AIR EXEC, INC.
Also recorded as: AIR EXEC, INC., Air Exec Inc, Air Exec, Inc.
Accident & enforcement record
Events that happened, regardless of the operator's own reporting. Each links to its public source.
NTSB accidents & incidents
FAA enforcement actions
FAA enforcement records haven't been loaded into GroundCheck yet, so none can be shown — a gap in our data, not evidence of a clean enforcement history.
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.
5 reports on file.
RH MAGNETO ON RH ENGINE RAN ROUGH DURING PREFLIGHT RUNUP. ENGINE CLEARED UP AFTER LEANING MIXTURE FOR 2 MINUTES. TAXIED TO RUNWAY. DURING TAKEOFF RUN THE ENGINE WAS UNABLE TO PRODUCE SAME TAKEOFF POWER AS LH ENGINE, SO PIC ABORTED TAKEOFF. HE DID ANOTHER RUNUP ONCE EXITING THE ACTIVE RUNWAY. HE WAS NOT ABLE TO CLEAR UP THE ENGINE ISSUE THIS TIME. HE CALLED COMPANY MAINTENANCE AND DESCRIBED ISSUE. DOM/MECHANIC VERIFIED MAGNETO WAS RUNNING ROUGH BY PERFORMING ANOTHER RUNUP. REMOVED MAGNETO LEAD HARNESS AND FOUND LIGHT CORROSION AND MOISTURE ON THE DISTRIBUTOR BLOCK AND SPRINGS ON LEAD HARNESS. MECHANIC CLEANED LEAD HARNESS AND INSTALLED OVERHAULED MAGNETO OF SAME MODEL AS REMOVED AND TIMED TO ENGINE. PERFORMED ANOTHER RUNUP AND MAGNETO DROP WITHIN LIMITS, THUS OPS CHECK OK. FOUND THAT ISSUE WAS DUE TO MOISTURE CAUSING CORROSION ON DISTRIBUTOR BLOCK AND WAS NOT AN ACTUAL FAILURE OF THE MAGNETO ITSELF. THIS AIRCRAFT OPERATES IN ALL WEATHER CONDITIONS FREQUENTLY (INCLUDING RAIN AND SNOW). IT ALSO IS NOT HANGARED MOST NIGHTS WHEN AWAY FROM HOME BASE (AT LEAST 5 TIMES PER WEEK). WE HAVE DECIDED TO INCREASE OUR INSPECTION INTERVALS MORE FREQUENT THAN THE CHAMPION/SLICK SERVICE BULLETIN (SB1-86C) STATES OF EVERY 500 HOURS IN SERVICE.
DURING INSPECTION, FOUND MAIN LANDING GEAR WHEEL CRACKED. REPLACED WHEEL ASSEMBLY WITH NEW.
ENGINE SURGED, POWER LOSS, AND WAS SHUT DOWN IN FLIGHT.
DURING ROUTINE MAINTENANCE, CHANGING RIGHT COWL FLAP CABLE, THE HEATER'S FUEL LINE CONTACTED THE NON-INSULATED TERMINAL BOARD'S STUD AT RIGHT WING STA 27.125. PLACING MASTER SWITCH IN ON POSITION PROVIDED A SHORT CIRCUIT AND FIRE. THE TERMINAL BOARD'S STUDS NEED TO BE INSULATED FROM FUEL AND OIL LINES IN IMMEDIATE AREA.
DURING SCHEDULED INSPECTION, BULKHEAD WAS FOUND CRACKED AND BUCKLED AT UPPER INBD ATTACHMENT TO FUEL TANK. INITIAL CRACK APPEARS TO HAVE STARTED AT RIVET HOLE ON FLANGE ATTACHING TANK SKIN TO BULKHEAD. THIS RIVET HOLE HAD INSUFFICIENT EDGE DISTANCE. CRACK PROGRESSED TO NUTPLATE FOR BONDING STRAP ATTACHMENT AND BEYOND. THE WEAKNESS CAUSED TWO MORE CRACKS AT UPPER ATTACHMENT OF BULKHEAD TO TANK & SUBSEQUENT BUCKLING. THE AFT TIP TANK ATTACHMENT HAD LOST 50 PERCENT OF ITS INTEGRITY AND WAS IN DANGER OF FAILURE. BULKHEAD WAS REPLACED.
Linked aircraft
| N-number | Make / model | Year | Status | Link basis |
|---|---|---|---|---|
| N318AA | — | — | Matched by certificate designator | |
| N6387X | CESSNA 402B | 1978 | Valid Registration | Matched by certificate designator |
| N87CG | CESSNA 402B | 1975 | Valid Registration | Matched by certificate designator |
| N98649 | CESSNA 402B | 1977 | Valid Registration | Operator named in NTSB report |
| N9923F | CESSNA 310Q | 1973 | Valid Registration | Matched by certificate designator |