N911EF
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.
14 reports on file, 2009-11-12 – 2023-08-18.
Part: BYPASS VALVE — UNKNOWN (MGB DECK RH SIDE) · airframe 6,045 hrs
MY NORMAL CROSS CHECK IDENTIFIED A DISPARITY IN #1 AND #2 ENGINE OIL TEMPERATURE OF APPROXIMATELY 12 DEGREES C AFTER ABOUT 5 MINUTES OF FLIGHT AT CRUISE. ABOUT 12 MILES SOUTH OF THE CITY OF LAS CRUCES, NM I NOTICED THE #2 OIL TEMP CLIMB ACCELERATE SO I REDUCED POWER TO VH HOPING THAT WOULD COOL THE ENGINE A BIT. I SIMULTANEOUSLY MADE A RIGHT TURN TOWARD LAS CRUCES AIRPORT TO EXECUTE A PRECAUTIONARY LANDING. REDUCED POWER DID NOT HALT THE OIL TEMPERATURE CLIMB SO WHEN IT HIT THE OIL TEMP LIMIT THEN I PLACED #2 ENGINE INTO IDLE. #1 ENGINE TOOK UP THE LOAD NICELY AND PROVIDED SUFFICIENT POWER TO KEEP THE AIRCRAFT AIRBORNE THE 12 MILES BACK TO THE AIRPORT. #2 OIL TEMPERATURE DID DROP SIGNIFICANTLY SO I DECIDED TO KEEP THE ENGINE OPERATING AT IDLE IN ORDER TO UTILIZE IT UPON LANDING SINCE WE WERE STILL VERY HEAVY. EVERYTHING LOOKED GOOD ON FINAL APPROACH SO AT 50 KTS AND 50 FEET ABOVE THE RUNWAY I PLACED THE #2 ENGINE BACK TO FLY AND LANDED THE AIRCRAFT NORMALLY WITH NO FURTHER INCIDENT.
Part: NONE — NONE (NONE) · airframe 5,518 hrs · 19,790 cycles
INSTALLED HOVERLIGHT. USING WIRING DIAGRAM HD 135-05-8011, NOT COMPLIANT WITH AC 43.13-1B SECTION 4 PARA 11-48, DETERMINATION OF CIRCUIT BREAKER RATINGS. 25 AMP CALLED FOR IN WIRING DIAGRAM, 30 AMP CURRENT DRAW POSSIBLE.
Earlier reports · 2009–2021 · 12 reports
2021
Part: BLADE — OUT OF BALANCE (MAIN ROTOR) · airframe 4,607 hrs · 17,432 cycles
AIRCRAFT CONTINUED TO HAVE TRACK AND BALANCE ISSUES FOR PRIOR 2 MONTHS. EACH TIME THE TRACK AND BALANCE COULD BE ALLEVIATED BUT THE AIRCRAFT CAME BACK NOW IN ITS WORST ITERATION, READING .7 IPS VERTICAL AND .7 LATERAL. I MADE A LARGE ADJUSTMENT ON BLUE AND RECEIVED .1 INPUT DIFFERENCE. THESE TWO CHARACTERISTICS BROUGHT SUSPICION OF A GREATER PROBLEM WHICH I THEN MOVED ALL BLADES IN A FLAPPING MOTION AND FOUND BLUE MAKES A "CRACKLING" SOUND INTERNALLY WHILE THE OTHERS DO NOT. WE REMOVED YELLOW AND BLUE, (BEING OPPOSITE BLADES) AND FOUND WHAT APPEARS TO BE A CRACK BUT WITHOUT ANY WAY TO TEST BESIDE A GVI, WE'LL BE REPLACING S/N 890 ANYWAYS. THIS BLADE SHOULD BE SENT FOR FURTHER ANALYSIS.
2019
Part: FRAME — CORRODED (BS 1700) · airframe 3,918 hrs · 15,434 cycles
DURING INSPECTION, FOUND FRAME 1 AT STATION 1700 CORRODED BEYOND LIMITS. REPLACING FRAME 1 & LEFT & RIGHT WEBS UNDER RDAS 53 006 18
Part: STRUCTURE — DENTED (CABIN) · airframe 3,918 hrs · 15,434 cycles
DURING INSPECTION FOUND AFT CABIN FLOOR WHERE STRETCHER ROLLS INTO AIRCRAFT DENTED BEYOND LIMITS. AWAITING REPAIR.
Part: BULKHEAD WEB — CORRODED (BS 3150) · airframe 3,918 hrs · 15,434 cycles
DURING INSPECTION FOUND CORROSION DAMAGE AT FLIGHT STATION 3150 ON THE BULKHEAD WEB. EVALUATING DAMAGE.
Part: FLOOR SKIN — CORRODED (COCKPIT) · airframe 3,918 hrs · 15,434 cycles
DURING INSPECTION FOUND CORROSION AT THE LEFT HAND COCKPIT FLOOR AROUND THE AIRCOMM BLOWER INLET CUT OUT IN THE FLOOR. EVALUATING FOR REPAIR
Part: SHAFT — CORRODED (COLLECTIVE) · airframe 3,918 hrs · 15,434 cycles
DURING INSPECTION FOUND CORROSION ON THE COLLECTIVE SHAFT AT THE FRICTION BRAKE ATTACHMENT POINT. WILL REMOVE AND REPLACE COLLECTIVE SHAFT
Part: FLOOR PANEL — CORRODED (COCKPIT) · airframe 3,918 hrs · 15,434 cycles
DURING INSPECTION FOUND CORROSION AT THE PILOT'S COCKPIT FLOOR UPPER & LOWER GROUNDING POINTS. RECEIVED A REPAIR PROCEDURE (RDAS AHI135 53 022 19 FROM AIRBUS HELICOPTERS
2014
Part: HSI — MALFUNCTIONED (COCKPIT) · airframe 4,029 hrs · 13,309 cycles
EHSI INTERNALLY SHORTED CAUSING SMELL IN CABIN DURING FLIGHT.
2013
Part: BLADE — CRACKED (MAIN ROTOR) · airframe 4,007 hrs · 13,237 cycles
DURING AN INSPECTION OF THE MAIN ROTOR BLADES, FOUND A CRACK IN THE T/E OF THE BLADE WHERE THE NON BENDABLE TRIM TAB RIVETS TO THE BLADE. SENDING BLADE FOR REPAIR.
Part: FRAME — CRACKED (TAILBOOM) · airframe 4,007 hrs · 13,237 cycles
DURING INSPECTION, FOUND A CRACK IN THE TAILBOOM ON THE 5 ALPHA FRAME. OPEN
2011
Part: HMU — LEAKING (NR 2 ENGINE) · airframe 3,172 hrs · 10,263 cycles
AFTER RETURNING FROM A FLIGHT, THE PILOT REFUELED THE ACFT. WHEN FUELING WAS DONE THE PILOT RETURNED THE FUELING NOZZLE TO THE TANK. WALKING BACK TO THE AIRCRAFT THE PILOT THEN NOTICED FLUID UNDERNEATH THE ACFT. THE MECHANIC WAS CALLED IN AND UPON FURTHER INVESTIGATION IT WAS FOUND THAT THE HMU UNIT ON THE NR2 ENGINE WAS LEAKING FROM A SEAL THAT WAS BEYOND THE MECHANICS MX LEVEL. THE HMU UNIT WAS REPLACED. NO FURTHER ACTION WAS REQUIRED.
2009
Part: VALVE — LEAKING (ENGINE FUEL) · airframe 2,610 hrs
ON FINAL FOR LANDING AT HOSPITAL PAD, MEDICAL CREW MENTIONED STRONG FUEL ODOR. AFTER SAFE LANDING AND SHUTDOWN, POSTFLIGHT DISCOVERED SHEEN BELOW NR 2 ENG COWLING, FURTHER INSP IN ENG COMPARTMENT DISCOVERED APPARENT FUEL LEAK WITH NOTICEABLE DRIPPING AFT OF THE "SQUIRREL CAGE" AND SIGNIFICANT FUEL DRAINING FROM THE DRAIN LINE BELOW THE ACFT. CONTAINER PLACED UNDER DRAIN TO LIMIT SPILLAGE. MISSION ABORTED. MECHANIC NOTIFIED. AFTER MECHANIC ARRIVAL AND INSP, MECHANIC SUSPECTS FUEL PREFERENCE VALVE.