AND MAINTENANCE ARRIVED WITHIN MINUTES OF SHUTDOWN HELPED SECURE THE AIRCRAFT AND TOW IT TO THE RAMP.
Earlier reports · 2016–2021 · 15 reports
2021
Part: ACTUATOR — STUCK · airframe 7,024 hrs · 12,464 cycles
ROTOR BRAKE INOP, FOUND ROTOR BRAKE ACTUATOR WILL NOT ACTUATE (STUCK)
Part: INDICATOR — CRACKED (ZONE 200) · airframe 6,738 hrs
INLET BARRIER FILTER MAINTENANCE INDICATOR AID FOUND CRACKED DURING INSPECTION.
Part: INDICATOR — CRACKED (ZONE 200) · airframe 6,738 hrs
INLET BARRIER FILTER MAINTENANCE INDICATOR AID FOUND CRACKED DURING INSPECTION.
2020
Part: FILTER — CRACKED (ZONE 200) · airframe 6,172 hrs
IBF MAINTENANCE AID FOUND CRACKED.
Part: FILTER — CRACKED (ZONE 200) · airframe 6,172 hrs
IBF MAINTENANCE AID FOUND CRACKED.
2019
Part: PRESSURE SWITCH — LEAKING (ZONE 700) · airframe 5,843 hrs
HYDRAULIC FLUID LEAKING FROM VENT HOLE.
Part: PRESSURE SWITCH — LEAKING (ZONE 700) · airframe 5,843 hrs
HYDRAULIC FLUID LEAKING FROM VENT HOLE.
Part: PRESSURE SWITCH — LEAKING (ZONE 700) · airframe 5,843 hrs
HYDRAULIC FLUID LEAKING FROM VENT HOLE.
Part: FILTER — CRACKED (ZONE 200) · airframe 5,843 hrs
IBF MAINTENANCE AID FOUND TO BE CRACKED.
Part: FILTER — CRACKED (ZONE 200) · airframe 5,843 hrs
IBF MAINTENANCE AID FOUND TO BE CRACKED.
2018
Part: FILTER — CRACKED (ZONE 200) · airframe 5,245 hrs
IBF MAINTENANCE AID FOUND TO BE CRACKED.
2017
Part: INDICATOR — CRACKED (ZONE 200) · airframe 4,648 hrs
IBF MAINTENANCE INDICATOR FOUND TO BE CRACKED.
2016
Part: ROD END — SCORED (MAIN ROTOR) · airframe 3,278 hrs
ROD END HAS POSSIBLE CRACK. DISCOVERED WHILE PERFORMING BT139-450. ROD END WILL BE RETURNED TO MFG FOR FURTHER EVALUATION.
Part: BEARING — LACK OF LUBE (OIL COOLER FAN) · airframe 3,469 hrs
REMOVE OIL COOLER FAN FOR DRY BEARING.
Part: FITTING — GALLED (ZONE 200) · airframe 3,469 hrs
WHILE PERFORMING THE MGB BOLT INSPECTION ON THE LT LOWER FITTING, WE REMOVED THE COTTER PIN AND REMOVED THE NUT FROM THE FWD BOLT. WE ENSURED THE BOLT SPUN FREELY BEFORE WE ATTEMPTED TO REMOVE THE BOLT, WHICH IT DID BY HAND. THE BOLT EASILY REMOVED UPWARD UNTIL THE THREADS STARTED TO GO THROUGH THE DECK AND IT STOPPED MOVING. WE IMMEDIATELY STARTED HEATING THE FITTING AND SPRAYING DOWN WITH OIL. WE NOTICED THE PART OF THE SHANK THAT WAS EXPOSED TO US WAS DRY AND LOOKED LIKE THE FIRST TIME IT WAS REMOVED. AFTER HEATING AND SPRAYING WITH OIL AND EVEN TRYING TO FREEZE THE BOLT. WE COULD NOT SUCCESSFULLY MOVE THE BOLT UPWARD HOWEVER WE NOTICED THE BOLT SPUN EASILY BY HAND AND WAS STARTING TO MOVE UP. IT FELT AS IT WAS THREADED IN. WE STARTED TO REMOVE THE BOLT WITH THE UNDERSTANDING AS SOON AS THE BOLT COULD NOT BE TURNED BY HAND FREELY WE WOULD STOP. THE BOLT CONTINUED TO MOVE FREELY ALL THE WAY THROUGH THE DECK AND EVEN THROUGH THE FITTING. THE BOLT FINALLY FREED ITSELF AFTER THE LAST THREAD LEFT THE FITTING. AFTER INSPECTING THE FITTING AND THE DECK BORE, IT ALMOST APPEARED THAT BOTH AREA'S HAD A THREAD TAP RUN THROUGH IT. WE WERE UNTHREADING THE BOLT FROM BOTH THE DECK AND THE FITTING. AFTER SOME RESEARCH, TMI 139-410 WAS DISCOVERED FOR INSPECTING AND REPAIRING THIS SPECIFIC AREA. THE TMI WAS RELEASED 1-15-16, IT IS OBVIOUS THAT MFG IS HAVING PROBLEMS IN IS AREA AND THE DAMAGE DONE TO OUR ACFT WAS FROM THE FACTORY. SUSPECT THE BOLT WAS INSTALLED WITHOUT THE WEIGHT BEING RELIEVED FROM THE MOUNT AND WAS RUN DOWN REGARDLESS OF THE PROPER ALIGNMENT OF THE FITTING AND THE BORE.