N814MH
Registered owner: AIRSTAR LEASING LLC, NV (owner ≠ operator)
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| MAVERICK AIRSTAR LLC (Q2KA) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
DURING ROUTINE INSPECTION A STAR ARM END BUSHING WAS FOUND LOOSE. STARFLEX REMOVED FOR REPAIR AND SERVICEABLE STARFLEX INSTALLED. THIS IS A VERY COMMON FAILURE RECENTLY FOR THIS PART SUSPECT THAT AN ADHESIVE FAILURE IS THE PROBLEM THAT MAY BE HEAT RELATED. (K)
A FAULT CODE WAS GENERATED ON SHUTDOWN INDICATING A DEFECT OF COLLECTIVE POTENTIOMETER. A NEW PART WAS INSTALLED, NO FURTHER FAULT WAS DETECTED. THIS IS RECURRING FAILURE FOR THIS PART WHICH HAS EFFECTED DISPATCH RELIABILITY FOR THIS MODEL HELICOPTER. SUGGEST AN ALTERATION OF FAULT SENSING SOFTWARE TO REDUCE FAULT SENSITIVITY TO PERHAPS A SIGNAL LOSS OF 0.5 SECOND RATHER THAN 1/20TH OF A SECOND. AN OPTIC RATHER THAN A RESISTANCE BASED SENSOR SHOULD BE CONSIDERED AS CONTACT POINT IS DAMAGED BY AC VIBRATION WHEN AC POWER SETTINGS ARE SET FOR CRUISE FLIGHT. (K)
FAN ASSY HAD 3 BLADES MISSING CORNERS WITH 1 BLADE MISSING 40 PERCENT OF ITS DIMENSIONS. NEW FAN ASSY INSTALLED. INITIAL BLADE FAILURE SEEMED TO BE A MATERIAL FAILURE NOT CAUSED BY AN IMPACT. THIS TYPE DEFECT IS PRETTY RARE. (K)
SEAL LEAKAGE WAS NOTED TO BE INCREASING OVER TIME AND SEAL WAS CHANGED WHEN OIL BEGAN ACCUMULATING ON THE ENGINE DECK FOLLOWING A DAYS WORTH OF FLIGHTS. THIS SEAL WAS A HISTORY OF LEAK DEVELOPMENT AND USUALLY WILL BE CHANGED SEVERAL TIMES BEFORE ENGINE REACHES ITS NORMAL OVERHAUL INTERVAL. IN SOME CASES THE SEAL NEVER LEAKS. EXAMINATION OF THE SEAL CARBON FACE AND RUNNER RARELY EXHIBITS ANY NOTICEABLE DEFECT. (K)
IB SURFACE ADJACENT TO PITCH HORN WORN BEYOND LIMITS DUE TO "TT" STRAP FAILURE, OB LAMINATE OF 20/21 PLATES BREAKS. THIS PROBLEM OCCURS WHEN STRAPS BREAK INTO 2 PIECES AND BROKEN ENDS VIBRATES LIKE A REED, BEYOND THE HEAT SHRINK. SUGGEST MFG THICKENS OB PLATES OR ALTERS DESIGN OR USES LONGER HEAT SHRINK COVER THAN NORMAL. (K)
ON INSP, QUITE A BIT OF DARK DUST HAD ACCUMULATED UNDER HYD PUMP DRV ASSY MOUNTING, THOUGHT TO BE ROTOR BRAKE DUST ACCUMULATION. DRV PULLEY APPEARED TO BE CORRECTLY ALIGNED, UPON LOOSENING, PULLEY WAS FOUND TO WOBBLE LIKE A U-JOINT. UPON TEARDOWN, FOUND CTR SHAFT ON PULLEY WHERE INNER RACE OF BRG IS PRESSED WAS SEVERELY WORN, BRG ALIGNMENT THAT DID EXIST WAS DUE TO SNAP RING, PN S-40 COUPLING. DRIVING HYD PUMP, GUIDING BRG INNER RACE. SUSPECT THAT AN INADEQUATE OUTSIDE DIMENSION ON PULLEY CTR SHAFT MAY HAVE CAUSED INITIAL SLIPPAGE OF BRG INNER RACE DUE TO HEAT EXPANSION OF BRG, SUBSEQUENT LOSS OF PRESS FIT. BRG INNER RACE THEN SLIPPED AND SKIDDED AND CHATTERED CAUSING WEAR WHICH EXCEEDED . 150 INCH. (K)