Jet Air Inc.
Also recorded as: JET AIR INC, JET AIR INC., Jet Air Inc.
Accident & enforcement record
Events that happened, regardless of the operator's own reporting. Each links to its public source.
NTSB accidents & incidents
Operated by JET AIR INC (per NTSB report)
Firewall damage reported by maintenance personnel that occurred during an unknown phase of flight, because the accident flight and pilot could not be determined.
Operated by JET AIR INC (per NTSB report)
The improper preflight planning/decision made by the pilot in attempting a taxi in high wind conditions. Contributing to the accident was the winds.
Operated by JET AIR INC (per NTSB report)
Fuel exhaustion due to the pilot's failure to visually verify that sufficient fuel was on-board prior to flight.
Operated by JET AIR, INC. (per NTSB report)
THE PILOT'S FAILURE TO SELECT CARBURETOR HEAT IN A TIMELY MANNER, AND THE TOTAL LOSS OF ENGINE POWER DUE TO CARBURETOR ICE. RELATED FACTORS ARE CARBURETOR ICING CONDITIONS, REDUCED VISIBILITIES IN SNOW, LOW CEILINGS, THE DARK NIGHT, AND SOFT TERRAIN CONDITIONS.
FAA enforcement actions
Sanction: $4,000 · case closed 2015-04-21
Sanction: $2,750 · case closed 2006-08-11
Maintenance disclosure history
Service Difficulty Reports are self-reported maintenance findings. The NUMBER of reports is not a measure of reliability — diligent operators file more, not fewer. These are shown for transparency, not as a negative signal. To verify a report, search its control number at the FAA SDRS site.
Reports span 2003–2018. Most-reported systems: Fire protection (26) — 1; Nacelles / pylons (54) — 1; Stabilizers (55) — 1; Engine (72) — 1. Most-common natures of condition, as filed: OTHER — 3; FALSE WARNING — 1.
4 reports on file.
Part: DIFFUSER — LOOSE (ENGINE) · airframe 7,719 hrs · 10,400 cycles
DURING A PRE-BUY INSPECTION OF THE LT AND RT ENGINES ON THIS AIRCRAFT, A BORESCOPED WAS PERFORMED. FOUND THAT THE SOME OF THE DIFFUSER ATTACHING HARDWARE INSIDE THE CASE LINER WERE LOOSE OR MISSING FROM THEIR RESPECTIVE HOLES AND LAYING IN THE BOTTOM OF THE ENGINE CASE LINER ON BOTH ENGINES. NO LOSS OF ENGINE PERFORMANCE OR INDICATION DURING PREVIOUS OPERATION WAS NOTED.
Part: FITTING — CRACKED (VERTICAL STAB)
DURING A SCHEDULED PHASE 5 INSPECTION, FOUND FITTING CRACKED IN THE VERTICAL STAB. THE CRACK WAS FOUND USING EDDY CURRENT INSPECTION METHODS.
Part: SKIN — CRACKED (LT NACELLE)
UPON REMOVING THE LT NACELLE FUEL TANK, WE NOTED A TOP WING SKIN CRACK ABOUT 3.5 INCHES LONG. FROM LOOKING UNDERNEATH IN THE GEAR WELL, JUST ABOVE THE MLG SIDE BRACE, YOU COULD SEE THE CRACK RUNNIING PARRALLEL WITH THE ANGLE STIFFENER. INSPECTED THE RIGHT GEAR FROM UNDERNEATH AND NOTED NOTHING. UPON REMOVAL OF THE RT NACELLE TANK WE FOUND THE SAME AREA CRACKED. THIS CRACK MUST BE JUST INWARD ENOUGH THAT FROM LOOKING UNDERNEATH THIS CRACK MUST BE JUST INWARD OF THE ANGLE STIFFENER BEING NOT VISIBLE. COULD BE THAT THE PN 502210021 ANGLE, FWD SIDE BRACE, AND PN 502210023 ANGLE, AFT SIDE BRACE WERE INSTALLED CORRECTLY IAW SK414-8E AND ME76-2 BUT BY THIS INSTALLATION THESE ANGLES ARE NOT CONNECTEDTO THE SIDE BRACE, BUT JUST ATTACH TO THE GEAR WELL TOP SKIN AND ARE PUTTING A LOAD ON THE SKIN. THESE ANGLES SHOULD ATTACH TO THE PARALLEL STIFFENER ANGLE/SIDE BRACE TO DISPENSE THE LOAD. THIS WAS COMPLIED WITH IAW BULLETIN. THE GAP BETWEEN THE FWD/AFT ANGLES AND THE ANGLE STIFFENER ARE CAUSING THE TOP GEAR WELL SKIN TO FLEX UP/DOWN. AFTER A PERIOD OF TIME THIS CAUSES THE SKIN TO CRACK PARALLEL ALONG THE STIFFENER ANGLE. (K)
Part: FIRE DETECTOR — CHAFED (LT ENGINE) · airframe 6,861 hrs · 7,046 cycles
LEFT ENGINE FIRE WARNING LIGHT FLICKERED ON INTERMITTENTLY. INSPECTION FOUND LOOP CHAFING AGINST OTHER WIRING AND TUBING ON THE ENGINE AND A MINOR LEAK IN A BLEED AIR LINE COUPLING.
Linked aircraft
| N-number | Make / model | Year | Status | Link basis |
|---|---|---|---|---|
| N101JL | CESSNA 550 | 2001 | Valid Registration | Matched by certificate designator |
| N1271C | — | — | Operator named in NTSB report | |
| N2UE | — | — | Operator named in NTSB report | |
| N328PF | — | — | Matched by certificate designator | |
| N333AE | BRENT E HOSKINS JUST ACFT HIGHLANDER | 2014 | Valid Registration | Operator named in NTSB report |
| N497MN | TEXTRON AVIATION INC 560XL | 2019 | Valid Registration | Matched by certificate designator |
| N533JR | — | — | Operator named in NTSB report | |
| N550TN | CESSNA 550 | 2001 | Valid Registration | Matched by certificate designator |
| N562VP | CESSNA 560XL | 2006 | Valid Registration | Matched by certificate designator |
| N579M | CESSNA 550 | 2006 | Valid Registration | Matched by certificate designator |
| N740SP | CESSNA 172S | 2000 | Valid Registration | Operator named in NTSB report |
| N800WT | CESSNA 550 | 1998 | Valid Registration | Matched by certificate designator |
| N824PM | CESSNA AIRCRAFT CO 560XLS | 2005 | Valid Registration | Matched by certificate designator |
| N97VS | CESSNA 560XL | 2001 | Valid Registration | Matched by certificate designator |
Aircraft with earlier records under this certificate
Maintenance and accident records on this page also cover aircraft that are not in this operator's current FAA fleet list. Charter and management fleets change — owners switch management companies, sell, or export aircraft. Where the registry shows what became of a tail, it is noted below.
- N740SP (CESSNA 172S) — records 2015 · registered to JET AIR INC (owner ≠ operator)
- N4102G — records 2009 · no longer on the FAA registry
- N333AE (BRENT E HOSKINS JUST ACFT HIGHLANDER) — records 2008 · registered to KOLTON HANSEN FARMS LLC (owner ≠ operator)
- N533JR — records 2008 · no longer on the FAA registry
- N65SA (ROBINSON HELICOPTER R22 BETA) — records 2003 · registered to AKIN & SON INC (owner ≠ operator)
- N1271C — records 1992 · no longer on the FAA registry
- N2UE — records 1987 · no longer on the FAA registry