WISCONSIN AVIATION INC
Also recorded as: WISAV HOLDINGS, LLC, WISCONSIN AVIATION, WISCONSIN AVIATION INC, WISCONSIN AVIATION-FOUR LAKES, WISCONSIN AVIATION-FOUR LAKES INC
Accident & enforcement record
Events that happened, regardless of the operator's own reporting. Each links to its public source.
NTSB accidents & incidents
11 records, spanning 1988–2025.
Operated by Wisconsin Aviation - Four Lakes Inc. (per NTSB report)
The student pilot’s failure to maintain proper airspeed and attitude for a short field landing. Contributing to the accident was the flight instructor’s delayed remedial action.
Operated by Wisconsin Aviation - Four Lakes Inc. (per NTSB report)
The flight instructor’s failure to maintain control of the airplane following the student pilot’s bounced landing. Contributing to the accident was the flight instructor’s delayed remedial action which resulted in diminished airplane performance during the go-around.
Operated by WISCONSIN AVIATION (per NTSB report)
The pilot’s failure to attain a proper glidepath on approach for landing, which resulted in impact with trees. Contributing to the accident was a partial, temporary loss of engine power for reasons that could not be determined because postaccident examination did not reveal any anomalies that would have precluded normal operation.
Operated by WISCONSIN AVIATION-FOUR LAKES INC (per NTSB report)
The separation of the number 2 connecting rod from the crankshaft for reasons that could not be determined during postaccident metallurgical examination, which ultimately resulted in a total loss of engine power.
Operated by WISCONSIN AVIATION INC (per NTSB report)
The pilot's failure to maintain adequate airspeed during the approach, which resulted in an aerodynamic stall. Contributing to the accident was the pilot's failure to check the de-ice fluid level prior to takeoff, which resulted in the failure of the de-ice system to clear the windshield of ice.
Operated by Wisconsin Aviation (per NTSB report)
The decision by the pilot to fly into known adverse weather, and the pilot's failure to maintain control of the airplane due to spatial disorientation. Contributing factors include the clouds and the night conditions.
Operated by Wisconsin Aviation (per NTSB report)
The flightcrew's failure to maintain directional control during landing rollout.
Operated by WISCONSIN AVIATION (per NTSB report)
the pilots failure to maintain directional control. Factors to the accident were the icing conditions, the snow and ice covered runway and the snowbank.
Operated by WISCONSIN AVIATION (per NTSB report)
the flight instructor's (CFI's) inadequate supervision of the flight, and his failure to ensure that control of the airplane was maintained. Factors associated with the accident were: the CFI's improper use of flaps, and subsequent contact with the runway light.
Operated by WISCONSIN AVIATION INC (per NTSB report)
INITIATION OF VFR FLIGHT INTO ADVERSE WEATHER AND INSTRUMENT METEOROLOGIAL CONDITIONS. FACTORS WHICH CONTRIBUTED TO THE ACCIDENT WERE THE ADVERSE WEATHER CONDITIONS AND THE PILOT'S SELF-INDUCED PRESSURE TO MAINTAIN CURRENCY.
Operated by WISCONSIN AVIATION, INC. (per NTSB report)
FAA enforcement actions
Sanction: $115,000 · case closed 2023-08-14
Sanction: $8,000 · case closed 2010-08-19
Sanction: $500 · case closed 2002-05-07
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. To verify a report, search its control number at the FAA SDRS site.
Reports span 1998–2025. Most-reported systems: Ignition (74) — 4; Hydraulic power (29) — 1; Engine controls (76) — 1; Starting (80) — 1. Most-common natures of condition, as filed: OTHER — 6; FLUID LOSS — 1.
7 reports on file.
Part: GOVERNOR — FAULTED (LT PROPELLER)
ON TAXI OUT, THE LT FUEL COMPUTER WENT OFF-LINE, THE PILOTS SELECTED BOTH FUEL COMPUTERS OFF AND PROCEEDED TO FLY IN MANUAL IAW THE MANUAL. WHILE APPLYING TAKE OFF POWER SOME SURGING WAS NOTICED ON THE LT ENGINE. ABORTED TAKE OFF. FOUND THE MONOPOLE MALFUCTIONED IN THE PROPELLER GOVERNOR. REMOVE AND REPLACED THE PROP GOVERNOR, REMOVED AND REPLACED THE IDLE ADJUSTMENT VALVE. OPS AND LEAK CHECKED GOOD.
Part: IMPULSE COUPLING — CRACKED (MAGNETO)
DURING PERFORMANCE OF FIRST 500 HR INSPECTION OF MAGNETO, CRACKS WERE DISCOVERED IN IMPULSE COUPLING SHELL. CRACKS DETECTED BY NDT/MAGNETIC PARTICLE INSPECTION OF PARTS. CRACKS RADIATE FROM SHARP CORNERED FEATURE OF SHELL THAT FORMS TRIP DOGS. SUSPECT STRESS RISERS CREATED AT SHARP COMERS RESULTED IN CRACKS. ALL 4 MAGNETOS FROM THIS ACFT HAD SAME DEFECT PRESENT, REQUIRING REPLACEMENT OF IMPULSE COUPLING ASSEMBLY.
Part: IMPULSE COUPLING — CRACKED (MAGNETO)
DURING PERFORMANCE OF FIRST 500 HR INSPECTION OF MAGNETO, CRACKS WERE DISCOVERED IN IMULSE COUPLING SHELL. CRACKS DETECTED BY NDT/MAGNETIC PARTICLE INSPECTION OF PARTS. CRACKS RADIATE FROM SHARP CORNERED FEATURE OF SHELL THAT FORMS TRIP DOGS. SUSPECT STRESS RISERS CREATED AT SHARP COMERS RESULTED IN CRACKS. ALL 4 MAGNETOS FROM THIS ACFT HAD SAME DEFECT PRESENT, REQUIRING REPLACEMENT OF IMPULSE COUPLING ASSEMBLY.
Part: IMPULSE COUPLING — CRACKED (MAGNETO)
DURING PERFORMANCE OF FIRST 500 HR INSPECTION OF MAGNETO, CRACKS WERE DISCOVERED IN IMULSE COUPLING SHELL. CRACKS DETECTED BY NDT/MAGNETIC PARTICLE INSPECTION OF PARTS. CRACKS RADIATE FROM SHARP CORNERED FEATURE OF SHELL THAT FORMS TRIP DOGS. SUSPECT STRESS RISERS CREATED AT SHARP COMERS RESULTED IN CRACKS. ALL 4 MAGNETOS FROM THIS ACFT HAD SAME DEFECT PRESENT, REQUIRING REPLACEMENT OF IMPULSE COUPLING ASSEMBLY.
Part: IMPULSE COUPLING — CRACKED (MAGNETO)
DURING PERFORMANCE OF FIRST 500 HR INSPECTION OF MAGNETO, CRACKS WERE DISCOVERED IN IMULSE COUPLING SHELL. CRACKS DETECTED BY NDT/MAGNETIC PARTICLE INSPECTION OF PARTS. CRACKS RADIATE FROM SHARP CORNERED FEATURE OF SHELL THAT FORMS TRIP DOGS. SUSPECT STRESS RISERS CREATED AT SHARP COMERS RESULTED IN CRACKS. ALL 4 MAGNETOS FROM THIS ACFT HAD SAME DEFECT PRESENT, REQUIRING REPLACEMENT OF IMPULSE COUPLING ASSEMBLY.
Part: LINE — CRACKED (HYDRAULIC SYS)
PILOT NOTED HEAVY AMOUNTS OF HYD FLUID AROUND RT GEAR WELL AREA AND T/E OF RT INBD FLAP DURING HIS POST FLIGHT INSP. ACFT TECHS FOUND A HYDRAULIC LINE SPLIT IN A DRY BAY LOCATED JUST AFT OF RT ENG FIREWALL. HYD LINE APPEARED TO BE IN GOOD CONDITION WITH NO SIGNS OF CORROSION OR CHAFING.
Part: SPRING — BROKEN (STARTER)
PILOT REPORTED PROP STOPPED DURING START AND REQUIRED PHYSICALLY MOVING PROP TO GET ENGINE TO TURN OVER AGAIN WITH STARTER. ENGINE STARTED AND PILOT FLEW BACK TO HOME BASE. OIL FILTER WAS REMOVED AND BRASS SLIVERS WERE FOUND IN ALL THE FOLDS. STARTER ADAPTER WAS REMOVED AND SPRING SA 529800 WAS BROKEN AT THE NOTCH WHERE IT ATTACHES TO THE BRASS GEAR. THE ROUGH BROKEN END WAS CUTTING SPLINTERS UP TO 3 INCHES LONG OFF THE BRASS WHEEL. ALSO, THE SPRING CUP IN THE ADAPTER HAD SLID OUT OF ADAPTER FAR ENOUGH TO CONTACT STARTER SHAFT. THIS MAY HAVE CAUSED SPRING TO BREAK OR THE SPRING MAY HAVE BEEN DEFECTIVE. TIME ON ADAPTER, 5,602 HOURS. SUBMITTER RECOMMENDS RE-SECURING SPRING CUP AT O/H.
Linked aircraft
| N-number | Make / model | Year | Status | Link basis |
|---|---|---|---|---|
| N106RS | — | — | Operator named in NTSB report | |
| N168GG | CESSNA 414A | 1979 | Valid Registration | Matched by certificate designator |
| N1919H | — | — | Operator named in NTSB report | |
| N233DS | — | — | Operator named in NTSB report | |
| N2536N | — | — | Operator named in NTSB report | |
| N2664F | CESSNA 414A | 1980 | Valid Registration | Matched by certificate designator |
| N2725N | CESSNA 441 | 1980 | Valid Registration | Matched by certificate designator |
| N300KR | PIPER PA-28R-200 | 1976 | Valid Registration | Operator named in NTSB report |
| N315HC | CESSNA 525 | 2000 | Valid Registration | Matched by certificate designator |
| N34EH | PIPER PA-34-220T | 1993 | Valid Registration | Matched by certificate designator |
| N351HC | CESSNA 414A | — | Valid Registration | Matched by certificate designator |
| N4070Q | — | — | Operator named in NTSB report | |
| N441BW | CESSNA 441 | — | Valid Registration | Matched by certificate designator |
| N475DH | CESSNA 525A | 2002 | Valid Registration | Matched by certificate designator |
| N47804 | — | — | Operator named in NTSB report | |
| N515KG | AMERICAN CHAMPION AIRCRAFT 7GCBC | 1998 | Valid Registration | Operator named in NTSB report |
| N569TA | CESSNA 560 | 1989 | Valid Registration | Matched by certificate designator |
| N576SC | CESSNA 525A | 2005 | Valid Registration | Matched by certificate designator |
| N629RM | PIPER PA-31-350 | 1980 | Valid Registration | Matched by certificate designator |
| N6878C | PIPER PA-34-200T | 1978 | Valid Registration | Matched by certificate designator |
| N780CB | CESSNA 560 | 2008 | Valid Registration | Matched by certificate designator |
| N78RC | CIRRUS DESIGN CORP SR20 | 2002 | Valid Registration | Operator named in NTSB report |
| N814 | CIRRUS DESIGN CORP SR20 | 2003 | Valid Registration | Operator named in NTSB report |
| N8426G | PIPER PA-34-220T | 1981 | Valid Registration | Matched by certificate designator |
| N912DP | CESSNA 560 | 2001 | Valid Registration | Matched by certificate designator |
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.
2 aircraft filed records under this certificate within the last two years but are not in the fleet list we hold — fleet lists can lag actual operations.
- N300KR (PIPER PA-28R-200) — records 2011–2016 · registered to WISCONSIN AVIATION-FOUR LAKES INC (owner ≠ operator)
- N233DS — records 2010 · no longer on the FAA registry
- N1919H — records 2007 · no longer on the FAA registry
- N515KG (AMERICAN CHAMPION AIRCRAFT 7GCBC) — records 2005 · registered to BATSCHE GEORGE M (owner ≠ operator)
- N106RS — records 2000 · no longer on the FAA registry
- N2536N — records 1997 · no longer on the FAA registry
- N4070Q — records 1990 · no longer on the FAA registry
- N47804 — records 1988 · no longer on the FAA registry