FLIGHT EXPRESS INC
Also recorded as: FLIGHT EXPRES*, FLIGHT EXPRESS INC
Accident & enforcement record
Events that happened, regardless of the operator's own reporting. Each links to its public source.
NTSB accidents & incidents
15 records, spanning 1974–2011.
Operated by Flight Express Inc. (per NTSB report)
Latent dimensional discrepancies related to the engine crankcase main bearing saddle bores, which precipitated the fatigue failure of the crankshaft and a complete loss of engine power. Contributing to the accident was the engine manufacturer's failure to properly identify and address the crankcase discrepancies when the engine was rebuilt.
Operated by FLIGHT EXPRESS INC (per NTSB report)
The total loss of engine power due to inadequate torgue on the crankcase bolts. Contributing to the accident was the inadequate inspection performed 19.5 hours prior to the accident.
Operated by FLIGHT EXPRESS INC (per NTSB report)
The malfunction of the right main landing gear down-and-locked switch.
Operated by FLIGHT EXPRESS (per NTSB report)
A 6-8 inch crack on the right main landing gear strut, which allowed the hydraulic fluid to escape from the system, along with a power pack sequencing valve failure which allowed the main landing gear to fold on landing. A factor in the accident was the pilots execution of a night landing without her prescribed eye glasses.
Operated by FLIGHT EXPRESS, INC. (per NTSB report)
UNDETECTED CHAFFING AND GROUNDING OF A WIRE TO THE NOSE LANDING GEAR SQUAT SWITCH WHICH RESULTED IN THE LANDING GEAR BEING SIGNALLED AT ALL TIMES FOR GEAR UP WHEN ELECTRICAL POWER WAS APPLIED TO THE SYSTEM. CONTRIBUTING TO THE ACCIDENT WAS THE OVERHEATING OF THE GEAR DOWN SOLENOID WHICH CAUSED IT TO STICK IN THE GEAR UP POSITION AND PREVENTED THE GEAR FROM BEING MANUALLY EXTENDED.
Operated by FLIGHT EXPRESS, INC. (per NTSB report)
FAILURE OF THE RIGHT MAIN LANDING GEAR ACTUATOR DUE TO OVERSTRESS FOR UNDETERMINED REASONS WHICH RESULTED IN LOSS OF ALL LANDING GEAR SYSTEM HYDRAULIC FLUID WHICH IN TURN RESULTED IN THE PILOT BEING UNABLE TO EXTEND AND LOCK THE LANDING GEAR.
Operated by FLIGHT EXPRESS, INC. (per NTSB report)
THE PILOTS IN COMMAND OF BOTH AIRCRAFT FAILURE TO MAINTAIN VIGILANCE AND SEE AND AVOID EACH OTHER RESULTING IN A MIDAIR COLLISION. CONTRIBUTING TO THE ACCIDENT WAS THE LOCAL CONTROLLERS FAILURE TO ISSUE TRAFFIC ADVISORIES.
Operated by FLIGHT EXPRESS (per NTSB report)
THE PILOT'S FAILURE TO MAINTAIN AIRCRAFT CONTROL IN INSTRUMENT CONDITIONS AND HIS SPATIAL DISORIENTATION. FACTORS WERE A FAILURE OF THE VACUUM PUMP AND THE PILOT'S LACK OF RECENT EXPERIENCE IN PARTIAL PANEL INSTRUMENT FLYING OR TRAINING.
Operated by FLIGHT EXPRESS (per NTSB report)
THE TOTAL LOSS OF ENGINE POWER CAUSED BY CRANKSHAFT FAILURE, DUE TO FATIGUE CRACKING OF UNDETERMINED ORIGIN.
FAA enforcement actions
Sanction: $10,000 · case closed 2002-05-02
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 |
|---|---|---|---|---|
| N120ZZ | PIPER PA-18-150 | — | Valid Registration | Operator named in NTSB report |
| N180X | CESSNA 180B | 1959 | Valid Registration | Operator named in NTSB report |
| N2013S | — | — | Operator named in NTSB report | |
| N210GC | — | — | Operator named in NTSB report | |
| N2263S | — | — | Operator named in NTSB report | |
| N300EW | CESSNA 210L | — | Valid Registration | Operator named in NTSB report |
| N3616B | — | — | Operator named in NTSB report | |
| N525CW | — | — | Operator named in NTSB report | |
| N5489V | — | — | Operator named in NTSB report | |
| N6149B | — | — | Operator named in NTSB report | |
| N738YY | — | — | Operator named in NTSB report | |
| N75FA | — | — | Operator named in NTSB report | |
| N777BK | CESSNA 680 | 2008 | Valid Registration | Operator named in NTSB report |
| N796Q | — | — | 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.
- N6149B — records 2011 · no longer on the FAA registry
- N2263S — records 2010 · no longer on the FAA registry
- N5489V — records 2008 · no longer on the FAA registry
- N300EW (CESSNA 210L) — records 1998 · registered to 2F TRADE LLC (owner ≠ operator)
- N2013S — records 1992 · no longer on the FAA registry
- N777BK (CESSNA 680) — records 1992 · registered to NEVADA RESTAURANT SERVICES INC (owner ≠ operator)
- N738YY — records 1992 · no longer on the FAA registry
- N210GC — records 1991 · no longer on the FAA registry
- N525CW — records 1990 · no longer on the FAA registry
- N796Q — records 1988 · no longer on the FAA registry
- N180X (CESSNA 180B) — records 1978 · registered to HIGH DESERT LAND LLC (owner ≠ operator)
- N120ZZ (PIPER PA-18-150) — records 1977 · registered to CUMULUS HOLDINGS LLC (owner ≠ operator)