N816MH
Registered owner: MUSTANG 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 |
| MAVERICK HELICOPTER INC (M7KA) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
FOUND CRACKED DURING ROUTINE PERIODIC INSPECTION. INSTALLED NEW BRACKET AS REQUIRED. (K)
DURING ROUTINE INSPECTION THE LT POSITION IGNITER WOULD NOT FIRE. SWAP OF BOX OUTPUT FEEDS TO THE IGNITERS VERIFIED THE BOX CIRCUIT WAS DEFECTIVE. THIS BOX GAVE GOOD SERVICE BUT SEVERAL OTHER HAVE HAD PROBLEMS WITH LOW SERVICE HOURS THESE BOXES ARE NON-REPAIRABLE. (K)
CRACK DISCOVERED DURING ROUTINE INSP ON FITTING FLANGE AND GOING THROUGH AN ATTACHMENT BORE. A NEW FITTING WAS MATCH DRILLED AND INSTALLED. THIS IS A VERY COMMON PROBLEM FOR THIS PART. SUGGEST THIS PART BE MFG FROM A MORE DURABLE MATERIAL SUCH AS TITANIUM OR SS. (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)
DURING PREFLIGHT INSP POSITION LIGHTS FAILED TO ILLUMINATE. INVESTIGATION REVEALED CIRCUIT BREAKER HAD POPPED. A SHORT WAS LOCATED IN THE TAIL POSITION LIGHT WIRING AND A REPAIR EMBODIED. RESETTING THE BREAKER FOR A GROUND TEST REVEALED NO FUNCTION FOLLOWING WIRING REPAIR. FURTHER INVESTIGATION REVEALED THE PCB RIBBON FOR THE POSITION LIGHTS SWITCH HAD BURNED UP ON BACK OF THE SWITCH BOARD. THIS IS A COMMON FAULT FOR THIS PART AS THE CIRCUIT RIBBON FOR THIS PART IS NOT LARGE ENOUGH TO CARRY THE CURRENT THAT THIS CIRCUIT USES WHEN A SHORT OCCURS AND THE BOARD RIBBON MELTS RAPIDLY MUCH LIKE A FUSE BEFORE THE BREAKER WILL POP WHEN A WIRING SHORT DOES OCCUR. SUGGEST THAT A REDESIGN OF THIS CIRCUIT SO THE PANEL IS PROTECTED FROM SHORT DAMAGE IS REQUIRED. THIS FAILURE HAS GENERATED O SMOKE, FUMES TO ANYONEâS KNOWLEDGE AND DOES NOT APPEAR TO BE A FIRE HAZARD. (K)
CRACK FOUND DURING ROUTINE INSPECTION ON THE MOUNTING FLANGE SURFACE RADIATING FROM A MOUNTING BORE AND TO THE EDGE OF THE FLANGE. A NEW FITTING WAS MATCH DRILLED AND INSTALLED. (K)
DURING PREFLIGHT INSP, ANTI-COLLISION LIGHT FAILED TO ILLUMINATE. INVESTIGATION REVEALED CIRCUIT BREAKER HAD POPPED. RESETTING THE BREAKER FOR A GROUND TEST REVEALED NO FUNCTION. THIS PART HAS BEEN DEEMED NOT REPAIRABLE BY THE AIRFRAME MFG. (K)
CRACK FOUND DURING ROUTINE INSPECTION RADIATING FROM A SCREW HOLE TO THE EDGE OF THE MACHINED FLANGE AND ACROSS THE ENTIRE FLANGE. PART WAS REMOVED IN TWO PIECES. A NEW FITTING WAS MATCH DRILLED AND INSTALLED. (K)
HOSE FOUND TO BE LEAKING NOT FROM THE B-NUT BUT A THE FITTING JUNCTION WITH THE HOSE MATERIAL. NEW REPLACEMENT HOSE INSTALLED AND NO FURTHER LEAKAGE NOTED. IN 55,000 FLIGHT HOURS THIS IS THE ONLY PROBLEM WE HAVE HAD WITH THIS HOSE. LEAK WAS CONSIDERED MINOR. (K)
DURING A PREFLIGHT INSPECTION PILOT, DISCOVERED ONE FREQUENCY ADAPTER WITH A 20MM CRACK IN THE ELASTOMER. MM LIMITATION IS 10MM. THIS IS A COMMON FAILURE WHICH OCCURS AT HALF LIFE OR LESS FOR THIS PART WITH A 3000 HOUR SERVICE LIFE LIMIT. THE OLDER PN ELASTOMER FOR MOLD RARELY FAILED. SUGGEST RETURNING TO THE OLDER FORMULATION. (K)
THIS PART IS THE POSITION INDICATOR FOR BOTH COLLECTIVE AND TAIL ROTOR FADEC CONTROL ACTIONS. IT ALMOST NEVER FAILS TOTALLY BUT GENERATES A FAILURE CODE THAT REQUIRES THEY BE REPLACED. THESE PARTS CAN LAST THOUSANDS OF HOURS OR LESS THAN FIFTY. ONLY RECENTLY DID THE AIRCRAFT MFG MAKE THIS A TIME CHANGE ITEM AND UP TO THAT POINT THEY VERY RARELY HAD A PROBLEM. DUE TO THE WEEKLY FAILURE OF ONE OF THESE POTENTIOMETERS IN OUR FLEET WHICH WE NEVER EXPERIENCED BEFORE REPLACING THE ORIGINAL PARTS ON OUR OLDER AC AND THE FACT THAT AC DELIVERED ABOUT THE SAME TIME AS THE NEW REPLACEMENT PARTS WERE BEING INSTALLED IN OUR FLEET BEGAN HAVING RELIABILITY PROBLEMS WE ARE SURE THAT A QC ISSUE EXISTS. (K)
DURING ROUTINE MONITORING OF EXISTING CRACKS WHICH HAD, TO THIS TIME, REMAINED WITHIN MM LIMITATIONS FOR A REDUCED INTERVAL INSP, NO TO EXCEED 150 FLIGHT HOURS. PARALLEL CRACKS HAVE INTERSECTED WITH THE POSSIBILITY FOR A PIECE TO BREAK FREE AND BE INGESTED BY THE TURBINES DOWN STREAM OF THE COMBUSTION CHAMBER. THE ENG HAS BEEN REJECTED AND A SERVICEABLE ENGINE REPLACEMENT INSTALLED INTO THE AC. THIS DEFECT, FOUND ONLY IN THE LASER DRILLED COMBUSTION LINER SWIRLPLATE AND NOT IN THE OLDER STYLE PLASMA DRILLED SWIRLPLATES HAS CAUSED THE REJECTION OF ALMOST EVERY ENGINE AT OR BEFORE 1500 HOURS OF SERVICE FOR LASER CUT SWIRLPLATES. MFG IS AWARE OF THE PROBLEM BUT REFUSES TO RETURN TO THE PLASMA DRILL MFG PROCESS. A NEW PN IS REPORTED TO BE IN TEST. UNTIL THEN CUSTOMERS CAN PAY REPAIR COSTS OR IGNORE THE PROBLEM AT THEIR PERIL. ENGINE CAN SUSTAIN THE SMALL DAMAGE THAT THE SMALL PIECES WILL CAUSE WITH SMALL PERFORMANCE LOSS. LARGER PIECES CAN BREAK LOOSE AND WHAT DAMAGE THEY COULD CAUSE IS UNKNOWN. THE OLDER PLASMA CUT SWIRLPLATES WERE IMMUNE TO THIS DEFECT.