This N-number isn't registered right now. Below is its last known registration, canceled Mar 1, 2018.
Safety record in brief:2 NTSB accidents (substantial damage at worst, latest Dec 2013)2 ADs may apply3 service difficulty reports
We never show street addresses, even though they appear in the public FAA file. Individual owners are shown by city and state only.
Total time and engine hours aren't public. They appear here once the owner adds logbooks.
Individual owners are shown by city and state only.
The failure of the torsional drive coupling, which resulted in a loss of drive to the main rotor system during low-altitude flight.
From NTSB records; matched by serial number.Read NTSB report (search CAROL for WPR14LA062)
A partial loss of engine power due to a failure of the throttle interconnect hardware, which resulted in a hard landing.
From NTSB records; matched by serial number.Read NTSB report (search CAROL for WPR10LA127)
These match the airframe or engine model. Whether each one applies, and whether it's been complied with, depends on serial numbers, equipment and logbook entries. Applicability must be confirmed by a mechanic against the aircraft's records.
| AD | Subject | Effective | Applies to |
|---|---|---|---|
| 97-20-15 | Hiller Aircraft Corporation Model UH- 12A, UH-12B, UH-12C, UH-12D, and UH-12E Helicopters | Nov 12, 1997 | Airframe (UH-12E) |
| 97-10-16 | Hiller Aircraft Corporation Model UH- 12, UH-12A, UH-12B, UH-12C, UH-12D, UH-12E… | Jun 27, 1997 | Airframe (UH-12E)Only with: Having control rotor blade spar tube P/N 36003, 36006, 36129, 36129-25, 36203, 36203-15, 36203-21, or 36209-3, or cuff P/N 36101-1, 36101-4, 36108, 36115-1, 36115-4, 36115-6, 36115-8, or 36124 installed; includes UH-12D and UH-12E converted to turbine power per STC SH177WE and SH178WE. |
AI-extracted — verify against original. Matched from each AD's applicability section; ADs replaced by a later AD are left out.
Reports of failures and defects that operators and repair stations sent to the FAA since 1995. A report describes one finding; it is not an accident.
THE HELICOPTER WAS RUNNING ROUGH SO A COMPRESSION CHECK WAS RUN. THE NR 2 CYLINDER HELD NO COMPRESSION AND WAS REMOVED FOR INSPECTION. NOTED A .1250 INCH BY .25 INCH SECTION OF THE VALVE FACE WAS MISSING. THE MISSING SECTION WAS IRREGULAR IN SHAPE AND APPEARED TO HAVE MANUFACTURING VOIDS WITHIN…
From FAA Service Difficulty Reports; matched by N-number and serial number.THE VALVE STEM UNDER THE KEEPER'S WAS HEAVILY WORN. THIS CONDITION WAS ALSO FOUND ON 4 OTHER VALVES (INTAKE) ALL HAVING THE SAME TOTAL TIME AND PART NUMBER. THE 6TH VALVE WAS A LYCOMING WITH THE SAME TIME AND INSTALLATION DATE. NO PROBLEM FOUND.
From FAA Service Difficulty Reports; matched by N-number and serial number.DURING ASSEMBLY OF ENGINE, MEASURED DRY TAPPET CLEARANCE FROM .107 INCH TO .187 INCH. LYC OHM REQUIRES .028 INCH TO .080 INCH. RETURNED 6 CYLINDERS TO EC/SW WHERE THEY CUT/REMOVED MATERIAL FROM THE CYL FLANGE. CYLINDERS WERE RE-INSTALLED. THESE CYLINDERS JUST MADE THE .080 INCH DTC USING THE…
From FAA Service Difficulty Reports; matched by N-number and serial number.