Safety record in brief:1 NTSB accident (substantial damage, Jul 2008)No ADs since 1998 matched2 service difficulty reports
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 failure of the landing gear retraction/extension mechanism due to it being jammed by displaced sound proofing material.
From NTSB records; matched by serial number.Read NTSB report (search CAROL for DFW08CA194)
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.
No ADs published since 1998 matched this airframe or engine model.
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.
NOSE LANDING GEAR WOULD NOT DEPLOY ON APPROACH TO LANDING. AFTER NLG REMOVAL, IT WAS DISCOVERED THAT THE NLG ACTUATOR DRIVE SHAFT PN 50820218 INTERNAL SPLINE WAS WORN AND SHEARED. LUBE POINTS ON DRIVE SHAFT TO LUBE SPLINES TO REDUCE WEAR. (K)
From FAA Service Difficulty Reports; matched by N-number and serial number.NLG WOULD NOT DEPLOY ON APP TO LANDING. AFTER NLG REMOVAL IT WAS DISCOVERED THA THE NLG ACTUATOR DRIVE SHAFT (PN 50-820218) INTERNAL SPLINE WAS WORN AND SHEARED. LUBE POINTS ON DRIVE SHAFT TO LUBE SPLINES TO REDUCE WEAR. (K)
From FAA Service Difficulty Reports; matched by N-number and serial number.