N525CW
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| FLIGHT EXPRESS INC | Operator | on 1990-02-26 | Operator named in NTSB report |
Accident & incident history
Operated by FLIGHT EXPRESS (per NTSB report)
Maintenance disclosures
Service Difficulty Reports filed with the FAA for this airframe. Filing is largely voluntary — the number of reports is not a measure of reliability. To verify a report, search its control number at the FAA SDRS site.
7 reports on file, 2004-11-22 – 2007-01-13.
Part: SKIN — CRACKED (RUDDER)
DURING A SCHEDULED MAINTENANCE, DISCOVERED A CRACK ON THE RUDDER LEADING EDGE SKIN AND ONE RIB AT A FASTENER HOLE. UPON FURTHER INVESTIGATION MAINTENANCE FOUND THAT SEVERAL OF THE FASTENER HOLES ON (3) RIBS WERE ELONGATED. THE CRACKS ON THE RIB ORIGINATED IN A STAR PATTERN FROM THE FASTENER HOLE (WHICH WAS DIMPLED FOR COUNTERSUNK FASTENERS) AND WERE LESS THAN .125 LONG. THE CRACK IN THE SKIN WAS SIMILAR AND ALSO ABOUT .125 IN LENGTH. MAINTENANCE IS REPLACING THE 3 RIBS WITH ELONGATED HOLES AND THE CRACKED RIB AND SKIN. THE SDR WILL BE UPDATED UPON COMPLETION OF THE CORRECTIVE ACTION.
Part: VALVE — STUCK (FUEL CROSSFEED) · airframe 7,221 hrs · 5,741 cycles
FUEL CROSSFEED VALVE STUCK OPEN CAUSING AN IMBALANCE. DECLARED EMERGENCY AND LANDED WITHOUT FURTHER INCIDENT. TIGHTENED FUEL CROSSFEED CONTROL KNOB SET SCREW. SYSTEM OPS CHECKS NORMAL ON GROUND RUNS.
Part: SKIN — CORRODED (FUSELAGE) · airframe 6,738 hrs · 5,337 cycles
WHILE PERFORMING A PHASE 16 INSPECTION, CORROSION WAS DISCOVERED ON THE AIRCRAFT BELLY SKIN UNDER THE AILERON SECTOR AT THE NR 2 COMM ANTENNA. A STRINGER WAS ALSO FOUND TO BE CORRODED AT THE 6 O'CLOCK POSITION.
Part: CONTROL CABLE — FRAYED (TE FLAPS) · airframe 6,738 hrs · 5,336 cycles
DURING A SCHEDULED MAINTENANCE VISIT WHILE PERFORMING A PHASE 16 INSPECTION, A FLAP FOLLOW-UP / INDICATOR CABLE WAS FOUND TO BE FRAYED AT ONE END. TWO FLAP INDICATOR CABLES, PART NUMBERS 6565120-1 AND -3 WERE REPLACED AND RETENIONED.
Part: CABLE — BROKEN (TE FLAPS) · airframe 6,653 hrs · 5,264 cycles
DURING AN UNSCHEDULED MAINTENANCE VISIT WHILE TROUBLESHOOTING A FLAP INDICATION DISCREPANCY, THE FLAP POSITION FOLLOW-UP CABLE WAS FOUND TO BE BROKEN. THE CABLE WAS REPLACED AND ADJUSTED. OPERATIONAL CHECKS OF THE FLAP SYSTEM WERE GOOD. THE AIRCRAFT WAS RETURNED TO SERVICE.
Part: THERMOSWITCH — FAILED (CABIN TEMP) · airframe 6,492 hrs · 5,134 cycles
KMDW - KMDW - DURING CLIMB WHILE PASSING 13,000 FT, THE EMERGENCY PRESSURIZATION SYSTEM ENGAGED. THE CREW DONNED THEIR OXYGEN MASKS AND RETURNED THE AIRCRAFT TO KMDW. THE CABIN AIR WAS REPORTED TO BE VERY WARM PRIOR TO THE EMERGENCY PRESSURIZATION SYSTEM ENGAGING. MAINTENANCE REPLACED THE 410 DEGREE SWITCH. BOTH OPERATIONAL AND LEAK CHECKS WERE GOOD. THE AIRCRAFT WAS RETURNED TO SERVICE.
Part: PIN — LOOSE (CONNECTOR) · airframe 5,958 hrs · 4,729 cycles
AFTER T/O AT 10,000 FT & CLIMBING AT 2,000 FT/MIN, NOTICED FLT MGMT SYS DID NOT RECORD T/O TIME & FELT A CABIN PRESS BUMP AROUND 22,000 FT. N1 RECOMENDATION WINDOW NOT WORKING. CABIN BEGAN TO RISE RAPIDLY WHEN 10,000 FT LIGHT CAME ON. DONNED O2 MASK & EMERG DESCENT BEGAN. GEAR EXTENDED FOR LANDING CLOCKS BEGAN TO WORK NORMALLY. A/C RETURNED TO PBI W/O FURTHER INCIDENT. MX REPLACED & ADJUSTED LT SQUAT SWITCH. SQUAT SWITCH WIRING & PRINTED CIRCUIT BOARD CHECKED, NO DEFECTS NOTED. GEAR SWING CHECK GOOD. PROBLEM REOCCURED ALONG WITH MLG HANDLE BEING LOCKED IN DOWN POSITION. SOCKET PIN ON CONNECTOR BACK SHELL FOUND LOOSE. LOOSE SOCKET PIN RESECURED. MLG OPS CHECK GOOD. A/C RETURNED TO SERVICE.