N917AC

Cessna 207 None injury — operator not yet resolved

ATA 3110

CORROSION DAMAGE WITH A MAXIMUM DEPTH OF 0.061” WAS DISCOVERED ON THE L/H INSTRUMENT PANEL CONSOLE FLOOR ANGLE (P/N: L311M1060234). A REPLACEMENT ANGLE WAS NOT AVAILABLE WITHIN THE SCHEDULED RETURN TO SERVICE TIMEFRAME; THEREFORE, A REPLACEMENT ANGLE WAS FABRICATED FROM 0.080” 2024-T3511 EXTRUSION AND WAS INSTALLED. A DETAILED DESCRIPTION OF THE DAMAGE AND AN APPROVED REPAIR PROCEDURE IS PROVIDED IN AIR METHODS ENGINEERING AUTHORIZATION 23-5300-EA-5633 REV. – DATED 06 MAY 2026 AND WAS SUBSTANTIATED BY FAA FORM 8110-3 BY RYAN D. LEE DER-Y # 905240204 DATED 08 MAY 2026, DER SPECIFIC SEQUENCE # 26RL017AM.

ATA 5330

MULTIPLE AREAS OF CORROSION DAMAGE OF VARYING DIMENSIONS AND DEPTHS WAS DISCOVERED ON THE AFT L/H FUSELAGE SKIN PANELS AROUND THE GROUND PORT, LOWER MAINTENANCE STEP, UPPER AND LOWER CLAMSHELL DOOR HINGE LOCATIONS AND SURROUNDING THE FUEL DOOR, AS WELL AS ON THE AFT R/H FUSELAGE SKIN PANELS AROUND THE LOWER MAINTENANCE STEP AND BELOW THE UPPER CLAMSHELL DOOR HINGE LOCATION. THE AFFECTED AREAS WERE REMOVED OF CORROSION AND MULTIPLE REPAIR DOUBLERS OF VARYING THICKNESSES WERE FABRICATED AND INSTALLED. A DETAILED DESCRIPTION OF THE DAMAGE AND APPROVED REPAIR INSTRUCTIONS IS PROVIDED IN AIRBUS REPAIR DESIGN APPROVAL SHEET RDAS-EC135-53-2026-1091, ISSUE A DATED 24 MAR 2026.

ATA 5340

CORROSION DAMAGE OF VARYING DEPTHS WAS FOUND ON THE LOWER L/H AND R/H BROOM CLOSET ATTACHMENT ANGLES, AS WELL AS THE AFT ATTACHMENT ANGLE. FOR THE LT AND RT ANGLES, REPLACEMENT ANGLES WERE FABRICATED FROM 0.050” 2024-T3511 EXTRUSION AND INSTALLED. FOR THE AFT ATTACHMENT ANGLE, A REPLACEMENT ANGLE WAS FABRICATED FROM 0.063” 2024-T3511 EXTRUSION AND INSTALLED. A DETAILED DESCRIPTION OF THE DAMAGE AND APPROVED REPAIR PROCEDURES IS PROVIDED IN AIR METHODS ENGINEERING AUTHORIZATION 23-5300-EA-5592 REV. – DATED 27 MAR 2026 AND WAS SUBSTANTIATED BY FAA FORM 8110-3

ATA 5330

CHAFING DAMAGE WAS DISCOVERED ON THE LOWER R/H FRAME 4 INBOARD SKIN LOCATED JUST FORWARD OF THE R/H HEATING DUCT OUTLET. THE CHAFING DAMAGE MEASURED 0.027” IN DEPTH AND APPROXIMATELY 0.2” X 0.6”. THE CHAFING DAMAGE WAS TRIMMED OUT AND A 0.040” 2024-T3 REPAIR DOUBLER WAS FABRICATED AND INSTALLED. A DETAILED DESCRIPTION OF THE DAMAGE AND APPROVED REPAIR PROCEDURE IS PROVIDED IN AIR METHODS ENGINEERING AUTHORIZATION 23-5300-EA-5582 REV – DATED 31 MAR 2026 AND IS SUBSTANTIATED BY FAA FORM 8110-3 BY RYAN D. LEE, DER-Y # 905240204, DATED 01 APR 2026, DER SPECIFIC SEQUENCE # 26RL011AM.

ATA 5311

CRACKING DAMAGE WAS DISCOVERED ON THE TAIL CONE UPPER FRAME 7 IN THE RADIUS ADJACENT TO THE SKIN FLANGE ON THE R/H SIDE. THE APPROXIMATE LENGTH OF THE CRACK WAS MEASURED AT 0.20”. THE CRACK WAS STOP DRILLED AND AN L-SHAPED REPAIR DOUBLER OF 0.050” ALUMINUM WAS FABRICATED AND INSTALLED, AND THE SPACE BETWEEN DOUBLER FLANGE AND UPPER FRAME 7 FLANGES WERE SHIMMED USING 2024-T3 TO ACCOMMODATE FOR THE EXISTING JOGGLE. A DETAILED DESCRIPTION OF THE DAMAGE AND APPROVED REPAIR PROCEDURES IS PROVIDED IN AIR METHODS ENGINEERING AUTHORIZATION 23-5300-EA-5580 REV. – DATED 25 MAR 2026 AND IS SUBSTANTIATED BY FAA FORM 8110-3

ATA 5311

HEAVY CORROSION DAMAGE WAS FOUND ON THE FRAME 2 UPPER ANGLE (P/N: L533M1043223) ON TOP UNDER THE MAIN CABIN FLOOR. A REPAIR ANGLE WAS FABRICATED FROM 0.063” 2024-T3511 EXTRUSION AND INSTALLED IN PLACE. A DETAILED DESCRIPTION OF THE DAMAGE AND APPROVED REPAIR PROCEDURES IS PROVIDED IN AIR METHODS ENGINEERING AUTHORIZATION 23-5300-EA-5594 REV – DATED 03 APRIL 2026 AND IS SUBSTANTIATED BY FAA FORM 8110-3 BY RYAN D. LEE, DER-Y 905240204 DATED 07 APRIL 2026, DER SPECIFIC SEQUENCE # 25RL012AM.

ATA 2300

THE TECHNISONIC TDFM 9100 MULTI-BAND TRANSCEIVER AND RC-9100 REMOTE CONTROLLER SYSTEM WERE INSTALLED ON THIS ACFT UTILIZING THE CERTWORKS STC SR01052DE. PER THE 337, THE EXISTING CI 177-1 VHF ANTENNA FROM THE TDFM 6158 INSTALL WAS RETAINED FOR USE WITH THE TDFM 9100 SYS. AT SOME POINT, THE CI 177-1 ANTENNA WAS REMOVED BY UNKNOWN PERSONS AND A CI 292-2 WAS INSTALLED IN ITS PLACE. IT WAS NOTED THAT THE CI 292-2 ANTENNA IS NOT SUPPORTED FOR THE VHF FREQUENCY RANGE REQUIRED FOR THE TDFM-9100 SYS, BUT A CI 292-3 IS CALLED OUT FOR IN STC SR01052DE DRAWING CW0620-1096 REV IR AND WOULD SUPPORT THE PROPER VHF FREQUENCY RANGE OF 138-174 MHZ. A CONFORMITY 337 HAS BEEN CREATED TO CONFORM AND DOCUMENT THE INSTALLATION OF A CI 292-3 ANTENNA TO THE CERTWORKS STC SR01052DE DRAWING CW0620-1096 REV IR FOR THE TDFM 9100 INSTALLATION ON AN EC135 AS WELL AS AIR METHODS WIRING DIAGRAM “EC135 TDFM 9100 WIRING DIAGRAM”, DRAWING SE233-0248-0351 REV -.

ATA 6200

ACFT LAUNCHED FROM BASE, 13 MIN FLT WAS UNEVENTFUL, GW WAS 2754 & POWER WAS NORMAL. WHEN LIFTING FROM LOW ROOFTOP PAD, ACFT REQUIRED MORE TORQUE THAN EXPECTED TO HOGE, ASSUMPTION WAS HIGHER THAN EXPECTED WEIGHT BUT POST FLT DETAILED ANALYSIS: GW WAS 2778, OAT 10 DEG C, DA OF -650'. MAX CONTINUOUS POWER 69% HOGE SHOULD HAVE BEEN 2835KG, BUT REQUIRING APPROX 73-75% WITH A COUPLE MOMENTARY EXCURSIONS TO 75-78% TO ACHIEVE A HOVER AT 15-20'. ON TRANSITION, ACFT CONTINUED TO FEEL POWER LIMITED BUT MANAGED CLIMB OUT. AT APPROXIMATELY 60 KIAS, A SIGNIFICANT LATERAL VIBRATION, EXCURSION WAS FELT. VIBRATION A DEFINITIVE LATERAL FORCE IN A SINGLE SHARP MOTION EACH TIME. A FEW MOMENTS LATER, SAME VIBRATION FELT & CONTINUED AT RANDOM INTERVALS. LEVELED OFF AT 800', 80 KIAS & CHKD OBSERVING THAT THERE WERE NO ABNORMAL GAUGE INDS, WARNINGS OR CAUTIONS. ELECTED TO TURN TO NEARBY AIRFIELD. IN ADDITION TO LATERAL VIBS BEGAN TO EXPERIENCE SIMILAR FORCE VERTICAL VIBS, AS 3 OR MORE UNCOMMANDED ROTOR DISK PITCH EXCURSIONS OF +/- 15 DEGREES. SLOWED BELOW ETL, VIBS CONTINUED TO INCREASE & WERE NOT INDIVIDUALLY DISCERNIBLE BTWN VERTICAL & LATERAL BUT ACFT BECAME BARELY CONTROLLABLE BEFORE LANDING.

ATA 8500

ENGINE WAS NOT MAKING FULL RPM. PROP GOV WAS REPLACED, GROUND RUN WAS NORMAL. SHORTLY AFTER TAKEOFF OIL PRESSURE FELL BELOW GREEN ARC. PILOT WAS SHUTTING THE ENGINE DOWN, OIL APPEARED ON THE WINDSHIELD, LOUD BANG WAS HEARD, AND PROPELLER DEPARTED THE AIRCRAFT. PILOT LANDED WITHOUT ANY FURTHER DAMAGE TO AIRCRAFT. CRANKSHAFT BROKE AT CRANKCASE NOSE SEAL. ENGINE HAD 346.9 HOURS TIME SINCE REBUILD BY MFG. AT 252.6 HOURS TIME SINCE REBUILD, THIS CRANKSHAFT WAS INSTALLED BY MFG IN COMPLIANCE WITH AD99-09-17, CSB99-3A. CRANKSHAFT WAS OF INFERIOR COMPOSITION? AD 2000-23-21 ADDRESSES THIS.