N818MH
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
DURING A ROUTINE REVENUE FLIGHT, PILOT NOTED THAT THE ACFT VEMD HAD A YELLOW BAR WARNING UNDER THE VOLTAGE INDICATION, INDICATING LOW VOLTAGE OF 24 VOLTS. ON RESET, AN INDICATION OF 250 AMPS WITH THE RED BAR WARNING. FOUND SHORTED GENERATOR WINDINGS AND AN ELECTRICAL ODOR.
DURING ROUTINE INSPECTION CRACKS ON THE HINGE SURFACE RADIATE FROM MOUNTING BORES. THIS IS A VERY COMMON FAILURE FOR THIS PART. SUGGEST PART BE MANUFACTURED FROM A MORE DURABLE MATERIAL SUCH AS STAINLESS STEEL OR TITANIUM. (K)
DURING ROUTINE INSPECTION CRACKS ON THE HINGE SURFACE RADIATE FROM MOUNTING BORES. THIS IS A VERY COMMON FAILURE FOR THIS PART. SUGGEST PART BE MANUFACTURED FROM A MORE DURABLE MATERIAL SUCH AS STAINLESS STEEL OR TITANIUM. (K)
DURING ROUTINE INSPECTION A CRACK WAS FOUND IN ONE FREQUENCY ADAPTERS ELASTOMER SURFACE WHICH EXCEEDS THE MM LIMITATIONS OF 10MM. A NEW KIN OF (3) ADAPTER HAS BEEN INSTALLED IAW OEM RECOMMENDATIONS. THIS IS A VERY COMMON FAILURE FOR THIS ASSEMBLY. SUGGEST THAT THE MFG RETURN TO THE ORIGINAL ELASTOMER FOUND ON THE OLDER PN FREQUENCY ADAPTERS WHICH VERY RARELY FAILED. THE RECENT EXTENSION OF THE SERVICE LIFE LIMITS ON THIS PART TO 20,000 HOURS IS RATHER SILLY AS NONE HAVE LASTED TO EVEN 2500 HOURS DUE TO ELASTOMER FAILURES. (K)
DURING ROUTINE INSPECTION OF THE DRIVE FLANGE A CAST PLASTIC SUPPORT BUTRESS WAS FOUND CRACKED. A NEW DRIVE FLANGE WAS INSTALLED. SUGGEST THAT THE ALTERNATE METAL DRIVE FLANGE BE USED INSTEAD OF THE PLASTIC DESIGN AS ONLY THE PLASTIC DRIVES FAIL. THE WEIGHT OF THE PART SEEMS TO BE THE MFG PRIMARY CONSIDERATION IN THE SELECTION FOR THIS PARTS MATERIAL. (K)
DURING ROUTINE 100 HR INSPECTION A CRACK WAS FOUND RADIATING HORIZONTALLY FROM THE SECOND HOLE FROM THE ONE END AND ACROSS THE CORNER OF THE FIRST HOLE ON THE OPPOSITE HINGE END WITH A TOTAL SEPARATION OF THE HINGE CORNER METAL. (K)
PILOT REPORTS AMBER GOVERNOR LIGHT CAME ON IN FLIGHT. NO FAULT CODE WAS GENERATED INDICATING A POTENTIOMETER DEFECT HOWEVER CIRCUMSTANCES REPORTED POINTED TO THIS. A NEW POTENTIOMETER HAS BEEN INSTALLED. PROBLEM FIXED THIS PART HAS LASTED MUCH LONGER THAN TYPICAL THIS IS A RECURRING PROBLEM FOR THIS PART THAT HAS EFFECTED THE DISPATCH RELIABILITY OF THIS MODE AC. THIS PART CAN ON OCCASION ALSO CAUSE ENGINE FLUCTUATIONS IN FLIGHT WHEN THE RESISTANCE VALUE SIGNAL IS DISRUPTED FOR A LITTLE AS 1/20TH OF A SECOND, WHICH IS THE SAMPLE RATE FOR THE ENGINE CONTROL SYS. AN ADDITIONAL FACTOR FOR THESE TYPE OF FAULTS IS NO RESET FUNCTION AVAILABLE TO THE PILOT TO DIFFERENTIATE BETWEEN A MOMENTARY OR AN ACTIVE FAULT. ONCE THE AMBER WARNING LIGHT IS ILLUMINATED IT REMAINS ON UNTIL THE FLIGHT IS TERMINATED EVEN IF SIGNAL DISRUPTION WAS ONLY FOR 1/20TH OF A SECOND DURING AN IN-FLIGHT TURBULENCE EVENT. (K)
PILOT REPORTS AMBER GOVERNOR LIGHT CAME ON IN FLIGHT. NO FAULT CODE WAS GENERATED INDICATING A POTENTIOMETER DEFECT HOWEVER CIRCUMSTANCES REPORTED POINTED TO THIS. A NEW POTENTIOMETER HAS BEEN INSTALLED. PROBLEM FIXED THIS PART HAS LASTED MUCH LONGER THAN TYPICAL THIS IS A RECURRING PROBLEM FOR THIS PART THAT HAS EFFECTED THE DISPATCH RELIABILITY OF THIS MODE AC. THIS PART CAN ON OCCASION ALSO CAUSE ENGINE FLUCTUATIONS IN FLIGHT WHEN THE RESISTANCE VALUE SIGNAL IS DISRUPTED FOR A LITTLE AS 1/20TH OF A SECOND, WHICH IS THE SAMPLE RATE FOR THE ENGINE CONTROL SYS. AN ADDITIONAL FACTOR FOR THESE TYPE OF FAULTS IS NO RESET FUNCTION AVAILABLE TO THE PILOT TO DIFFERENTIATE BETWEEN A MOMENTARY OR AN ACTIVE FAULT. ONCE THE AMBER WARNING LIGHT IS ILLUMINATED IT REMAINS ON UNTIL THE FLIGHT IS TERMINATED EVEN IF SIGNAL DISRUPTION WAS ONLY FOR 1/20TH OF A SECOND DURING AN IN-FLIGHT TURBULENCE EVENT. (K)
DURING ROUTINE PERIODIC INSPECTION THE UPPER RT FITTING WAS FOUND WITH 25 INCH CRACK ON ITS BOTTOM ATTACHMENT FLANGE AND THROUGH ONE OF THE 4 REINFORCEMENT RIBS. A NEW FITTING WAS MATCH DRILLED AND INSTALLED. THIS IS A FAIRLY COMMON DEFECT THAT OFTEN REPEATS ITSELF ON AN AIRCRAFT BUT HAS BEEN KNOWN NOT TO CRACK ON SOME AC FOR REASONS UNKNOWN. (K)