USAIR
Also recorded as: USAIR
Accident & enforcement record
Events that happened, regardless of the operator's own reporting. Each links to its public source.
NTSB accidents & incidents
36 records, spanning 1983–1996.
Operated by USAIR (per NTSB report)
inadequate installation of electrical wiring for an audio entertainment system associated with Supplemental Type Certificate (STC) SA5537NM, and a subsequent short in the wiring. Factors relating to the accident were: inadequate design (installation instructions) by the STC holder (Hughes-Avicom International), and inadequate maintenance by company maintenance personnel.
Operated by USAIR, INC. (per NTSB report)
LOW ELECTRICAL RESISTANCE OF THE AUTOPILOT AILERON ACTUATOR FOR UNSPECIFIED REASONS WHICH RESULTED IN AN UNCOMMANDED ROLL TO THE RIGHT.
Operated by USAIR (per NTSB report)
IMPROPER INSTALLATION OF THE 'A' SYSTEM FLIGHT CONTROL COMPUTER BY COMPANY MAINTENANCE PERSONNEL, WHICH RESULTED IN PIN CONNECTOR(S) BEING PUSHED LOOSE AND SUBSEQUENT MALFUNCTION OF THE AUTOPILOT.
Operated by USAIR (per NTSB report)
A loss of control of the airplane resulting from the movement of the rudder surface to its blowdown limit. The rudder surface most likely deflected in a direction opposite to that commanded by the pilots as a result of a jam of the main rudder power control unit servo valve secondary slide to the servo valve housing offset from its neutral position and overtravel of the primary slide.
Operated by USAIR, INC. (per NTSB report)
THE IMPROPER RIGGING OF THE NOSE WHEEL STEERING SYSTEM BY COMPANY MAINTENANCE PERSONNEL.
Operated by USAIR (per NTSB report)
an undetermined problem which resulted in the physical impairment of flight attendants, passengers and the first officer.
Operated by USAIR (per NTSB report)
THE IMPROPER INSTALLATION OF THE SPACERS BY THE MECHANIC AND THE UNCLEAR INFORMATION SUPPLIED FROM THE MANUFACTURER AND OPERATOR REGARDING THE INSTALLATION OF THE SPACERS.
Operated by USAIR (per NTSB report)
FAILURE OF THE COMPANY STATION MANAGER TO FOLLOW PROPER DISPATCH PROCEDURES, AND ICE ACCUMULATION ON THE NOSE GEAR LOCKING MECHANISM. FACTORS RELATED TO THE INCIDENT WERE: WET SNOW (SLUSH) ON THE RUNWAY AT THE DEPARTURE AIRPORT, AND INADEQUATE DESIGN WHICH ALLOWED ICE TO RENDER THE NOSE GEAR DOWNLOCK SYSTEM INOPERATIVE.
Operated by USAIR (per NTSB report)
IMPROPER LUBRICATION OF THE HORIZONTAL STABILIZER GEARBOX BY COMPANY MAINTENANCE PERSONNEL. A FACTOR WAS THE MANUFACTURER'S INADEQUATE SERVICE PROCEDURE.
Operated by USAIR (per NTSB report)
A LACK OF ADEQUATE CLEARANCE BETWEEN THE WALKER AND TUG WHICH RESULTED IN THE WALKER BEING STRUCK BY THE TUG WHEN HE FELL FOR UNKNOWN REASON(S). A FACTOR RELATED TO THE ACCIDENT WAS THE LACK OF A POLICY TO STAY CLEAR OF THE TUG, TOWBAR, AND NOSEWHEEL OF THE AIRPLANE, WHILE PUSHBACK OPERATIONS ARE IN MOTION.
Operated by USAIR (per NTSB report)
THE HIGH CYCLE FATIGUE FAILURE OF BLADES ON THE STAGE 1 HIGH PRESSURE COMPRESSOR, WHICH RESULTED IN BLADE FRACTURE AND SUBSEQUENT INTERNAL ENGINE DAMAGE AND FIRE.
Operated by USAIR (per NTSB report)
THE PILOT-IN-COMMAND'S DECISION TO REJECT THE TAKEOFF AT A SPEED IN EXCESS OF V1, RESULTING IN AN INADEQUATE DISTANCE TO STOP THE AIRCRAFT.
Operated by USAIR, INC. (per NTSB report)
THE FAILURE OF THE AIRLINE INDUSTRY AND THE FEDERAL AVIATION ADMINISTRATION TO PROVIDE FLIGHTCREWS WITH PROCEDURES, REQUIREMENTS, AND CRITERIA COMPATIBLE WITH DEPARTURE DELAYS IN CONDITIONS CONDUCIVE TO AIRFRAME ICING AND THE DECISION BY THE FLIGHTCREW TO TAKE OFF WITHOUT POSITIVE ASSURANCE THAT THE AIRPLANE'S WINGS WERE FREE OF ICE ACCUMULATION AFTER 35 MINUTES OF EXPOSURE TO PRECIPITATION FOLLOWING DEICING. THE ICE CONTAMINATION ON THE WINGS RESULTED IN AN AERODYNAMIC STALL AND LOSS OF CONTROL AFTER LIFTOFF. CONTRIBUTING TO THE CAUSE OF THE ACCIDENT WERE THE INAPPROPRIATE PROCEDURES USED BY, AND INADEQUATE COORDINATION BETWEEN, THE FLIGHTCREW THAT LED TO A TAKEOFF ROTATION AT A LOWER THAN PRESCRIBED AIRSPEED. (NTSB REPORT AAR-93/020)
Operated by USAIR, INC. (per NTSB report)
THE FLIGHT ENGINEER'S LACK OF TRAINING IN EMERGENCY PROCEDURES AND HIS FAILURE TO FOLLOW PUBLISHED EMERGENCY PROCEDURES, RESULTING IN HIS NOT BEING ABLE TO MANUALLY EXTEND THE RIGHT MAIN LANDING GEAR, FOLLOWING THE LOSS OF THE 'A' HYDRAULIC SYSTEM. CONTRIBUTING TO THE INCIDENT WAS THE CAPTAINS FAILURE TO EXHAUST ALL AVAILABLE RESOURCES AND TIME IN ATTEMPTS TO EXTEND THE RIGHT MAIN LANDING GEAR PRIOR TO LANDING WITH THE GEAR RETRACTED.
Operated by USAIR (per NTSB report)
THE AIRCRAFT ENCOUNTERED A SUDDEN WIND GUST DURING LANDING FLARE, WHICH RESULTED IN A HARD LANDING.
Operated by USAIR (per NTSB report)
A LATCH FAILURE ON A DOOR IN THE AFT GALLEY WHICH ALLOWED A LIQUOR KIT TO ROLL FORWARD.
Operated by USAIR (per NTSB report)
THE FAILURE OF THE THIRD STAGE TURBINE BLADE ON THE NUMBER TWO ENGINE, DUE TO HIGH CYCLE FATIGUE.
Operated by USAIR (per NTSB report)
THE DELAYED INFLIGHT DECISION BY THE PILOT TO MANEUVER THE AIRCRAFT AWAY FROM THUNDERSTORM ACTIVITY.
Operated by USAIR (per NTSB report)
THE FAILURE OF THE LOS ANGELES AIR TRAFFIC FACILITY MANAGEMENT TO IMPLEMENT PROCEDURES THAT PROVIDED REDUNDANCY COMPARABLE TO THE REQUIREMENTS CONTAINED IN THE NATIONAL OPERATIONAL POSITION STANDARDS AND THE FAILURE OF THE FAA AIR TRAFFIC SERVICE TO PROVIDE ADEQUATE POLICY DIRECTION AND OVERSIGHT TO ITS AIR TRAFFIC CONTROL FACILITY MANAGERS. THESE FAILURES CREATED AN ENVIRONMENT IN THE LOS ANGELES AIR TRAFFIC CONTROL TOWER THAT ULTIMATELY LED TO THE FAILURE OF THE LOCAL CONTROLLER 2 (LC2) TO MAINTAIN AN AWARENESS OF THE TRAFFIC SITUATION, CULMINATING IN THE INAPPROPRIATE CLEARANCES AND THE SUBSEQUENT COLLISION OF THE USAIR AND SKYWEST AIRCRAFT. CONTRIBUTING TO THE CAUSE OF THE ACCIDENT WAS THE FAILURE OF THE FAA TO PROVIDE EFFECTIVE QUALITY ASSURANCE OF THE ATC SYSTEM. (NTSB REPORT AAR-91/08)
Operated by USAIR (per NTSB report)
FROZEN MOISTURE IN THE STABILIZER ACTUATOR HYDRAULIC SERVO VALVE WHICH RESULTED IN REDUCED MOVEMENT OF THE SERVO VALVE AND LIMITED ITS ABILITY TO RESPOND TO FLIGHT CONTROL INPUTS. THE LACK OF RESPONSE FROM THE SERVO VALVE RESULTED IN THE JAMMED STABILIZER MESSAGE. A FACTOR WAS THE INADEQUATE DESIGN OF THE SERVO VALVE WHICH PRECLUDED MOISTURE DRAINAGE.
Operated by USAIR (per NTSB report)
THE DC-9 PILOTS FAILED TO SEE THE CESSNA 310 AND ALTER THEIR TAXI PATH TO MAINTAIN CLEARANCE.
Operated by USAIR (per NTSB report)
IMPROPER UTILIZATION OF THE EMERGENCY EQUIPMENT.
Operated by U.S.AIR (per NTSB report)
THE IMPROPER TAXI SPEED TO BE ABLE TO NEGOTIATE A SAFE TURN OFF THE SNOW COVERED RUNWAY.
Operated by USAIR (per NTSB report)
THE CAPTAIN'S FAILURE TO EXERCISE HIS COMMAND AUTHORITY IN A TIMELY MANNER TO REJECT THE TAKEOFF OR TAKE SUFFICIENT CONTROL TO CONTINUE THE TAKEOFF, WHICH WAS INITIATED WITH A MISTRIMMED RUDDER. ALSO CAUSAL WAS THE CAPTAIN'S FAILURE TO DETECT THE MISTRIMMED RUDDER BEFORE THE TAKEOFF WAS ATTEMPTED.
Operated by USAIR (per NTSB report)
THE FLIGHTCREW'S FAILURE TO ADEQUATELY PREPARE FOR AND EXECUTE A NONPRECISION APPROACH AND THEIR SUBSEQUENT PREMATURE DESCENT BELOW MINIMUM DESCENT ALTITUDE. CONTRIBUTING TO THE CAUSE OF THE INCIDENT WAS THE INADEQUATE AND DEFICIENT SERVICES PROVIDED TO THE FLIGHTCREW BY AIR TRAFFIC CONTROL PERSONNEL.
Operated by USAIR (per NTSB report)
IN-FLIGHT ENCOUNTER WITH UNFORECAST TURBULENCE, WHICH RESULTED IN INJURY OF A FLIGHT ATTENDANT, WHO WAS NOT WEARING A SAFETY BELT.
Operated by USAIR (per NTSB report)
THE FAILURE OF THE LEFT MAIN LANDING GEAR TIRE CARCASS AND THE INGESTION OF THE TIRE DEBRIS INTO THE LEFT ENGINE WHICH HINDERED NORMAL OPERATION.
Operated by USAIR (per NTSB report)
FAA enforcement actions
No FAA enforcement actions linked to this operator.
Maintenance disclosure history
No maintenance difficulty reports on file. Note: SDR filing is largely voluntary, so absence is not evidence of a clean maintenance history.
Linked aircraft
| N-number | Make / model | Year | Status | Link basis |
|---|---|---|---|---|
| N1113J | — | — | Operator named in NTSB report | |
| N202AU | — | — | Operator named in NTSB report | |
| N2111J | — | — | Operator named in NTSB report | |
| N283AU | — | — | Operator named in NTSB report | |
| N318AU | — | — | Operator named in NTSB report | |
| N319US | AIRBUS INDUSTRIE A320-211 | 1991 | Valid Registration | Operator named in NTSB report |
| N353AU | — | — | Operator named in NTSB report | |
| N373US | COSTRUZIONI AERONAUTICHE TECNA P2006T | 2023 | Valid Registration | Operator named in NTSB report |
| N383AU | — | — | Operator named in NTSB report | |
| N388US | — | — | Operator named in NTSB report | |
| N396US | — | — | Operator named in NTSB report | |
| N416US | MOONEY M20R | 2006 | Valid Registration | Operator named in NTSB report |
| N441US | BOEING 737-4B7 | 1990 | Valid Registration | Operator named in NTSB report |
| N452US | VANS AIRCRAFT INC RV-12 | 2019 | Valid Registration | Operator named in NTSB report |
| N485US | — | — | Operator named in NTSB report | |
| N489US | — | — | Operator named in NTSB report | |
| N495US | — | — | Operator named in NTSB report | |
| N513AU | — | — | Operator named in NTSB report | |
| N516AU | — | — | Operator named in NTSB report | |
| N527AU | — | — | Operator named in NTSB report | |
| N586US | DJI AGRAS T50 | — | Valid Registration | Operator named in NTSB report |
| N603AU | — | — | Operator named in NTSB report | |
| N651US | — | — | Operator named in NTSB report | |
| N743US | — | — | Operator named in NTSB report | |
| N750UA | — | — | Operator named in NTSB report | |
| N752US | AIRBUS INDUSTRIE A319-112 | 2000 | Valid Registration | Operator named in NTSB report |
| N774AL | PAYNE ALLAN RAYMOND VANS RV-7 | 2004 | Valid Registration | Operator named in NTSB report |
| N780AL | — | — | Operator named in NTSB report | |
| N850US | — | — | Operator named in NTSB report | |
| N867US | DJI MAVIC 2 PRO | — | Valid Registration | Operator named in NTSB report |
| N890US | DIAMOND AIRCRAFT IND INC DA 40 | 2008 | Valid Registration | Operator named in NTSB report |
| N895US | — | — | Operator named in NTSB report | |
| N961VJ | DAVID L LAWRENCE VANS ACFT INC RV-7 | 2024 | Valid Registration | Operator named in NTSB report |
| N964VJ | — | — | Operator named in NTSB report | |
| N965VJ | — | — | Operator named in NTSB report | |
| N972VJ | — | — | Operator named in NTSB report |
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.
- N603AU — records 1996 · no longer on the FAA registry
- N373US (COSTRUZIONI AERONAUTICHE TECNA P2006T) — records 1995 · registered to MELBOURNE FLIGHT TRAINING LLC (owner ≠ operator)
- N396US — records 1995 · no longer on the FAA registry
- N513AU — records 1994 · no longer on the FAA registry
- N890US (DIAMOND AIRCRAFT IND INC DA 40) — records 1994 · registered to REINA ORESTES ESTEBAN (owner ≠ operator)
- N527AU — records 1993 · no longer on the FAA registry
- N867US (DJI MAVIC 2 PRO) — records 1993 · registered to SAMARITANS PURSE (owner ≠ operator)
- N895US — records 1993 · no longer on the FAA registry
- N452US (VANS AIRCRAFT INC RV-12) — records 1993 · registered to N9983Y LLC (owner ≠ operator)
- N516AU — records 1992 · no longer on the FAA registry
- N586US (DJI AGRAS T50) — records 1992 · registered to FINKEY FARMS LLC (owner ≠ operator)
- N495US — records 1992 · no longer on the FAA registry
24 more aircraft
- N485US — records 1992 · no longer on the FAA registry
- N752US (AIRBUS INDUSTRIE A319-112) — records 1992 · registered to BANK OF UTAH TRUSTEE (owner ≠ operator)
- N964VJ — records 1992 · no longer on the FAA registry
- N441US (BOEING 737-4B7) — records 1991 · registered to CITY OF BROWNSVILLE TEXAS (owner ≠ operator)
- N750UA — records 1991 · no longer on the FAA registry
- N651US — records 1991 · no longer on the FAA registry
- N388US — records 1991 · no longer on the FAA registry
- N850US — records 1990 · no longer on the FAA registry
- N972VJ — records 1990 · no longer on the FAA registry
- N743US — records 1990 · no longer on the FAA registry
- N202AU — records 1990 · no longer on the FAA registry
- N416US (MOONEY M20R) — records 1989 · registered to CLEPPER FRANCIS D JR (owner ≠ operator)
- N283AU — records 1989 · no longer on the FAA registry
- N489US — records 1989 · no longer on the FAA registry
- N965VJ — records 1988 · no longer on the FAA registry
- N353AU — records 1988 · no longer on the FAA registry
- N383AU — records 1987 · no longer on the FAA registry
- N318AU — records 1987 · no longer on the FAA registry
- N774AL (PAYNE ALLAN RAYMOND VANS RV-7) — records 1987 · registered to PAYNE ALLAN RAYMOND (owner ≠ operator)
- N780AL — records 1987 · no longer on the FAA registry
- N319US (AIRBUS INDUSTRIE A320-211) — records 1986 · registered to DELTA AIR LINES INC (owner ≠ operator)
- N961VJ (DAVID L LAWRENCE VANS ACFT INC RV-7) — records 1986 · registered to LAWRENCE DAVID L (owner ≠ operator)
- N1113J — records 1984 · no longer on the FAA registry
- N2111J — records 1983 · no longer on the FAA registry