Commercial authorisation
FAA Part 135 current listing1 operator
This aircraft is currently listed by the FAA as authorised for Part 135 operation. This does not prove that it has flown charter services. View operator details.
N1416
FAA · N-Number United StatesV Valid Registration On watch list Updated
- Mode-S hex
-
A0A991 - Serial
- 53110
- Type
- Rotorcraft
- Manufacturer
- BELL
- Model
- 407
Overview
Aircraft
Make / model- Manufacturer
- BELL
- Model
- 407
- Type
- Rotorcraft
- Category
- Land
- Engines
- 1 × ROLLS-ROYC 250-C47B
- Seats
- 7
Registrant
MASTER
LLC
GM LEASING COMPANY LLC
REGISTRANT SINCE ·
Live tracking
Mode-S
Mode-S hex code (24-bit ICAO)
A0A991
This is the unique transponder address this airframe broadcasts. It does not change when the registration changes hands.
Key dates
LifecycleAirworthy
Cert issued
Last action
Expires
Recent changes
Members onlyChange history for this aircraft is available to signed-in members. See what's included.
Market intelligence
Members onlyMarket-intelligence filings (FAA registrations only) are available to signed-in members. See what's included.
Technical
Airframe
ACFTREF- Manufacturer
- BELL
- Model
- 407
- Type aircraft
- Rotorcraft
- Category
- Land
- Weight class
- Light
- Serial number
- 53110
Powerplant
ENGINE ref- Manufacturer
- ROLLS-ROYC
- Model
- 250-C47B
- Type
- Turbo-shaft
- # of engines
- 1
- Horsepower
- 650 hp
Capacity & weight
Performance- Seats
- 7
- Weight class
- Light
FAA uses a weight category code rather than exact pounds. Weight classifications reflect the aircraft type certificate data.
FAA type certificate data sheet
DRS- TCDS number
- H2SW
- Certificate holder
- Bell Textron Canada Limited
- Covered models
- 206L | 206B | 407 | 206L-1 | 206L-4 | 206A | 206 | 206L-3 | 206B-1 | 206A-1 (OH-58A) | T63-A-700 | 250-C10D
- Product subtype
- Rotorcraft
- Status
- Current
- Revision
- 55
- Revision date
- 19 Nov 2025
- CFR part
- Part 21 | Part 27
- CFR subpart
- Subpart B - Type Certificates
- CFR section
- Sec. 21.29
- CAR reference
- CAR 6
Registration
Status
Current
V
Valid Registration
The certificate is valid through . Last action by FAA .
Part 135 operators
Current FAA operator-and-aircraft list1 current
- IAVA
- Westwind Helicopters, Inc. · 135
Currently listed by the FAA as authorised for Part 135 operation. Authorisation does not prove actual charter flights or ownership.
Certificate
Airworthiness- Type registrant
- LLC
- Airworthiness
- 1N
- Airworthy since
- Cert issued
- Last FAA action
- Expires
- Fractional owner
- No
- FAA region
- Southwestern
Registrant
MASTER address
Active
- Owner name
- GM LEASING COMPANY LLC
- Type
- LLC
- Registrant since
- Street
- 1318 SMEDE HWY
- City
- BROUSSARD, LA 705188028
- County
- 055
- Country
- United States
Safety
Safety records
1 on file
1
NTSB records on file
29 Dec 2012
Most recent record
None
Highest injury level
Substantial
Worst aircraft damage
-
17:48 UTC CEN13LA119 NTSB Accident Same airframe (serial-number match) — previously registered N534MT Location: Big Lake, TX, USA Injury: None Damage: Substantial
Record details
- Aircraft
- BELL 407
- Aircraft identity
- Same airframe as N1416 (407), serial 53110. This record was filed under a previous registration; the make/model above is shown as recorded by the reporting source, so its wording may differ from the current registry.
- Occurrence
- Enroute-cruise Loss of engine power (partial)
- Operation
- Part 135 — Commuter / on-demand
- Conditions
- VMC · Day · Visibility 10 sm
- Operator
- MED TRANS CORP
- Accident narrative
- On December 29, 2012, at 1148 central standard time, a Bell 407 helicopter, N534MT, was substantially damaged during a hard landing at Reagan County Airport (E41), Big Lake, Texas. The pilot, flight nurse, flight paramedic, and patient were not injured. The helicopter was registered to and operated by Med-Trans Air Medical Transport under the provisions of 14 Code of Federal Regulations Part 135 as a non-scheduled domestic passenger flight. Visual meteorological conditions prevailed for the flight, which operated on a company visual flight rules flight plan. The flight originated from Fort Stockton, Texas, at 1114, and was en route to the Shannon Medical Center Heliport (03TS), San Angelo, Texas.According to the written statement provided by the pilot, the helicopter was in cruise flight, at an altitude of 1,500 feet mean sea level, when helicopter suddenly yawed 10 degrees to the right. The pilot was able to control the yaw and subsequently heard an audio alarm. He observed a RPM warning light and a 2 to 3 percent decrease in RPM for the engine and rotor. As the pilot began to scan his flight controls and instruments, the "check instrument segment" illuminated, and the measured gas temperature gauge began to flash and display a reading of "E 920."
The pilot stated that all other engine indications were in normal ranges; however, the entire crew agreed that they should land. The pilot slowed the helicopter to about 80 knots, prepared for a running landing, and continued to cross-check his instruments and prepare for an autorotation if necessary. As the helicopter crossed the threshold to the runway, he smelled "a burning grease or oil product" but did not observe smoke or fire. The flight nurse reported an increase in temperature at her crew station.
At 10 to 15 feet above ground level and 20 knots, the engine "quit." The pilot responded by moving the throttle to idle and increasing the collective pitch. The helicopter "fell vertically" and hit the ground hard. During the impact the skids spread out horizontally and the main rotor blades flexed down and severed the tail boom.
During the post-accident examination of the engine, three fractures in the outer combustion case, around the fuel nozzle port, were observed. Two of the three fractures originated at the intersection of the circumferential weld that joined the reinforcing ring to the main skin. The third fracture ran adjacent to the reinforcing ring to the main skin interface. All three fractures exhibited signatures consistent with high cycle fatigue. The welds and material on the outer combustion case were to engineering specifications.
Further examination of the two fractures, which originated from the reinforcing ring to the main skin, exhibited darker heat tinting consistent with this area being open during engine operation. The darker tinting was not observed in the third fracture. In addition, investigators documented contact between the aft firewall on the engine bay and the fuel spray nozzle.
Investigators established that the operator was not conducting the post-flight and scheduled maintenance inspections of the outer combustion case as recommended by Rolls Royce in M250-C47B Operations and Maintenance Manual.
The examination of the remaining engine sections revealed no anomalies. An examination of the airframe revealed evidence of contact between the aft firewall of the engine bay and the engine's fuel spray nozzle. The examination of the remaining airframe and related systems revealed no anomalies. - Factual narrative
- The pilot reported that, while in cruise flight, the helicopter suddenly yawed 10 degrees right. He was able to control the yaw and subsequently heard an alarm and observed an rpm warning light. After silencing the alarm, he noticed a 2- to 3-percent decrease in rpm for the engine and rotor. As the pilot began to scan the flight controls and instruments, he saw the "check instrument segment" illuminate, and the measured gas temperature gauge begin to flash and display a reading of "E 920." The pilot stated that all of the other engine indications were in the normal operating ranges. During the precautionary landing, when the helicopter was about 10 to 15 ft above ground level and 20 knots, the engine "quit." The pilot responded by moving the throttle to idle and increasing the collective pitch. The helicopter subsequently hit the ground hard, which resulted in substantial damage to the tailboom.
During the postaccident examination of the engine, three fractures were found in the outer combustion case at the fuel nozzle port. Two of the three fractures originated at the intersection of the circumferential weld that joined the reinforcing ring to the main skin and exhibited heat tinting consistent with the cracks having been open during engine operation. The third fracture ran adjacent to the reinforcing ring to the main skin interface. All three fractures exhibited signatures consistent with high-cycle fatigue. The investigation determined that the operator was not conducting the manufacturer-recommended postflight and scheduled maintenance inspections of the outer combustion case; these cracks would likely have been detected during such inspections. - Cause narrative
- The loss of engine power due to the fatigue failure of the outer combustion case at the fuel nozzle port. Contributing to the accident was the operator’s failure to conduct the recommended routine inspections of the outer combustion case.
- Findings
- Aircraft-Aircraft power plant-Engine (turbine/turboprop)-Combustion section-Failure - C; Aircraft-Aircraft power plant-Engine (turbine/turboprop)-Combustion section-Not serviced/maintained - F
- Official record
- View NTSB docket
Full safety record preview
Showing 1 of 1 indexed NTSB records for N1416. Create a free account to view all matched records.
Safety records are matched from official aviation occurrence datasets, with serial/model context shown where available. This is an indexed record check, not an exhaustive safety record. Artifact built .