This N-number isn't registered right now. Below is its last known registration, canceled May 13, 2003.
Safety record in brief:1 NTSB incident (Sep 1995)3 ADs may apply45 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.
a short in the 'jam proof system' solenoid valve which prevented activation of the backup hydraulic system and resulting in a cyclic hardover. Factors were the contaminated hydraulic fluid and the resulting jammed actuator (longitudinal control slider).
From NTSB records; matched by N-number.Read NTSB report (search CAROL for FTW95IA397)
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 |
|---|---|---|---|
| 2006-16-04 | Rolls-Royce Corporation (Formerly Allison Engine Company, Allison Gas Turbine Division… | Sep 7, 2006 | Engine (250-C20 SER) |
| 2006-13-06 | Rolls-Royce Corporation (Formerly Allison Engine Company, Allison Gas Turbine Division… | Jul 26, 2006 | Engine (250-C20 SER)Only with: Engines with gas producer rotor assembly tie bolt P/Ns A23008020, E23008020 (EXTEX), 23008020, 6843388, 6876991 (RRC), A23008020 (SAP), or 23008020P (Pacific Sky Supply) installed. |
| 2005-10-13 | Rolls-Royce Corporation (Formerly Allison Engine Company) 250-B17B, -B17C, -B17D, -B17E… | Jun 22, 2005 | Engine (250-C20 SER)Only with: Engines that do not have turbine energy absorbing ring RRC P/N 23035175, or an equivalent FAA-approved serviceable ring, installed. |
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.
MAIN ROTOR HUB HAD CORROSION ON ALL FOUR PITCH HORNS.
From FAA Service Difficulty Reports; matched by N-number and serial number.FUEL PUMP INOPERATIVE.
From FAA Service Difficulty Reports; matched by N-number and serial number.TIE BOLT INSPECTION REVEALED FREE LENGTH OVER MAX LIMITS AT 6.888 INCHES.
From FAA Service Difficulty Reports; matched by N-number and serial number.WARNING LIGHT WILL NOT ILLUMINATE ZERO PRESSURE.
From FAA Service Difficulty Reports; matched by N-number and serial number.NR 2 ENGINE OIL PRESSURE BEGAN TO FLUCTUATE IN CRUISE. LANDED WITHOUT INCIDENT. OIL LEVEL ONE AND ONE-HALF QUARTS LOW ON OIL. NO LEAKS NOTED. RE-SERVICED AND RETURNED TO SERVICE AFTER PENALTY RUN AND CHECK. FOLLOW-UP CHECK REVEALED ENGINE OIL CONSUMPTION. REPLACED TURBINE ROTOR ASSEMBLY.
From FAA Service Difficulty Reports; matched by N-number and serial number.EVIDENCE OF OVERHEATING ON TERMINAL BLOCK.
From FAA Service Difficulty Reports; matched by N-number and serial number.TRANSCEIVER CAN'T RECEIVE OR TRANSMIT.
From FAA Service Difficulty Reports; matched by N-number and serial number.TRANSMISSION PRESSURE LIGHT WILL NOT GO OUT.
From FAA Service Difficulty Reports; matched by N-number and serial number.OIL PRESSURE SWITCH UNIT WOULD NOT COME ON WITH BATTERY SWITCH.
From FAA Service Difficulty Reports; matched by N-number and serial number.FLOOR PANEL CORRODED AND SEPARATED.
From FAA Service Difficulty Reports; matched by N-number and serial number.Showing the 10 most recent of 45 reports.