CAUSEY AVIATION SERVICE, INC.
Also recorded as: CAUSEY AVIATION SERVICE, INC.
Accident & enforcement record
Events that happened, regardless of the operator's own reporting. Each links to its public source.
NTSB accidents & incidents
Operated by CAUSEY AVIATION SERVICE, INC. (per NTSB report)
The pilot's inadvertent VFR flight into IMC conditions and the failure of the pilot to maintain altitude/clearance resulting in the in-flight collision with trees and unmarked power lines during a visual approach to the runway.
the pilot's selection of an inadequate cruise altitude. A factor in the accident was the high winds and turbulence in the vicinity of the cliffs.
Operated by CAUSEY AVIATION SERVICE, INC. (per NTSB report)
Operated by CAUSEY AVIATION SERVICE,INC. (per NTSB report)
FAA enforcement actions
Sanction: $16,000 · case closed 2024-03-15
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 2007–2010. Most-reported systems: Landing gear (32) — 2; Engine (72) — 2; Engine fuel & control (73) — 2. Most-common natures of condition, as filed: ENGINE FLAMEOUT; ENGINE STOPPAGE; ENGINE CASE PENETRATION — 1; FALSE WARNING — 1; FLUID LOSS; SMOKE/FUMES/ODORS/SPARKS — 1; PARTIAL RPM/PWR LOSS; WARNING INDICATION — 1; VIBRATION/BUFFET — 1 (top 5 of 6 conditions, covering 5 of 6 coded reports).
6 reports on file.
Part: FUEL CONTROL — FAULTED (RT ENGINE) · airframe 6,412 hrs · 8,115 cycles
ACFT WAS AT 21,000 FT. AND APPROVED FOR HIGHER ALTITUDE. POWER WAS APPLIED AND RT ENGINE HAD NO RESPONSE. ACFT WAS RETURNED TO DEPARTURE POINT GSO. POWER CONTROL WAS EFFECTIVE BELOW 10,000 FT. ACFT WAS TURNED OVER TO SERVICE CENTER FOR REPAIRS NEEDED.
Part: STUD — BROKEN (MLG DOOR ROD) · airframe 2,574 hrs · 3,198 cycles
STARTING DESCENT, VIBRATION/NOISE WAS AUDIBLE INSIDE ACFT. NO INDICATIONS OF SYSTEM ISSUES OTHER THAN THE VIBRATION BUZZ NOISE. FLT DIVERTED. WHEN LANDING GEAR WAS EXTENDED FOR LANDING VIBRATION/NOISE WENT AWAY. ACFT LANDED WITHOUT INCIDENT. AIRCRAFT WAS TURNED OVER TO SERVICE CENTER. STUD ON LEFT GEAR DOOR ROD WAS BROKEN. GEAR DOOR RECEIVED ABRASION DAMAGE FROM CONTACT WITH PAVEMENT.
Part: PRESSURE SENSOR — FAULTY (RT ENGINE)
AFTER DEPARTURE, THE CREW NOTICED THE ANNUNCIATOR WARNING LIGHT COME ON FOR THE RT ENGINE FUEL FILTER BYPASS. THE CREW NOTIFIED ATC, DECLARED AN EMERGENCY, AND WERE ROUTED FOR LANDING, AFTER ARRIVING SAFELY AND CONFERRING WITH THE MFG ON FIELD, THE RT FUEL FILTER WAS REPLACED AND THE BYPASS PRESSURE SENSOR WAS ALSO REPLACED CORRECTING THE PROBLEM. THE RT FUEL FILTER SHOWED NO SIGNS OF CONTAMINATION. (K)
Part: OIL SYSTEM — LEAKING (LT ENGINE) · airframe 7,656 hrs · 6,995 cycles
THE AIRCRAFT WAS A CRUISE ALTITUDE 37,000 WHEN THE PILOTS NOTICED FIRST BLUE, AND THEN WHITE SMOKE FILLING THE FLIGHT DECK AND CABIN. REDUCED POWER, DECLARED AN EMERGENCY, AND LANDED AT LAGRANGE, GA. THERE WAS STILL SOME SMOKE IN THE AIRCRAFT UPON LANDING. AFTER EXITING THE AIRCRAFT, THE PILOTS REPORTED THAT THERE WAS OIL ON THE OUTSIDE OF THE LEFT ENGINE COWLING AND INSIDE TAILPIPE. NEITHER ENGINE WAS SHUT DOWN DURING THE INCIDENT. AT PRESENT, SUSPECT OIL LEAKAGE INTO BLEED AIR SYSTEM FROM DEFECTIVE CARBON SEAL INSIDE COMPRESSOR SECTION.
Part: ENGINE — UNKNOWN (LEFT) · airframe 10,333 hrs · 8,699 cycles
FOLLOW UP REPORT AFTER PILOT REPORT TO FSDO OF (LARGE) BIRD STRIKE TO INLET AND INGESTION INTO LT ENGINE.
Part: SWITCH — DEFECTIVE (MLG) · airframe 7,532 hrs · 6,841 cycles
GEAR SELECTED UP AFTER TAKEOFF. USAFE LIGHT WOULD NOT EXTINGUISH AND AIR NOISE FROM NOSE GEAR DOORS OPEN. ATTEMPTS TO GET DOORS TO CLOSE ON GEAR RETRACTION FAILED. RETURNED TO DEPARTURE AIRPORT AND ACFT.DELIVERED TO CITATION SERVICE CENTER AT GSO. NOSE GEAR UP LOCK SWITCH SWITCH FOUND DEFECTIVE: REPLACED AND OPERATION CHECKED GEAR NORMAL OPERATION.
Linked aircraft
| N-number | Make / model | Year | Status | Link basis |
|---|---|---|---|---|
| N108RL | RAYTHEON AIRCRAFT COMPANY HAWKER 800XP | 2003 | Valid Registration | Matched by certificate designator |
| N234AQ | CESSNA 560 | 1993 | Valid Registration | Matched by certificate designator |
| N26045 | PIPER PA-38-112 | 1981 | Valid Registration | Operator named in NTSB report |
| N325RD | CESSNA 650 | 1995 | Valid Registration | Matched by certificate designator |
| N560SJ | CESSNA 560XL | 2001 | Valid Registration | Matched by certificate designator |
| N622PM | CESSNA 650 | 1993 | Valid Registration | Matched by certificate designator |
| N734DB | CESSNA 560 | — | Valid Registration | Matched by certificate designator |
| N800XR | RAYTHEON CORPORATE JETS INC HAWKER 800XP | 1995 | Valid Registration | Matched by certificate designator |
| N8230V | — | — | Operator named in NTSB report | |
| N9385C | PIPER PA-32RT-300 | — | 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.
- N560CK — records 2010 · no longer on the FAA registry
- N44CK (CESSNA 525) — records 2008–2009 · registered to MILE HIGH CARPET RIDES LLC (owner ≠ operator)
- N750CK (CESSNA 650) — records 2007 · now operated by M&N Aviation, Inc.
- N757CK — records 2007 · no longer on the FAA registry
- N8230V — records 2000 · no longer on the FAA registry
- N26045 (PIPER PA-38-112) — records 1988 · registered to WYANT JAMES O (owner ≠ operator)
- N9385C (PIPER PA-32RT-300) — records 1987 · registered to ROBINSON STEVEN CHRISTOPHER (owner ≠ operator)