Gulf Atlantic Airways, Inc.
Also recorded as: GULF ATLANTIC AIRWAYS, INC., Gulf Atlantic Airways, Inc., UNIVERSITY AIR CENTER
Accident & enforcement record
Events that happened, regardless of the operator's own reporting. Each links to its public source.
NTSB accidents & incidents
Operated by Gulf Atlantic Airways, Inc. (per NTSB report)
The lack of flat roller bearings in the two elevator trim tab actuators and maintenance personnel’s inadequate lubrication of the left elevator trim tab actuator, both of which resulted in the overstress fracture of the left internal screw and subsequent in-flight failure of the pitch trim system.
The inadvertent stalling of the rudder trim actuator motor during flight due to the pilot's unintentional exceedence of the motor's design limit for stalling while accelerating after completing a simulated engine-out maneuver.
Operated by Gulf Atlantic Airways (per NTSB report)
Inadequate quality control following overhaul of the high-pressure compressor (HPC) impeller by other maintenance personnel that resulted in a machining groove on the aft face of the HPC impeller being undetected, which resulted in a fatigue fracture and an uncontained separation of the HPC impeller from the engine during the takeoff roll/run, and the pilot rejecting the takeoff.
The pilot's failure to follow the landing checklist that resulted in the delay of lowering the landing gear before touchdown.
FAA enforcement actions
No FAA enforcement actions linked to this operator.
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 2010–2015. Most-reported systems: Engine oil (79) — 3; Auto flight (22) — 1. Most-common natures of condition, as filed: FLUID LOSS — 3; OTHER — 1.
4 reports on file.
Part: PRESSURE SWITCH — LEAKING (ENGINE OIL) · airframe 5,413 hrs · 4,993 cycles
ON NOV 12 2015 , NOTICED RT ENGINE WAS DRIPPING OIL STATICALLY ON THE HANGER FLOOR. FURTHER INVESTIGATION REVEALED OIL PRESSURE SWITCH WEEP HOLE WAS LEAKING. THIS IS THE THIRD OIL PRESSURE SWITCH, FOUND LEAKING ON THESE ENGINES IN 3 YEARS.
Part: PRESSURE SWITCH — LEAKING (ENGINE) · airframe 5,560 hrs · 5,892 cycles
FEB 2015 , FLIGHT CREW FOUND EXCESS OF OIL COMING FROM RT ENGINE COWLING ON POST FLIGHT INSPECTION. FOUND OIL PRESSURE SWITCH WEEP HOLE LEAKING.
Part: PRESSURE SWITCH — LEAKING (ENGINE) · airframe 8,312 hrs · 5,792 cycles
FEB 2014 , PILOT REPORTS OIL COMING OUT OF LT ENGINE COWLING. FOUND OIL PRESSURE SWITCH WEEP HOLE LEAKING.
Part: SERVO — SHORTED (ZONE 100) · airframe 8,439 hrs · 7,842 cycles
IN THE PROCESS OF TROUBLESHOOTING A PITCH PUMPING PROBLEM, A REPLACEMENT PITCH SERVO WAS INSTALLED. AS SOON AS POWER WAS APPLIED TO AIRCRAFT, THE AUTOPILOT CIRCUIT BREAKER TRIPPED. THE SERVICEABLE SERVO WAS FOUND TO HAVE PIN A, THE +28 VOLT MOTOR INPUT FOR CCW ROTATION, WAS INTERNALLY SHORTED TO THE CASE OF THE SERVO. THIS SAME INCIDENT OCCURRED ON MARCH 3, 2010 WITH A REPLACEMENT SERVO FROM THE SAME REPAIR STATION. THE FIRST INCIDENT DAMAGED THE AUTO PILOT COMPUTER BEFORE THE CIRCUIT BREAKER TRIPPED. RECORD CHECKS REVEALED THIS SERVO TO BE THE SAME ONE FROM THE PREVIOUS INCIDENT. FOLLOWING THE FIRST INCIDENT THE REPAIR STATION WAS CONTACTED AND GIVEN A DETAILED DESCRIPTION OF THE FAILURE, TO INCLUDE THE SHORT BETWEEN PIN A AND THE CASE. THE REPAIR REPORT THAT ACCOMPANIED THE SERVO WAS DATED MARCH 7, 2010 STATES DEAD SHORT, FAILED ON INSTALL, BURNED AP COMPUTER. THE DISPOSITION STATES FINAL TESTED OK, RECERTIFY UNIT AND RETURN TO SERVICEâ AND IS DATED MARCH 15, 2010. THIS SUBMITTER BELIEVES THAT THE SERVO TEST FIXTURES AND CONNECTOR BACKSHELLS NEED TO BE GROUNDED IN ORDER TO ENSURE THAT THIS TYPE OF FAULT IS DISCOVERED PRIOR TO RETURNING A PART TO SERVICE.
Linked aircraft
| N-number | Make / model | Year | Status | Link basis |
|---|---|---|---|---|
| N17CX | CIRRUS DESIGN CORP SF50 | 2017 | Valid Registration | Matched by certificate designator |
| N352SR | CIRRUS DESIGN CORP SR22 | 2006 | Valid Registration | Matched by certificate designator |
| N539RM | ECLIPSE AVIATION CORP EA500 | — | Valid Registration | Matched by certificate designator |
| N550AJ | CESSNA S550 | 1987 | Valid Registration | Operator named in NTSB report |
| N560LC | — | — | Matched by certificate designator | |
| N56LW | CESSNA 501 | 1981 | Valid Registration | Matched by certificate designator |
| N777WY | CESSNA 560 | 1999 | Valid Registration | Matched by certificate designator |
| N860CR | CESSNA 560 | 1999 | Valid Registration | Matched by certificate designator |
| N891CA | — | — | Operator named in NTSB report | |
| N939TW | CESSNA 560 | 1992 | 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.