This N-number isn't registered right now. Below is its last known registration, canceled Jun 26, 2018.
Safety record in brief:1 NTSB accident (substantial damage, Jun 2016)2 ADs may apply1 service difficulty report
We never show street addresses, even though they appear in the public FAA file. Individual owners are shown by city and state only.
Total time and engine hours aren't public. They appear here once the owner adds logbooks.
Individual owners are shown by city and state only.
The pilot's decision to takeoff over the maximum takeoff weight in high density altitude conditions, which resulted in an inability to climb above terrain, a forced landing, and a collision with a road sign. Contributing to the accident was the pilot's decision to fly in a fatigued mental state.
From NTSB records; matched by serial number.Read NTSB report (search CAROL for GAA16CA320)
These match the airframe or engine model. Whether each one applies, and whether it's been complied with, depends on serial numbers, equipment and logbook entries. Applicability must be confirmed by a mechanic against the aircraft's records.
| AD | Subject | Effective | Applies to |
|---|---|---|---|
| 2008-13-17 | Hawker Beechcraft Corporation (Type Certificates No. 3A15, No. 3A16, No. A23CE, and No.… | Aug 6, 2008 | Airframe (77)Certain serial numbers: F33 CD-1235–CD-1304; G33 CD-1235–CD-1304; F33A CE-290–CE-1791; F33C CJ-26–CJ-179; V35B D-9069–D-10403; A36 E-185–E-3629; …. Only with: Circuit breaker toggle switch P/N 35-380132-1 through 35-380132-53 installed. |
| 99-05-13 | Raytheon Aircraft Company 17, 18, 19, 23, 24, 33, 35, 36/A36, A36TC/B36TC, 45, 50, 55… | Apr 19, 1999 | Airframe (77)Certain serial numbers: F33A CE-290–CE-1791; E33C CJ-26–CJ-179; F33C CJ-26–CJ-179; A36 E-185–E-3046; B36TC EA-242–EA-591; 58 TH-1–TH-1798 |
AI-extracted — verify against original. Matched from each AD's applicability section; ADs replaced by a later AD are left out.
Reports of failures and defects that operators and repair stations sent to the FAA since 1995. A report describes one finding; it is not an accident.
THIS IS A NORMALLY OPEN OIL PRESSURE SWITCH. CONTACTS CLOSE AT 4 PSI TO ACTIVATE THE ENGINE HR METER. THE SWITCH CONSTRUCTION IS METAL BODY, CRIMPED ON THE PLASTIC SWITCH. THIS IS WHERE THE OIL LEAK PROBLEM STARTS. THIS IS THE SECOND SWITCH TO FAIL AND LEAK IN 200 HRS. ALSO, TRAINING ACFT HAVE…
From FAA Service Difficulty Reports; matched by N-number and serial number.