MISSISSIPPI AIR EXPRESS, LLC
Also recorded as: MISSISSIPPI AIR EXPRESS, LLC, Mississippi Air Express, LLC
Accident & enforcement record
Events that happened, regardless of the operator's own reporting. Each links to its public source.
NTSB accidents & incidents
No NTSB accidents or incidents linked to this operator.
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.
2 reports on file.
AS THE AIRCRAFT WAS PASSING THROUGH 24,000 FEET, I NOTICED THE OIL PRESSURE ON THE RIGHT ENGINE WAS STARTING TO DECREASE AT A NOTICEABLE RATE. I INFORMED FT WORTH CENTER OF THE SITUATION AND SAID I NEEDED TO LAND AT THE CLOSEST AIRPORT. THAT AIRPORT BEING KCRT. I INITIATED AN EMERGENCY DESCENT AND WHEN ON A 6 MILE FINAL TO THE AIRPORT THE RED WARNING LIGHT FOR OIL PRESSURE ILLUMINATED. I PULLED THE RIGHT ENGINE THROTTLE TO IDLE AND NOTICED THE OIL PRESSURE RISE AND THE WARNING LIGHT EXTINGUISH. I ELECTED TO LEAVE THE ENGINE RUNNING AT THIS TIME. ON SHORT FINAL THE WARNING LIGHT REILLUMINATED. ONCE I WAS ON THE RUNWAY I SHUTDOWN THE RIGHT ENGINE AND TAXIED INTO THE RAMP AREA. UPON EXITING THE AIRCRAFT I CHECKED THE OIL LEVEL AND THE DIPSTICK SHOWED NO OIL. I WAITED 30 MINUTES FOR THE ENGINE TO COOL AND CHECKED THE OIL LEVEL AGAIN AND STILL NO OIL WAS EVIDENT ON THE DIPSTICK. THE AIRCRAFT ENGINES HAD BEEN SERVICED THE PREVIOUS WEEK BY STEVENS AEROSPACE. I CALLED THEM TO INFORM THEM OF THE SITUATION AND THEY SENT A MOBILE AOG UNIT THAT AFTERNOON. IT WAS DETERMINED THAT THE MAGNETIC SEAL THAT WAS REPLACED THE PREVIOUS WEEK WAS DEFECTIVE. AFTER CONSULTING WITH THE ENGINE MANUFACTURER IT WAS DECIDED THAT THE BEST COURSE OF ACTION WAS TO REPLACE THE GEARBOX WITH A NEW STYLE, WHICH WOULD ELIMINATE THE NEED FOR THE SEALS. THE ENGINE WAS TEST RUN AND RETURNED TO SERVICE AFTER THE GEAR BOX WAS REPLACED.
ATC KEPT ACFT AT 3000 FT FOR APPROXIMATELY 15 MINUTES. DURING THIS TIME, KEPT FULL POWER AND MIXTURE FULL RICH, WAS EXPECTING A CLIMB TO FILED ALTITUDE. AFTER ABOUT 15 MINUTES, SET POWER TO CRUISE SETTING AND LEANED MIXTURE. A FEW MINUTES LATER, WAS TOLD TO CLIMB TO 5000 FT THEN TO 14,000 FT. INCREASED MIXTURES AND POWER TO CLIMB SETTINGS AND BEGAN CLIMB. PASSED 5000 FT, THE RT ENGINE STARTED TO RUN ROUGH. THOUGHT I HAD A FOULED PLUG SINCE ALL ENGINE INDICATIONS WERE NORMAL. LEANED MIXTURE IN THE HOPES OF CLEARING PLUG. THIS DID NOT WORK, MADE AN UNSCHEDULED LANDING. DID A RUN UP TO CLEAR UP ANY FOULED PLUGS ON THE GROUND. THIS SEEMED TO WORK BECAUSE THE ENGINE BEGAN TO RUN SMOOTHLY. HAD A NORMAL MAG DROP, TOOK OFF AND ON CLIMB OUT, THE RT ENGINE BEGAN TO RUN ROUGH AGAIN. CIRCLED BACK AND MADE A NORMAL LANDING. AFTER TAXIING IN AND SHUTTING DOWN, NOTICED THAT I HAD HIT A BIRD WHERE THE RT ENGINE COWLING JOINS THE WING. THIS WAS RIGHT NEXT TO THE AIR INTAKE. THOUGHT THAT SOME OF THE BIRD MIGHT HAVE BEEN INGESTED INTO THE ENGINE THUS CAUSING THE ENGINE TO RUN ROUGH. SINCE MAINTENANCE HAD GONE HOME AND MY PASSENGERS NEEDED TO GET HOME I ELECTED TO RENT A CAR TO DRIVE THEM HOME AND WOULD RETURN ONCE THE ACFT HAD BEEN FIXED. ON 8/7/2015 I RETURNED WITH MY MECHANIC AND HAD HIM CHECK OUT THE RT ENGINE. LOCAL MAINTENANCE HAD ALSO CHECKED THE ENGINE OUT AND FOUND A DEFECTIVE MAGNETO. MAGNETO WAS REPLACED WITH A SPARE THAT I HAD IN THE ACFT. AFTER FINDING NO OTHER ISSUES AND AFTER DOING A THOROUGH RUN UP WITH MY MECHANIC, FLEW AIRCRAFT HOME WITH NO ISSUES.