CONQUEST AIR, INC.
Also recorded as: CONQUEST AIR, INC., Conquest Air Inc
Accident & enforcement record
Events that happened, regardless of the operator's own reporting. Each links to its public source.
NTSB accidents & incidents
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.
9 reports on file.
DURING CLIMB NUMBER ONE ENGINE ADI LIGHT REMAINED ON AFTER ADI SYSTEM WAS SWITCHED OFF, AIRCRAFT RETURNED TO BASE / KOPF.
DURING CLIMB THE RIGHT WING HEATER FIRE WARNING LIGHT ILLUMINATED AND THE WARNING BELL STARTED SOUNDING OFF. AIRCRAFT RETURNED TO BASE / KOPF AND AFTER LANDING THE TOWER REPORTED SOME SMOKE COMING OUT THE RIGHT SIDE TRAILING EDGE OF THE EXHAUST SYSTEM ( AUGMENTOR TUBE ). THE CREW PRE-CAUTIONARY SHUTDOWN THE RIGHT ENGINE AND DISCHARGED THE RIGHT HAND ENGINE FIRE EXTINGUISHER AND TAXIED BACK TO THE RAMP. POST FLIGHT INSPECTION REVEALED AUGMENTOR HOT AIR MANIFOLD SUFFERED FIRE DAMAGE.
FLIGHT CREW INABILITY TO ADJUST RPM INFLIGHT VIA PROPELLER SPEED CONTROL. PROPELLER SPEED CONTROL COULD BE ADJUSTED ON THE GROUND DURING RUN UP.
DURING CLIMB POWER SETTING, THE OIL TEMPERATURE BEGAN TO RISE TO 80-90 DEGREES AND THE OIL PRESSURE DROPPED TO 60 PSI, ENGINE WAS SHUTDOWN AND FEATHERED.
DURING CRUISE FLIGHT, ENGINE BMEP INDICATION BEGAN TO FLUCTUATE AND ENGINE STARTED RUNNING ROUGH WITH VIBRATIONS. ENGINE WAS SHUT DOWN.
NR 1 PROPELLER GOVERNOR WAS SLOW TO RESPOND WITH TOGGLE SWITCH, AFTER TAKEOFF.
DURING CLIMB THE NUMBER 2 ENGINE BEGAN MAKING A POPPING NOISE AND THE MANIFOLD AND BMEP READINGS WERE WIDLY FLUCTUATING. THE CREW NOTICED A SLIGHT DROP IN THE ENGINE OIL LEVEL ON THE NUMBER TWO ENGINE. THE CREW ELECTED TO PREFORM A PRECAUTIONARY ENGINE SHUT DOWN ON THE NUMBER TWO ENGINE. UPON INSPECTION OF THE ENGINE, THE MAINTENANCE CREW DICOVERED THE NUMBER ONE CYLINDER WAS CRACKED. THIS CAUSED A SLIGHT LOSS OF POWER AND SLIGHT LOSS OF ENGINE OIL.
PROPELLER GOVERNOR WOULD NOT DECREASE BELOW 2500 RPM. AFTER REACHING CRUISE ALTITUDE, CREW WAS UNABLE TO DECREASE THE ENGINE RPM BELOW 2500. SHORTLY THEREAFTER THE RPM BEGAN TO GRADUALLY INCREASE ON ITS OWN. ENGINE WAS FEATHERED TO PREVENT PROPELLER OVERSPEED. THE NR 1 PROPELLER GOVERNOR FAILED TO CONTROL. WE WILL SEND THE PROPELLER GOVERNOR TO O/H AND REVIEW THE TEARDOWN REPORT. IF ANY ABNORMALLY IS REPORTED WE WILL FORWARD THIS INFORMATION TO FAA.
PROPELLER GOVERNOR WOULD NOT DECREASE BELOW 2500 RPM. AFTER REACHING CRUISE ALTITUDE, THE CREW WAS UNABLE TO DECREASE THE ENGINE RPM BELOW 2500 RPM. SHORTLY THEREAFTER THE RPM BEGAN TO INCREASE ON ITS OWN. ENGINE WAS FEATHERED TO PREVENT PROPELLER OVERSPEED. THE NR 1 PROPELLER GOVERNOR FAILED TO CONTROL, WE WILL SEND THE PROPELLER GOVERNOR TO O/H AND REVIEW THE TEAR DOWN REPORT. IF ANY ABNORMALITY IS REPORTED WE WILL FORWARD THIS INFORMATION TO THE FAA.
Linked aircraft
| N-number | Make / model | Year | Status | Link basis |
|---|---|---|---|---|
| N145GT | — | — | Operator named in NTSB report | |
| N342GS | CONVAIR C-131F | 1956 | Valid Registration | Matched by certificate designator |
| N343GS | CONVAIR C-131F | 1956 | Valid Registration | Matched by certificate designator |
| N345GS | CONVAIR C-131F | 1955 | Valid Registration | Matched by certificate designator |
| N900DT | — | — | Operator named in NTSB report |