Crow Executive Air, Inc.

Sanction: $15,750 · case closed 2025-07-10

Sanction: $4,000 · case closed 2010-01-12

Part: FLOOR PANEL — DELAMINATED (CABIN) · corrosion level 2 · airframe 52,749 hrs · 23,599 cycles

DURING "H" CHECK FOUND FLOOR PANEL 261EF DELAMINATED. REPLACED FLOOR PANEL. WORK ACCOMPLISHED IAW DWG 3D25-37498.

Part: FLOOR PANEL — BROKEN (CABIN) · corrosion level 2 · airframe 52,749 hrs · 23,599 cycles

DURING "H" CHECK FOUND FLOOR PANEL 231FF HAS BROKEN CORNERS. REPLACED FLOOR PANEL. WORK ACCOMPLISHED IAW DWG 3D25-37498.

Part: FLOOR PANEL — CORRODED (CABIN) · corrosion level 2 · airframe 52,749 hrs · 23,599 cycles

DURING "H" CHECK FOUND FLOOR PANEL 231CF HAS CORRODED INSERTS AND A TORN EDGE. REPLACED FLOOR PANEL. WORK ACCOMPLISHED IAW DWG 3D25-37498.

Part: LINE — CORRODED (HYD SYSTEM) · airframe 12,554 hrs · 11,402 cycles

LINE HAD CORROSION ON 90 DEGREE BENDS ADJACENT TO FERRULES FOR B-NUTS. THE PORTION OF THE LINE AT BOTH ENDS HAD CORROSION THA WAS PRESENT WHERE THE PROTECTIVE COATING WAS REMOVED, APPARENTLY DURING MFG OF THE PART. THE CORROSION HAD EATEN THROUGH ONE END OF THIS LOCATION SUFFICIENT TO REDUCE WALL THICKNESS ALLOWING LINE TO BURST.

Part: DRIVE SHAFT — STRIPPED (TACH GEN) · airframe 9,218 hrs · 9,424 cycles

LT ENGINE FAILED TO START NORMALLY. IN MANUAL MODE START WAS SUCCESSFUL. SUBSEQUENT START, GENERATOR WAS INOPERATIVE. EXTENSIVE TROUBLESHOOTING FINALLY DETERMINED THAT THE STARTER-GENERATOR HAD SIEZED, STRIPPING PLASTIC DRIVE ADAPTER IN ENGINE. DRIVE ADAPTER WAS REPLACED, ALONG WITH A SERVICEABLE STARTER-GENERATOR, SYSTEMS FUNCTION NORMALLY.

Part: STARTER GEN — FAILED (LEFT ENGINE) · airframe 9,204 hrs · 9,399 cycles

LEFT ENGINE FAILED ROTATE DURING START SEQUENCE INITIATION. MAINTENANCE DETERMINED BRUSHES BURNT, APPROXIMATELY 50 PERCENT LENGTH/LIFE REMAINING. STARTER/GENERATOR WAS REPLACE, ALONG WITH DC VOLTAGE REGULATOR. NR 1 INVERTER HAD FAILED COUPLE DAYS PRIOR, NO INDICATION ONE FAILURE CONTRIBUTED TO OTHER.

Part: MOTOR — DAMAGED (MLG)

DURING TAKEOFF, LANDING GEAR FAILED TO RETRACT, THEN FAILED TO EXTEND, WAS MANUALLY EXTENDED VIA EMERGENCY PROCEDURES. MAINTENANCE DISCOVERED LANDING GEAR MOTOR CIRCUIT BREAKER TRIPPED, MOTOR ITSELF SUFFERED INTERNAL HEAT DAMAGE. TIME IN SERVICE SINCE OVERHAUL, 78 HOURS.

Part: FIRE DETECTOR — FALSE INDICATION (RT ENGINE)

FALSE FIRE WARNING DURING FLIGHT. AFTER THE AIRCRAFT LANDED, THE PILOT REPORTED THAT THE INDICATION WAS INTERMITTENT. THE RT ENGINE COWLING WAS REMOVED, AND THE ENGINE WAS INSPECTED. THERE WAS NO INDICATION OF FIRE IN THE ENGINE AREA. THE FIRE LOOP LOOKED OK, NO DAMAGE NOTED. NOT HOT SPOTS ON THE ENGINE WERE NOTED, FROM BLEED AIR LINES OR OTHERWISE. THE WIRING CONNECTIONS AT THE NACELLE FIREWALL WERE DISCONNECTED, AND THERE APPEARED MORE THAN NORMAL BUILD UP OF GRIME AND CARBON. CLEANED THE TERMINALS AND CONTACTS. RECONNECTED THE WIRES. RAN THE AIRCRAFT WITHOUT AND WITH THE COWLINGS ON, COULD NOT DUPLICATE THE FALSE FIRE INDICATION.

Part: BLANKET — BURNED (HORZ STAB DEICE) · airframe 13,125 hrs

DURING INSP BY MECH, A BLACK STREAK (FORE TO AFT) WAS NOTICED ON LT HORIZ STAB, THAT BOOT LOOKED BURNT ON L.E. EXAMINATION REVEALED THAT BOOT MUST HAVE SHORTED AGAINST L.E., BURNING BOTH BOOT AND HORIZ STAB CONSISTED OF NICKEL SIZE HOLE BEING COMPLETELY BURNT THROUGH. NO OTHER INTERNAL STRUCTURES WERE DAMAGED. BOTH BOOT AND L.E. SKIN WERE REMOVED AND REPLACED BY NEW COMPONENTS. LAST SCHEDULED INSP OF TAIL REVEALED NO ANNOMOLIES. AN INSPECTION OF STAB DE-ICE SYST WAS ACCOMPLISHED, INCLUDING SEQUENCE TIMER, WIRING, CIRCUIT BREAKERS, CURRENT LIMITER, TERMINAL BLOCKS, SYST SWITCH, AND CAUTION LIGHT. PILOTS REPORTED NO DISCREPANCIES. CIRCUIT BREAKERS AND CURRENT LIMITER HAD NOT BLOWN PREVENTING THIS MALFUCTION.

Part: HOSE — LEAKING (BLEED AIR)

WHILE TROUBLESHOOTING THE BLEED AIR HEATING SYSTEM, WHICH WAS INOPERATIVE, SOME LEAK CHECK SOLUTION HAD GOTTEN ON HEATING SENSOR AND CONTROL HOSES. HOSES WERE LEAKING. REMOVED OLD SENSOR AND CONTROL HOSES, AND INSTALLED NEW HOSES. LEAK CHECK WAS GOOD, AND SYSTEM FUNCTIONAL CHECK WAS GOOD. HOSES USED IN THIS PORTION OF SYSTEM WERE 303-4 HIGH PRESSURE HOSE, DATE CODE WAS 3/76, MOST LIKELY ORIGINAL. VISUALLY HOSES LOOKED ACCEPTABLE, AND THE FLEXIBILITY WAS GOOD, BUT DUE TO HOSES AGE, HAD DETERIORATED, COULD NOT MAINTAIN PRESSURE EVEN AT LOW OPERATING PRESSURES OF THIS SYSTEM. SOME OF THE ORFICED (T) FITTINGS INSTALLED IN THE SYSTEM WERE CLOGGED.

Part: GASKET — LEAKING (FUEL PUMP)

DURING LANDING ROLLOUT, AN EXPLOSION AND FIRE OCCURRED IN LEFT ENGINE. EXAMINATION FOUND THE FUEL PUMP RELIEF VALVE COVER GASKET LEAKING FUEL. AD AND SB HAD BEEN ACCOMPLISHED SEVERAL HUNDRED HOURS AGO. THE DAMAGE WILL REQUIRE REPLACEMENT OF ALL ENGINE ASSEMBLY, ENGINE, TURBOMOUNT, TOP COWL. PUMP WAS RECEIVED NEW WITH ENGINE.

Part: CONNECTOR — BURNT (PILOT CB PANEL)

DURING AN EVENT INSPECTION, SB 1004 WAS C/W. THE FINDINGS OF THE INSPECTION MIRRORED THAT OF THE SERVICE BULLETIN, IN THAT, YES, THE CONNECTOR WAS BURNT AND HAD DISTORTED. PART WAS REMOVED AND REPLACED IAW INSTRUCTIONS PROVIDED IN SB 1004. NO INCIDENT HAD RESULTED FROM THE ABOVE PROBLEM.

Part: TIRE — BULGED (MLG)

TIRE DEVELOPED A BULGE IN SIDEWALL AFTER A SHORT TIME IN SERVICE.

Part: TIRE — BULGED (SIDEWALL)

TIRE DEVELOPED A BULGE IN THE SIDEWALL AFTER A SHORT TIME IN SERVICE.