Aircraft Report for n58243



Registration History for n58243






N-Number Make Model Serial Location Description Time
N58243 HUGHES 369D 410934D KAILUA KONA, HI Aircraft registered to K & S HELICOPTERS INC, expiration date 2025-02-28, serial number 410934D. 2022-01-17
N58243 HUGHES 369D 410934D KAILUA KONA, HI Aircraft registered to K & S HELICOPTERS INC, expiration date 2022-02-28, serial number 410934D. 2018-09-19
N58243 HUGHES 369D 410934D KAILUA KONA, HI Aircraft registered to K & S HELICOPTERS INC, expiration date 2019-02-28, serial number 410934D. 2015-09-15
N58243 HUGHES 369D 410934D KAILUA KONA, HI Aircraft registered to K & S HELICOPTERS INC, expiration date 2019-02-28, serial number 410934D. 2015-09-15
N58243 HUGHES 369D 410934D KAILUA KONA, HI Aircraft registered to K & S HELICOPTERS INC, expiration date 2016-02-29, serial number 410934D. 2013-04-02

Accident History for n58243


N-Number Make Model Location Description Time
N58243 HUGHES 369D KAAAWA, HI STRUCK WATER ON HIGH-SPEED FULL-POWER LOW PASS WHILE BEING FILMED FOR TELEVISION EPISODE. ENGINE OUT NOT INDICATED. 1980-11-19

Service Difficulty Reports for n58243







N-Number Make Model Serial Description Time
N58243 HUGHES 369D During CRUISE - PILOT PERFORMED ENGINE POWER ASSURANCE CHECK AT 80% TQ AND 2,000 FT AGL AND REPORTED A +1* ON THE POWER CHECK WHICH WASA SIGNIFICANT DIFFERENCE IN THE POWER CHECK TAKEN THE DAY PRIOR (+30). UPON LANDING, MAINTENANCE PERSONNEL WERE CALLED AND IT WAS DISCOVERED THAT THE BLEED VALVE WAS STUCK CAUSING THE ENGINE TO RUN HOT AND ALSO THE DIAPHRAGM WAS TORN. BLEEDVALVE HAD 768.0 TSO. 2019-11-06
N58243 HUGHES 369D During NOT REPORTED - THE COMPRESSOR WAS REMOVED FROM THE ENGINE GEARBOX AND IT WAS DISCOVERED THAT THE COMPRESSOR SPUR ADAPTER GEARSHAFT JOURNAL HAD A WORN AREA WHERE METAL WAS REMOVED. AFTER INSPECTION OF THE GEARBOX, IT WAS DETERMINED THAT THE 2.5 BEARING HAD FAILED AND WAS THE CAUSE OF THE WORN COMPRESSOR SPUR ADAPTER GEARSHAFT. PROBABLE CAUSE FOR THE BEARING FAILURE IS THAT IT WAS DEFECTIVE OR EITHER IT FAILED DUE TO HIGH TIME. THERE IS NOT A LOT TO RECOMMEND TO PREVENT RECURRENCE AS THESEBEARINGS SEEM TO FAIL OVER TIME BUT TO PUT A LIFE LIMIT ON THEM. SUGGEST THAT A THOROUGH VISUAL INSPECTION OF THE 2.5BEARING TAKE PLACE DURING THE ENGINE 300 HR INSPECTIONS. 2016-08-18
N58243 HUGHES 369D During CRUISE - AIRCRAFT PERFORMED A PRECAUTIONARY LANDING FOR AN ENGINE CHIP LIGHT WHILE CONDUCTING AN AIR TOUR. THERE WERE NO SECONDARY INDICATIONS AND THE AIRCRAFT LANDED SAFELY. AFTER CLEARING THE CHIP LIGHT IAW THE MANUAL, THE AIRCRAFT WAS FLOWN BACK TO BASE. IT WAS DETERMINED THAT THE TURBINE WAS MOST LIKELY THE CAUSE OF THE PARTICLES ON THE CHIP PLUG. THE TURBINEWAS REPLACED AND THE AIRCRAFT FLEW A LONG OPERATIONAL CHECK FLIGHT AND TWO TOURS WITH NO DISCREPANCIES. AT THE END OF THE DAY, THE MECHANIC PULLED THE ENGINE CHIP PLUGS AND NOTICED SOME SMALL METAL FLAKES THAT WERE ALL WITHIN LIMITS. AS APRECAUTION, THE COMPANY DECIDED TO GO AHEAD AND CHANGE THE ENGINE GEARBOX AND COMPRESSOR AS WELL. WHEN THE OLD ENGINE WA 2016-07-08
N58243 HUGHES 369D During INSP/MAINT - ON SUNDAY 12 13 15, A TAIL ROTOR BLADE, PN 500P3100-105, SN C922, 491.6 TSR, WAS FOUND IN A DELAMINATED STATE, DURING APREFLIGHT INSPECTION. THE LE HAD DELAMINATED FROM THE BLADE ABOUT 2" IN LENGTH. PROBABLE CAUSE OF THE DELAMINATION ISIMPROPER CURE TIME FOR THE BONDING ADHESIVE, IMPROPER MIXING OF THE BONDING ADHESIVE & OR IMPROPER BEND RADIUS TO METALLE CAUSING IT TO NOT SEAL PROPERLY AGAINST THE BLADE`S CONTOURED LE. TO PREVENT A RE-OCCURRENCE OF THE TAIL ROTOR BLADELE DELAMINATION. 2016-01-14
N58243 HUGHES 369D During INSP/MAINT - DURING PREFLIGHT INSPECTION, FOUND TAIL ROTOR BLADE, PN 500P3100-105, SN C922 LE DELAMINATED FOR APPROX 2 INCHES ON BOTHSIDES OF THE BLADE. 2016-01-05
N58243 HUGHES 369D During INSP/MAINT - REF AD77-15-09 FOUND CRACKED STRAP LOCATED TWO AND A QUARTER INCHES INBOARD OF T HE LEAD-LAG BOLT ON UPPER STRAP. 1979-09-19

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Aircraft Lookup allows anyone to quickly search public datasets published by various aviation administrative services as well as marketplaces and other private aviation data providers in the United States. These datasets provide valuable insight into the history and maintenance record of any aircraft registered in the US. When you provide an N-Number above, we cross reference historical SDR, FAA, and NTSB datasets to identify any relevant records related to that N-Number.

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SDR, FAA, and NTSB databases are provided as follows:

The Service Difficulty Reports (SDR) dataset is defined as "[t]he reports submitted by certificate holders and certificated repair stations, known as service difficulty reports (SDR's), provide the FAA with airworthiness statistical data necessary for planning, directing, controlling, and evaluating certain assigned safety-related programs." This data is, in its raw form, a tab-delimited file with encoded field headers.

The FAA Registration dataset is fairly straightforward - it is a listing of current registrations (along with addresses, aircraft serial number, and other basic metadata) at any point in time. The registration data is a comma delimited file that has named fields at the top of each file. The FAA provides historical data on their site for the previous few years.

The FAA Accident/Incident dataset covers a range of accidents and incidents that may or may not overlap with NTSB data. Typically, more significant crashes are covered by NTSB data while less significant crashes are more comprehensively covered by the FAA Accident/Incident data, which will frequently include minor events like gear-up landings and so forth. The data provided by the FAA is in a tab-delimited file with encoded field headers.

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