CONTINENTAL AIRLINES INC
Also recorded as: CONTINENTAL AIR LINES INC, CONTINENTAL AIRLINES INC
Accident & enforcement record
Events that happened, regardless of the operator's own reporting. Each links to its public source.
NTSB accidents & incidents
109 records, spanning 1962–2014.
Operated by Continental Airlines (per NTSB report)
an encounter with severe mountain wave turbulence during cruise flight.
Operated by CONTINENTAL AIRLINES INC (per NTSB report)
The failure of a utility pipe beneath the ramp surface, which caused a localized void in the soil and resulting reduction in the load bearing capability of the ramp.
Operated by CONTINENTAL AIRLINES INC (per NTSB report)
The R10/12 controller issued an improper vector and descent clearance to the GII that put the airplane on a coverging flight path with the B737. Contributing to the incident was the failure of the FAA's training program to correct ongoing controller performance deficiencies before certifying the D10/12 controller to work without immediate supervision.
Operated by Continental Airlines (per NTSB report)
Failure of Main Landing Gear (MLG) truck beam was due to contamination of the inner surface corrosion protective layers from hydraulic fluid and deice fluid that resulted in corrosion and intergranular stress corrosion cracking.
Operated by CONTINENTAL AIRLINES INC (per NTSB report)
The flight crew's inadvertent flight through the top of a convective updraft that resulted in an encounter with convective induced turbulence. Contributing to the severity of the incident was the unrestrained status of several passengers, contrary to the lighted seat belt sign.
Operated by CONTINENTAL AIRLINES INC (per NTSB report)
The local controller did not visually scan the runways and ensure that the E145 had crossed runway 24L prior to issuing a takeoff clearance to the DH8, did not ensure separation between the two airplanes, and did not cancel takeoff clearance for the DH8 in a timely manner.
Operated by CONTINENTAL AIRLINES INC (per NTSB report)
The injured passenger's failure to comply with the requirement to remain seated with a fastened seatbelt.
Operated by CONTINENTAL AIRLINES INC (per NTSB report)
The captain’s cessation of right rudder input, which was needed to maintain directional control of the airplane, about 4 seconds before the excursion, when the airplane encountered a strong and gusty crosswind that exceeded the captain’s training and experience. Contributing to the accident were the following factors: 1) an air traffic control system that did not require or facilitate the dissemination of key, available wind information to the air traffic controllers and pilots; and 2) inadequate crosswind training in the airline industry due to deficient simulator wind gust modeling.
Operated by Continental Airlines Inc (per NTSB report)
The flight crew's improper landing technique for an inoperative anti-skid system resulting in locked brakes and four blown main landing gear tires.
Operated by CONTINENTAL AIRLINES INC (per NTSB report)
Operated by Continental Airlines, Inc. (per NTSB report)
A short circuit in the primary (non-rechargeable) battery, most likely due to it being recharged. This internal short led to thermal runaway, battery failure, and an explosion.
Operated by CONTINENTAL AIRLINES INC (per NTSB report)
The flight crew's misidentification of the parallel taxiway as the active runway, resulting in the flight crew executing a landing on the taxiway. Contributing was the night lighting conditions.
Operated by CONTINENTAL AIRLINES INC (per NTSB report)
An overload failure of the airplane's nose landing gear while being towed for repositioning.
Operated by CONTINENTAL AIRLINES INC (per NTSB report)
Operated by Continental Airlines (per NTSB report)
the mechanic's failure to maintain proper clearance with the engine intake during a jet engine run, and the failure of contract maintenance personnel to follow written procedures and directives contained in the airline's general maintenance manual. Factors contributing to the accident were the insufficient training provided to the contract mechanics by the airline, and the failure of the airport to disseminate a policy prohibiting ground engine runs above idle power in the terminal area.
Operated by CONTINENTAL AIRLINES INC (per NTSB report)
The airport's failure to install markings on a parking "block" that bordered the taxiway, which failed to provide adequate clearance between taxiing airplanes and airplanes parked in the block. Factors in the accident were air traffic control's use of the unmarked parking "block," and the flight crew's misjudgement of the clearance between their airplane and the parked airplanes in the block, during taxi.
Operated by Continental Airlines, Inc. (per NTSB report)
the left wing walker's failure to maintain an adequate visual lookout. Contributing factors were his inadequate initial training, and the failure of other ground personnel to follow company procedures/directives.
Operated by CONTINENTAL AIRLINES INC (per NTSB report)
The captain's failure to follow company procedures, which resulted in a tail strike. Contributing were the gusty crosswind and tailwind conditions, and the manufacturer's failure to provide adequate performance planning data to account for gusty crosswinds during takeoff.
Operated by CONTINENTAL AIRLINES (per NTSB report)
THE FAILURE OF MAINTENACE PERSONNEL TO FOLLOW FLEET CAMPAIGN DIRECTIVE ON HOW TO INSTALL A CERTIFICATE HOLDER.
Operated by CONTINENTAL AIRLINES (per NTSB report)
Operated by CONTINENTAL AIRLINES, INC. (per NTSB report)
Stress rupture of the 2nd-stage low pressure turbine anti-rotation nozzle locks, resulting from inadequate nozzle lock design.
Operated by CONTINENTAL AIRLINES (per NTSB report)
The fatigue fracture and separation of the high pressure turbine forward rotating air seal due to a manufacturing defect in a bolt hole that was not detected by the engine manufacturer due to inadequate and ineffective inspection techniques. Contributing to the accident was the engine manufacturers failure to provide adequate hole making requirements at the time the forward rotating air seal was manufactured and the engine manufacturers failure at the time of last inspection to require eddy current inspections for the high pressure turbine forward rotating air seal bolt holes.
Operated by CONTINENTAL AIRLINES, INC (per NTSB report)
the aircrew's inadvertent encounter with unforecast clear air turbulence.
Operated by CONTINENTAL AIRLINES, INC. (per NTSB report)
The flight attendant's failure to follow cabin door opening procedures.
Operated by CONTINENTAL AIR LINES (per NTSB report)
A loss of torque on the apex nut of the shimmy damper for undetermined reason(s), which resulted in a failure of the shimmy damper, and the subsequent failure of the lower torsion link of the right main landing gear.
Operated by CONTINENTAL AIRLINES, INC. (per NTSB report)
The catastrophic failure of the 8th stage high pressure compressor disk from cadmium embrittlement as a result of improper adherence to the prescribed plating procedures and requirements by the company that last plated the disk. Contributing to the accident was the failure of the engine repair company to provide adequate surveillance and oversight of the plating company, the engine repair companies use of an unauthorized repair vendor, the plating company, and the engine repair companies failure to inform the aircraft operator that they had used the plating company which was not on the aircraft operators vendor list. Also contributing to the accident was the aircraft operators failure to audit the engine repair company to the level of detail that they would have discovered the engine repair company was using an unauthorized repair vendor.
Operated by CONTINENTAL AIRLINES (per NTSB report)
Operated by CONTINENTAL AIRLINES (per NTSB report)
The contaminated strain gage, which resulted in shorting of the strain gage's terminal lugs which lead to excessive autopilot initiated elevator movement, and excessive elevator actuation during recovery by the captain. Contributing factors were the failure of the airline maintenance department to diagnose and correct a historical problem with the autopilot system and the manufacturer's inadequate quality assurance program.
Operated by CONTINENTAL AIRLINES (per NTSB report)
Operated by CONTINENTAL AIRLINES (per NTSB report)
Separation of the ABSB-4 aileron bus cable, resulting in reduced lateral controllability of the aircraft. Related factors were wear in the cable and inadequate inspection of the cable by company maintenance personnel.
Operated by CONTINENTAL AIRLINES, INC. (per NTSB report)
The flightcrew's inadequate in-flight planning and decision, and their failure to refer to the navaids needed for the instrument approach procedure. A factor was the lack of a minimum safe altitude warning from approach control.
Operated by CONTINENTAL AIRLINES (per NTSB report)
The failure of company maintenance personnel to perform a proper inspection of the combustion chamber outer case, thus allowing a detectable crack to grow to a length at which the case ruptured.
Operated by CONTINENTAL AIRLINES, INC. (per NTSB report)
the captain's decision to continue the approach contrary to Continental Airlines (COA) standard operating procedures that mandate a go-around when an approach is unstabilized below 500 feet or a ground proximity warning system alert continues below 200 feet above field elevation. The following factors contributed to the accident: (1) the flightcrew's failure to properly complete the in-range checklist, which resulted in a lack of hydraulic pressure to lower the landing gear and deploy the flaps; (2) the flightcrew's failure to perform the landing checklist and confirm that the landing gear was extended; (3) the inadequate remedial actions by COA to ensure adherence to standard operating procedures; and (4) the Federal Aviation Administration's inadequate oversight of COA to ensure adherence to standard operating procedures. (NTSB Report AAR-97/01)
Operated by CONTINENTAL AIRLINES, INC. (per NTSB report)
Operated by CONTINENTAL AIRLINES (per NTSB report)
THE FAILURE OF A PASSENGER TO COMPLY WITH FLIGHT CREW INSTRUCTIONS TO REMAIN SEATED WITH HER SEAT BELT FASTENED WHICH RESULTED IN HER BEING INJURED WHILE WALKING IN THE AISLE DURING A TURBULENCE ENCOUNTER.
Operated by CONTINENTAL AIRLINES (per NTSB report)
AN ELDERLY PASSENGER LOSING HIS BALANCE AS THE AIRCRAFT OPERATED IN SMOOTH AIR.
Operated by CONTINENTAL AIRLINES, INC. (per NTSB report)
CLEAR AIR TURBULENCE ENCOUNTERED.
Operated by CONTINENTAL AIRLINES, INC. (per NTSB report)
THE FAILURE OF MAINTENANCE PERSONNEL TO FOLLOW THE TAXI CHECKLIST RESULTING IN THE HYDRAULIC PUMPS NOT BEING TURNED ON.
Operated by CONTINENTAL AIRLINES (per NTSB report)
FAILURE OF THE RIGHT MAIN LANDING GEAR TORQUE LINK ASSEMBLY AND SHIMMY DAMPENER FOR UNKNOWN REASONS.
Operated by CONTINENTAL AIRLINES (per NTSB report)
THE FAILURE OF THE FLIGHTCREW TO COMPLY WITH CHECKLIST PROCEDURES TO TURN ON AN OPERABLE PITOT/STATIC HEAT SYSTEM, RESULTING IN ICE AND/OR SNOW BLOCKAGE OF THE PITOT TUBES THAT PRODUCED ERRONEOUS AIRSPEED INDICATIONS, AND THE FLIGHTCREW'S UNTIMELY RESPONSE TO ANOMALOUS AIRSPEED INDICATIONS WITH THE CONSEQUENT REJECTION OF TAKEOFF AT AN ACTUAL SPEED OF 5 KNOTS ABOVE V1. (NTSB REPORT AAR-95/01)
Operated by CONTINENTAL AIRLINES, INC. (per NTSB report)
AN INADEQUATE PROCEDURE FOR HANDLING OF WHEEL CHOCKS BY COMPANY MAINTENANCE AND OPERATIONS PERSONNEL. FACTORS ASSOCIATED WITH THIS ACCIDENT WERE AN INADEQUATE INSPECTION OF THE AIRPLANE BY COMPANY MAINTENANCE PERSONNEL, AND AN INADEQUATE PRE-FLIGHT INSPECTION BY THE CO-PILOT.
Operated by CONTINENTAL AIRLINES, INC. (per NTSB report)
THE SEPARATION OF THE RIGHT OUTBOARD TRANSLATING COWL ON THE #2 ENGINE THRUST REVERSER AS A RESULT OF INADEQUATE BONDING MATERIAL.
Operated by CONTINENTAL AIRLINES, INC. (per NTSB report)
THE CAPTAIN'S FAILURE TO ASSURE THAT THE LANDING GEAR WAS EXTENDED FOR LANDING. FACTORS RELATED TO THE ACCIDENT WERE: TRAFFIC ALERT DISTRACTIONS, THE FLIGHT CREW'S FAILURE TO USE THE CHECKLIST, AND INADEQUATE COMPANY SYSTEMS TRAINING.
Operated by CONTINENTAL AIRLINES (per NTSB report)
AN INFLIGHT ENCOUNTERWITH A MICROBURST AT AN ALTITUDE INSUFFICIENT TO EFFECT RECOVERY.
Operated by CONTINENTAL AIRLINES (per NTSB report)
INADEQUATE MAINTENANCE/INSPECTION BY COMPANY MAINTENANCE PERSONNEL, THE MANUFACTURER'S INADEQUATE INSPECTION AND/OR REPLACEMENT PROCEDURES FOR THE AILERON CABLES, AND SUBSEQUENT FAILURE OF THE 'DOWN' AILERON CONTROL CABLE DUE TO WEAR.
Operated by CONTINENTAL AIRLINES, INC. (per NTSB report)
THE FAILURE OF THE PILOT OF THE T-38A TO FOLLOW FLIGHT ADVISORIES. A FACTOR WHICH CONTRIBUTED TO THE ACCIDENT WAS THE DEVELOPMENT OF A LETTER OF AGREEMENT BETWEEN THE FAA AND NASA WHICH WAS NOT IN ACCORDANCE WITH ICAO PROCEDURES.
Operated by CONTINENTAL AIRLINES, INC. (per NTSB report)
THE PILOT IN COMMAND'S EXCESSIVE AIRSPEED DURING APPROACH, AND HIS FAILURE TO FOLLOW THE PROPER BRAKING PROCEDURES DURING LANDING AS PER COMPANY TRAINING. FACTORS CONTRIBUTING TO THE ACCIDENT INCLUDE A TAILWIND AND A WET, DOWNHILL RUNWAY.
Operated by CONTINENTAL AIRLINES, INC. (per NTSB report)
THE PILOT'S DISORIENTATION WHILE TAXIING, RESULTING IN A RUNWAY INCURSION. FACTORS CONTRIBUTING TO THE INCIDENT WERE: THE FAILURE OF THE FLIGHT CREW TO COMMUNICATE WITH THE ATC GROUND CONTROLLER TO VERIFY THEIR POSITION; THE INADEQUATE CREW COORDINATION; AND THE DARK NIGHT LIGHT CONDITIONS.
Operated by CONTINENTAL AIRLINES, INC. (per NTSB report)
AN INADVERTENT ATTEMPT, BY UNKNOWN PERSONS, TO START THE APU WHICH HAD BEEN PLACARDED AS INOPERATIVE. FACTORS WERE: INADEQUATE PROCEDURES IN RENDERING THE APU INCAPABLE OF BEING STARTED WHEN INOPERATIVE.
Operated by CONTINENTAL AIRLINES, INC. (per NTSB report)
HYDRAULIC FLUID EXHAUSTION DUE TO THE CHAFED 'A' SYSTEM HYDRAULIC LINE AND THE IMPROPER INSTALLATION BY UNKNOWN MAINTENANCE PERSONNEL OF THE 'B' SYSTEM LINE.
Operated by CONTINENTAL AIRLINES (per NTSB report)
THE PILOT'S FAILURE TO SPECIFICALLY WARN THE FLIGHT ATTENDANTS OF THE HAZARDOUS CONDITIONS WARNINGS. A FACTOR WAS THE TURBULENCE.
Operated by CONTINENTAL AIRLINES INC. (per NTSB report)
THE MALFUNCTION OF AN ELECTRICAL COMPONENT IN THE COCKPIT, WHICH RESULTED IN SMOKE AND THE SUBSEQUENT EMERGENCY EVACUATION OF THE PASSENGERS FROM THE AIRPLANE.
Operated by CONTINENTAL AIRLINES (per NTSB report)
INADEQUATE MAINTENANCE INSPECTION OF THE MAIN LANDING GEAR ACTUATOR ASSEMBLY BY COMPANY MAINTENANCE PERSONNEL. A FACTOR IN THE INCIDENT IS INADEQUATE DESIGN OF THE LANDING GEAR ACTUATOR BY THE MANUFACTURER.
Operated by CONTINENTAL AIRLINES (per NTSB report)
FAILURE OF AN ENGINE BEARING.
Operated by CONTINENTAL AIRLINES (per NTSB report)
THE MALFUNCTION OF THE STARTER CONTROL VALVE.
Operated by CONTINENTAL AIRLINES, INC. (per NTSB report)
ENGINE FAILURE DUE TO TURBINE WHEEL FAILURE, INDUCED BY FATIGUE.
Operated by CONTINENTAL AIRLINES (per NTSB report)
IMPROPER INSTALLATION OF LEVEL ARM.
Operated by CONTINENTAL AIRLINES (per NTSB report)
A FATIGUE CRACK IN THE RIGHT GEAR WHEEL WELL.
Operated by CONTINENTAL AIRLINES (per NTSB report)
RUPTURE OF A FLEXIBLE HIGH PRESSURE HYDRAULIC LINE IN THE 'A' HYDRAULIC SYSTEM, DUE TO CHAFING OF THE STEEL BRAID COVERING, WHICH ALLOWED THE SYSTEM PRESSURE AND QUANTITY TO BE COMPLETELY DEPLETED.
Operated by CONTINENTAL AIRLINES (per NTSB report)
A RIGHT MAIN LANDING GEAR VIBRATION OF UNKNOWN ORIGIN, WHICH RESULTED IN A FAILURE OF THE RIGHT MAIN LANDING GEAR TORQUE LINK AND SIDE BRACE.
Operated by CONTINENTAL AIRLINES (per NTSB report)
AN UNEXPECTED ENCOUNTER WITH CLEAR AIR TURBULENCE WHICH SERIOUSLY INJURED A PASSENGER IN THE AFT LAVATORY.
Operated by CONTINENTAL AIRLINES (per NTSB report)
FAILURE OF THE TRACON FINAL APPROACH CONTROLLER TO ASSURE RADAR SEPARATION BETWEEN THE AIRCRAFT. FACTORS RELATED TO THE ACCIDENT WERE: INADEQUATE SUPERVISION BY THE ATC SUPERVISOR, EXCESSIVE WORKLOAD FOR THE CONTROLLER, UNCLEAR INSTRUCTIONS BY THE CONTROLLER, AND A MISUNDERSTANDING OF THE ATC CLEARANCE BY THE FLIGHT CREW OF CONTINENTAL FLIGHT 122.
Operated by CONTINENTAL AIRLINES (per NTSB report)
THE PROPER TOUCHDOWN POINT WAS NOT ATTAINED BY THE FLIGHT CREW. (COPILOT WAS FLYING AND THE PIC WAS SUPERVISING).
Operated by CONTINENTAL AIRLINES CORP. (per NTSB report)
Operated by CONTINENTAL AIRLINES, INC. (per NTSB report)
Operated by CONTINENTAL AIRLINES (per NTSB report)
Operated by CONTINENTAL AIRLINES, INC. (per NTSB report)
Operated by CONTINENTAL AIRLINES, INC. (per NTSB report)
Operated by CONTINENTAL AIRLINES (per NTSB report)
Operated by CONTINENTAL AIR LINES, INC. (per NTSB report)
Operated by CONTINENTAL AIRLINES, INC. (per NTSB report)
FAA enforcement actions
237 actions, spanning 1994–2011.
Sanction: $15,000 · case closed 2013-03-21
Sanction: $45,000 · case closed 2012-05-11
Sanction: $59,500 · case closed 2011-07-12
Sanction: $7,000 · case closed 2012-06-08
Sanction: $54,000 · case closed 2011-08-30
Sanction: $4,000 · case closed 2011-11-21
Sanction: $38,000 · case closed 2011-11-21
Sanction: $45,000 · case closed 2012-05-11
Sanction: $4,000 · case closed 2011-11-21
Sanction: 150000 · case closed 2012-02-23
Sanction: $18,750 · case closed 2010-07-09
Sanction: $15,000 · case closed 2011-03-04
Sanction: $5,000 · case closed 2011-03-14
Sanction: $16,500 · case closed 2010-07-15
Sanction: $4,000 · case closed 2011-03-04
Sanction: 230000 · case closed 2012-02-23
Sanction: $90,000 · case closed 2011-02-24
Sanction: $150,000 · case closed 2011-03-14
Sanction: $40,000 · case closed 2011-03-14
Sanction: 230000 · case closed 2012-02-28
Sanction: $350,000 · case closed 2011-02-15
Sanction not stated · case closed 2009-12-08
Sanction: $7,500 · case closed 2008-03-11
Sanction: $35,000 · case closed 2009-12-08
Sanction: $5,000 · case closed 2008-02-04
Sanction: $7,500 · case closed 2008-03-11
Sanction: $45,000 · case closed 2007-07-16
Sanction: $4,000
Sanction: $15,000 · case closed 2005-09-20
Sanction: $18,000 · case closed 2006-10-13
Sanction: $20,000
Sanction: $5,000
Sanction: $10,000
Sanction: $7,500 · case closed 2005-05-11
Sanction: $3,850
Sanction: $3,237
Sanction: $4,000 · case closed 2001-12-10
Sanction: $2,625
Sanction: $5,000 · case closed 2001-09-10
Sanction: $3,000 · case closed 2001-10-30
Sanction: $11,000 · case closed 2005-05-11
Sanction: $3,750 · case closed 2001-06-29
Sanction: $3,000 · case closed 2001-08-24
Sanction: $8,000 · case closed 2001-10-29
Sanction: $3,000 · case closed 2001-06-29
Sanction: $5,000 · case closed 2001-08-24
Sanction: $3,850
Sanction: $3,000 · case closed 2001-04-11
Sanction: $11,000 · case closed 2005-05-11
Sanction: $5,000 · case closed 2001-06-29
Sanction: $6,500 · case closed 2001-08-15
Sanction: $2,625
Sanction: $22,000 · case closed 2001-05-15
Sanction: $3,850
Sanction: $3,000 · case closed 2001-06-29
Sanction: $3,000 · case closed 2001-06-29
Sanction: $10,000 · case closed 2001-06-29
Sanction: $5,000 · case closed 2001-06-29
Sanction: $5,000 · case closed 2001-06-29
Sanction: $4,000 · case closed 2001-06-29
Sanction: $5,000 · case closed 2001-06-29
Sanction: $2,500 · case closed 2001-06-29
Sanction: $3,000 · case closed 2001-10-31
Sanction: $22,500 · case closed 2001-05-17
Sanction: $5,000 · case closed 2001-06-29
Sanction: $4,500 · case closed 2001-08-15
Sanction: $2,000 · case closed 2001-06-14
Sanction: $2,500 · case closed 2001-06-29
Sanction: $3,000 · case closed 2001-10-05
Sanction: $2,000 · case closed 2001-06-29
Sanction not stated · case closed 2001-08-15
Sanction: $7,500 · case closed 2000-09-28
Sanction: $7,000 · case closed 2001-04-02
Sanction: $3,000 · case closed 2001-06-29
Sanction: $6,428 · case closed 2001-06-29
Sanction: $3,850
Sanction: $2,500 · case closed 2001-06-20
Sanction: $1,400
Sanction: $3,850
Sanction: $22,500 · case closed 2001-08-15
Sanction: $3,750 · case closed 2001-06-29
Sanction not stated · case closed 2001-05-17
Sanction: $4,500 · case closed 2001-06-29
Sanction: $10,000 · case closed 2001-06-29
Sanction: $3,000 · case closed 2001-06-29
Sanction: $7,000 · case closed 2001-05-17
Sanction: $10,000 · case closed 2001-06-29
Sanction: $3,000 · case closed 2001-11-09
Sanction: $2,000 · case closed 2001-06-29
Sanction: $10,000 · case closed 2001-06-29
Sanction: $20,000 · case closed 2000-12-04
Sanction: $10,000 · case closed 2001-06-29
Sanction: $7,000 · case closed 2001-10-29
Sanction: $6,000 · case closed 2001-04-04
Sanction: $5,000 · case closed 2001-02-27
Sanction: $4,500 · case closed 2001-06-29
Sanction: $4,500 · case closed 2001-06-29
Sanction: $3,325
Sanction: $6,428 · case closed 2001-06-29
Sanction: $3,238
Sanction: $5,000 · case closed 2001-06-29
Sanction not stated · case closed 2001-02-27
Sanction: $3,850
Sanction: $5,000 · case closed 2001-02-01
Sanction: $9,000 · case closed 2001-10-04
Sanction not stated · case closed 2001-05-17
Sanction: $17,500 · case closed 2000-12-01
Sanction: $4,500 · case closed 2001-04-09
Sanction: $4,500 · case closed 2000-11-30
Sanction: $4,500 · case closed 2001-06-29
Sanction: $7,500 · case closed 2001-06-29
Sanction not stated · case closed 2001-09-10
Sanction: $6,436 · case closed 2001-06-29
Sanction: $7,000 · case closed 2000-11-27
Sanction: $4,000 · case closed 2001-07-20
Sanction: $4,500 · case closed 2000-08-28
Sanction: $7,000 · case closed 2000-11-27
Sanction: $6,000 · case closed 2001-06-13
Sanction: $6,000 · case closed 2000-11-27
Sanction: $4,500 · case closed 2001-06-29
Sanction: $3,750 · case closed 2001-06-29
Sanction: $5,000 · case closed 2001-09-10
Sanction: $7,000 · case closed 2001-02-01
Sanction: $7,000 · case closed 2000-07-17
Sanction: $9,000 · case closed 2001-04-04
Sanction: $3,461 · case closed 2001-06-29
Sanction: $5,000 · case closed 2001-06-13
Sanction: $7,000 · case closed 2000-11-13
Sanction: $5,000 · case closed 2000-09-14
Sanction: $6,428 · case closed 2001-06-29
Sanction: $4,500 · case closed 2001-06-29
Sanction: $5,500 · case closed 2000-07-28
Sanction: $2,500 · case closed 2001-08-15
Sanction: $3,000 · case closed 2001-06-13
Sanction: $3,000 · case closed 2001-06-29
Sanction: $5,000 · case closed 2001-08-08
Sanction: $12,500 · case closed 2001-08-08
Sanction: $7,500 · case closed 2001-06-13
Sanction: $10,000 · case closed 2001-06-29
Sanction: $17,000 · case closed 2001-09-10
Sanction: $4,500 · case closed 2001-06-29
Sanction: $3,000 · case closed 2001-02-01
Sanction: $3,000 · case closed 2001-06-29
Sanction: $4,500 · case closed 2001-06-29
Sanction: $4,500 · case closed 2001-06-29
Sanction: $5,000 · case closed 2001-10-05
Sanction: $6,000 · case closed 2000-06-05
Sanction: $6,500 · case closed 2000-01-26
Sanction: $4,000 · case closed 2001-08-07
Sanction: $7,000 · case closed 2001-08-28
Sanction: $2,000 · case closed 2001-06-28
Sanction: $3,000 · case closed 2001-06-29
Sanction: $7,000 · case closed 2001-02-01
Sanction: $3,000 · case closed 2001-06-29
Sanction: $3,000 · case closed 2001-06-29
Sanction: $10,000 · case closed 2001-06-29
Sanction: $3,000 · case closed 2001-06-29
Sanction: $6,000 · case closed 2001-08-15
Sanction: $3,000 · case closed 2001-06-29
Sanction: $6,500 · case closed 2000-06-06
Sanction: $3,461 · case closed 2001-06-29
Sanction: $7,500 · case closed 2001-08-22
Sanction: $5,000 · case closed 2001-10-05
Sanction: $5,000 · case closed 2001-10-05
Sanction: $4,500 · case closed 2001-03-27
Sanction: $5,000 · case closed 2001-05-11
Sanction: $4,500 · case closed 2001-06-29
Sanction: $6,000 · case closed 2000-11-27
Sanction: $7,500 · case closed 2001-06-29
Sanction: $20,000 · case closed 2001-04-09
Sanction: $4,500 · case closed 2001-06-29
Sanction: $7,000 · case closed 2000-11-27
Sanction: $12,000 · case closed 2000-03-01
Sanction: $3,461 · case closed 2001-06-29
Sanction: $4,750 · case closed 2001-01-30
Sanction: $4,500 · case closed 2001-06-29
Sanction: $4,500 · case closed 2001-03-27
Sanction: $6,428 · case closed 2001-06-29
Sanction: $4,000 · case closed 2001-04-17
Sanction: $5,000 · case closed 2001-04-17
Sanction: $15,000 · case closed 2001-10-05
Sanction: $3,461 · case closed 2001-06-29
Sanction: $6,428 · case closed 2001-06-29
Sanction: $750 · case closed 1999-03-31
Sanction: $17,000 · case closed 2000-11-28
Sanction: $5,000 · case closed 2001-10-05
Sanction: $6,428 · case closed 2001-06-28
Sanction: $3,461 · case closed 2001-06-29
Sanction: $4,500 · case closed 2001-06-29
Sanction: $4,500 · case closed 2001-06-29
Sanction: $4,000 · case closed 2001-10-05
Sanction: $3,461 · case closed 2001-06-29
Sanction: $3,461 · case closed 2001-06-29
Sanction: $3,461 · case closed 2001-06-29
Sanction: $1,250 · case closed 2000-11-03
Sanction: $3,461 · case closed 2001-06-29
Sanction: $3,461 · case closed 2001-06-29
Sanction: $5,000 · case closed 2000-05-18
Sanction: $4,500 · case closed 2001-06-29
Sanction: $6,428 · case closed 2001-06-29
Sanction: $3,000 · case closed 2001-01-26
Sanction: $6,428 · case closed 2001-06-29
Sanction: $4,500 · case closed 2001-06-29
Sanction: $4,500 · case closed 2001-06-29
Sanction: $25,000 · case closed 1999-03-31
Sanction: $5,000 · case closed 2000-06-05
Sanction: $4,000 · case closed 2001-06-29
Sanction: $10,000 · case closed 2001-06-29
Sanction: $4,500 · case closed 2001-06-29
Sanction: $4,000 · case closed 2001-10-05
Sanction: $6,000 · case closed 2000-07-28
Sanction: $32,000 · case closed 2001-02-02
Sanction: $5,000 · case closed 2000-05-18
Sanction: $5,000 · case closed 2001-06-13
Sanction: $7,000 · case closed 1999-03-31
Sanction: $4,000 · case closed 2001-10-05
Sanction: $2,500 · case closed 2001-10-05
Sanction: $500 · case closed 2001-10-05
Sanction: $25,000 · case closed 2000-09-26
Sanction: $9,000 · case closed 2001-09-10
Sanction: $3,000 · case closed 2000-06-05
Sanction: $4,000 · case closed 2001-06-20
Sanction: $2,500 · case closed 1999-03-31
Sanction: $4,000 · case closed 2001-07-23
Sanction: $7,000 · case closed 2001-06-20
Sanction: $9,000 · case closed 2001-08-22
Sanction: $6,000 · case closed 2001-06-20
Sanction: $5,000 · case closed 2001-08-28
Sanction: $7,500 · case closed 2001-08-22
Sanction: $10,000 · case closed 1999-01-19
Sanction: $500 · case closed 2000-06-05
Sanction not stated · case closed 2002-05-03
Sanction: $25,000 · case closed 2002-04-19
Sanction: $1,500 · case closed 2002-04-11
Sanction: $40,000 · case closed 2003-09-16
Sanction: $5,000 · case closed 2003-09-09
Sanction: $25,000 · case closed 2003-02-05
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 |
|---|---|---|---|---|
| N10556 | DJI AGRAS T30 | — | Valid Registration | Operator named in NTSB report |
| N12114 | BOEING 757-224 | 1995 | Valid Registration | Operator named in NTSB report |
| N12221 | BOEING 737-824 | 1998 | Valid Registration | Operator named in NTSB report |
| N12235 | — | — | Operator named in NTSB report | |
| N12318 | — | — | Operator named in NTSB report | |
| N12508 | — | — | Operator named in NTSB report | |
| N13331 | COLUMBIA AIRCRAFT MFG LC42-550FG | 2006 | Valid Registration | Operator named in NTSB report |
| N13716 | BOEING 737-724 | 1998 | Valid Registration | Operator named in NTSB report |
| N14063 | — | — | Operator named in NTSB report | |
| N14212 | — | — | Operator named in NTSB report | |
| N14336 | — | — | Operator named in NTSB report | |
| N14655 | — | — | Operator named in NTSB report | |
| N14816 | — | — | Operator named in NTSB report | |
| N15069 | JOHN S CRAPARO MAGNI M-16 | 2015 | Valid Registration | Operator named in NTSB report |
| N16618 | — | — | Operator named in NTSB report | |
| N16762 | — | — | Operator named in NTSB report | |
| N16982 | — | — | Operator named in NTSB report | |
| N17105 | BOEING 757-224 | 1994 | Valid Registration | Operator named in NTSB report |
| N17106 | CESSNA 150L | 1972 | Valid Registration | Operator named in NTSB report |
| N17207 | — | — | Operator named in NTSB report | |
| N17309 | BOEING 737-8 | 2023 | Valid Registration | Operator named in NTSB report |
| N17317 | BOEING 737-8 | 2023 | Valid Registration | Operator named in NTSB report |
| N17321 | BOEING 737-8 | 2023 | Valid Registration | Operator named in NTSB report |
| N17322 | BOEING 737-8 | 2023 | Valid Registration | Operator named in NTSB report |
| N17325 | HOOVER FRANK RV-8 | 2000 | Valid Registration | Operator named in NTSB report |
| N17356 | BOEING 737-8 | 2024 | Valid Registration | Operator named in NTSB report |
| N17402 | BOEING 737-9 | 2025 | Valid Registration | Operator named in NTSB report |
| N18479 | — | — | Operator named in NTSB report | |
| N18611 | — | — | Operator named in NTSB report | |
| N18835 | — | — | Operator named in NTSB report | |
| N20643 | — | — | Operator named in NTSB report | |
| N23661 | DAVID R AMES RANS S-19 | — | Valid Registration | Operator named in NTSB report |
| N23708 | BOEING 737-724 | 1998 | Valid Registration | Operator named in NTSB report |
| N24202 | BOEING 737-824 | 2000 | Valid Registration | Operator named in NTSB report |
| N242V | CESSNA T210F | 1965 | Valid Registration | Operator named in NTSB report |
| N243V | — | — | Operator named in NTSB report | |
| N24633 | — | — | Operator named in NTSB report | |
| N251V | DEHAVILLAND DHC-2 MK 1 | 1952 | Valid Registration | Operator named in NTSB report |
| N26863 | — | — | Operator named in NTSB report | |
| N27239 | BOEING 737-824 | 1999 | Valid Registration | Operator named in NTSB report |
| N27722 | BOEING 737-724 | 1999 | Valid Registration | Operator named in NTSB report |
| N32626 | — | — | Operator named in NTSB report | |
| N32717 | — | — | Operator named in NTSB report | |
| N32719 | — | — | Operator named in NTSB report | |
| N32725 | — | — | Operator named in NTSB report | |
| N3512T | CESSNA 172S | — | Valid Registration | Operator named in NTSB report |
| N375PH | — | — | Operator named in NTSB report | |
| N39081 | — | — | Operator named in NTSB report | |
| N403PE | — | — | Operator named in NTSB report | |
| N40486 | SCHLEICHER ASW-28 | 2000 | Valid Registration | Operator named in NTSB report |
| N40490 | — | — | Operator named in NTSB report | |
| N408PE | — | — | Operator named in NTSB report | |
| N433PE | — | — | Operator named in NTSB report | |
| N542TX | — | — | Operator named in NTSB report | |
| N556NY | — | — | Operator named in NTSB report | |
| N57201 | DJI AGRAS T50 | — | Valid Registration | Operator named in NTSB report |
| N57202 | — | — | Operator named in NTSB report | |
| N57204 | — | — | Operator named in NTSB report | |
| N57206 | — | — | Operator named in NTSB report | |
| N60312 | — | — | Operator named in NTSB report | |
| N64876 | — | — | Operator named in NTSB report | |
| N66051 | BOEING 767-424ER | 2000 | Valid Registration | Operator named in NTSB report |
| N66734 | — | — | Operator named in NTSB report | |
| N67157 | — | — | Operator named in NTSB report | |
| N68043 | — | — | Operator named in NTSB report | |
| N68044 | — | — | Operator named in NTSB report | |
| N68045 | — | — | Operator named in NTSB report | |
| N68047 | — | — | Operator named in NTSB report | |
| N68056 | — | — | Operator named in NTSB report | |
| N68065 | — | — | Operator named in NTSB report | |
| N69348 | — | — | Operator named in NTSB report | |
| N69735 | — | — | Operator named in NTSB report | |
| N69736 | — | — | Operator named in NTSB report | |
| N69826 | BOEING 737-924ER | 2014 | Valid Registration | Operator named in NTSB report |
| N70773 | BLUE BOYD L GLASTAR | 2003 | Valid Registration | Operator named in NTSB report |
| N70775 | — | — | Operator named in NTSB report | |
| N72822 | — | — | Operator named in NTSB report | |
| N72830 | — | — | Operator named in NTSB report | |
| N72990 | — | — | Operator named in NTSB report | |
| N73270 | BOEING 737-824 | 2001 | Valid Registration | Operator named in NTSB report |
| N74612 | — | — | Operator named in NTSB report | |
| N76156 | — | — | Operator named in NTSB report | |
| N76752 | — | — | Operator named in NTSB report | |
| N78008 | BOEING 777-224 | 1999 | Valid Registration | Operator named in NTSB report |
| N79750 | — | — | Operator named in NTSB report | |
| N79754 | — | — | Operator named in NTSB report | |
| N79771 | — | — | Operator named in NTSB report | |
| N806NY | — | — | Operator named in NTSB report | |
| N819NY | — | — | Operator named in NTSB report | |
| N820NY | — | — | Operator named in NTSB report | |
| N83872 | — | — | Operator named in NTSB report | |
| N83873 | — | — | Operator named in NTSB report | |
| N88703 | — | — | Operator named in NTSB report | |
| N88704 | — | — | Operator named in NTSB report | |
| N88705 | — | — | Operator named in NTSB report | |
| N88708 | — | — | Operator named in NTSB report | |
| N88709 | — | — | Operator named in NTSB report | |
| N88714 | — | — | Operator named in NTSB report | |
| N88777 | — | — | Operator named in NTSB report | |
| N93738 | — | — | Operator named in NTSB report | |
| N972C | PIPER PA-28-181 | 2002 | Valid Registration | 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.
- N23708 (BOEING 737-724) — records 2014 · registered to UNITED AIRLINES INC (owner ≠ operator)
- N12221 (BOEING 737-824) — records 1999–2011 · registered to UNITED AIRLINES INC (owner ≠ operator)
- N27239 (BOEING 737-824) — records 2010 · registered to UNITED AIRLINES INC (owner ≠ operator)
- N66051 (BOEING 767-424ER) — records 2009 · registered to UNITED AIRLINES INC (owner ≠ operator)
- N76156 — records 2009 · no longer on the FAA registry
- N375PH — records 2009 · no longer on the FAA registry
- N27722 (BOEING 737-724) — records 2009 · registered to UNITED AIRLINES INC (owner ≠ operator)
- N18611 — records 2008 · no longer on the FAA registry
- N23661 (DAVID R AMES RANS S-19) — records 2008 · registered to CHICKASHA WINGS INC (owner ≠ operator)
- N13716 (BOEING 737-724) — records 2007 · registered to UNITED AIRLINES INC (owner ≠ operator)
- N17106 (CESSNA 150L) — records 2007 · registered to TATE DARON D TRUSTEE (owner ≠ operator)
- N24202 (BOEING 737-824) — records 2006 · registered to UNITED AIRLINES INC (owner ≠ operator)
89 more aircraft
- N17105 (BOEING 757-224) — records 2006 · registered to UNITED AIRLINES INC (owner ≠ operator)
- N14655 — records 2006 · no longer on the FAA registry
- N67157 — records 2006 · no longer on the FAA registry
- N32626 — records 2006 · no longer on the FAA registry
- N73270 (BOEING 737-824) — records 2005 · registered to UNITED AIRLINES INC (owner ≠ operator)
- N24633 — records 2005 · no longer on the FAA registry
- N78008 (BOEING 777-224) — records 2005 · registered to UNITED AIRLINES INC (owner ≠ operator)
- N69826 (BOEING 737-924ER) — records 2000 · registered to UNITED AIRLINES INC (owner ≠ operator)
- N15069 (JOHN S CRAPARO MAGNI M-16) — records 2000 · registered to DABBS DAYTON AUSTIN (owner ≠ operator)
- N39081 — records 2000 · no longer on the FAA registry
- N17356 (BOEING 737-8) — records 1999 · registered to UNITED AIRLINES INC (owner ≠ operator)
- N17321 (BOEING 737-8) — records 1965–1999 · registered to WILMINGTON TRUST CO TRUSTEE (owner ≠ operator)
- N12318 — records 1998 · no longer on the FAA registry
- N66734 — records 1998 · no longer on the FAA registry
- N14063 — records 1998 · no longer on the FAA registry
- N20643 — records 1998 · no longer on the FAA registry
- N68043 — records 1998 · no longer on the FAA registry
- N68065 — records 1998 · no longer on the FAA registry
- N13331 (COLUMBIA AIRCRAFT MFG LC42-550FG) — records 1988–1997 · registered to CJC AVIATION INC TRUSTEE (owner ≠ operator)
- N12114 (BOEING 757-224) — records 1997 · registered to UNITED AIRLINES INC (owner ≠ operator)
- N16618 — records 1997 · no longer on the FAA registry
- N12508 — records 1997 · no longer on the FAA registry
- N10556 (DJI AGRAS T30) — records 1996 · registered to INGRAM STACYE R (owner ≠ operator)
- N79750 — records 1995 · no longer on the FAA registry
- N60312 — records 1995 · no longer on the FAA registry
- N76752 — records 1995 · no longer on the FAA registry
- N83872 — records 1995 · no longer on the FAA registry
- N14336 — records 1994 · no longer on the FAA registry
- N83873 — records 1994 · no longer on the FAA registry
- N18835 — records 1994 · no longer on the FAA registry
- N408PE — records 1994 · no longer on the FAA registry
- N16982 — records 1993 · no longer on the FAA registry
- N16762 — records 1993 · no longer on the FAA registry
- N14816 — records 1993 · no longer on the FAA registry
- N14212 — records 1993 · no longer on the FAA registry
- N79754 — records 1993 · no longer on the FAA registry
- N403PE — records 1993 · no longer on the FAA registry
- N79771 — records 1993 · no longer on the FAA registry
- N72822 — records 1992 · no longer on the FAA registry
- N12235 — records 1992 · no longer on the FAA registry
- N17402 (BOEING 737-9) — records 1991 · registered to UMB BANK NA TRUSTEE (owner ≠ operator)
- N819NY — records 1991 · no longer on the FAA registry
- N88704 — records 1991 · no longer on the FAA registry
- N40486 (SCHLEICHER ASW-28) — records 1990 · registered to CLERX BERNARD C (owner ≠ operator)
- N69735 — records 1990 · no longer on the FAA registry
- N72990 — records 1990 · no longer on the FAA registry
- N17317 (BOEING 737-8) — records 1990 · registered to UNITED AIRLINES INC (owner ≠ operator)
- N88709 — records 1970–1989 · no longer on the FAA registry
- N556NY — records 1989 · no longer on the FAA registry
- N806NY — records 1987–1989 · no longer on the FAA registry
- N972C (PIPER PA-28-181) — records 1989 · registered to PLAINFIELD AVIATION INC (owner ≠ operator)
- N820NY — records 1989 · no longer on the FAA registry
- N542TX — records 1989 · no longer on the FAA registry
- N433PE — records 1988 · no longer on the FAA registry
- N88703 — records 1988 · no longer on the FAA registry
- N69348 — records 1988 · no longer on the FAA registry
- N72830 — records 1987 · no longer on the FAA registry
- N17309 (BOEING 737-8) — records 1986 · registered to UMB BANK NA TRUSTEE (owner ≠ operator)
- N3512T (CESSNA 172S) — records 1983 · registered to BROADWAY AIRCRAFT MANAGEMENT INC (owner ≠ operator)
- N68056 — records 1982 · no longer on the FAA registry
- N32717 — records 1982 · no longer on the FAA registry
- N69736 — records 1981 · no longer on the FAA registry
- N88708 — records 1976–1981 · no longer on the FAA registry
- N18479 — records 1980 · no longer on the FAA registry
- N40490 — records 1979 · no longer on the FAA registry
- N68045 — records 1978 · no longer on the FAA registry
- N32725 — records 1977 · no longer on the FAA registry
- N68044 — records 1976 · no longer on the FAA registry
- N93738 — records 1976 · no longer on the FAA registry
- N88777 — records 1975 · no longer on the FAA registry
- N68047 — records 1975 · no longer on the FAA registry
- N64876 — records 1972 · no longer on the FAA registry
- N57206 — records 1972 · no longer on the FAA registry
- N88705 — records 1972 · no longer on the FAA registry
- N32719 — records 1971 · no longer on the FAA registry
- N26863 — records 1971 · no longer on the FAA registry
- N88714 — records 1970 · no longer on the FAA registry
- N17207 — records 1969 · no longer on the FAA registry
- N17325 (HOOVER FRANK RV-8) — records 1968 · registered to HOOVER FRANK W (owner ≠ operator)
- N17322 (BOEING 737-8) — records 1967 · registered to UMB BANK NA TRUSTEE (owner ≠ operator)
- N74612 — records 1966 · no longer on the FAA registry
- N57204 — records 1966 · no longer on the FAA registry
- N251V (DEHAVILLAND DHC-2 MK 1) — records 1966 · now operated by MIAMI SEAPLANE TOURS INC
- N57202 — records 1965 · no longer on the FAA registry
- N70773 (BLUE BOYD L GLASTAR) — records 1965 · registered to BLUE BOYD L (owner ≠ operator)
- N57201 (DJI AGRAS T50) — records 1965 · registered to LAKE AREA AG (owner ≠ operator)
- N242V (CESSNA T210F) — records 1963 · registered to PIRSHAFIEY NASSER CHARLES (owner ≠ operator)
- N243V — records 1962 · no longer on the FAA registry
- N70775 — records 1962 · no longer on the FAA registry