N13983
Operators of this aircraft
Who operated this tail, and how firmly we know it.
No operator established for this aircraft.
Accident & incident history
Maintenance disclosures
Service Difficulty Reports filed with the FAA for this airframe. Filing is largely voluntary — the number of reports is not a measure of reliability. To verify a report, search its control number at the FAA SDRS site.
4 reports on file, 1995-02-22 – 1997-09-26.
Part: RIB FITTING — CRACKED (LT INBD TE FLAP)
AFTER REMOVING THE INNER FLAP L/E SKIN FROM AROUND THE INBOARD FLAP ATTACHMENT POINT, THE RIB FITTING (5TH FROM INBOARD) WAS FOUND TO HAVE SIDE FLANGE WITH A SMALL CRACK OF APPROXIMATELY .25 INCH WHICH WAS CONFIRMED BY DYE PENETRANT. THE L/E SKIN IN THIS AREA HAD SEVERAL DENTS, BUT THE CRACK DOES NOT APPEAR RELATED.
Part: COMPRESSOR — DAMAGED (NR 2 ENGINE)
LAX - FLT 0290 - TAKEOFF WAS REJECTED AT APPROXIMATELY 100 KNOTS AFTER A LOUD BANG WAS HEARD WITH THE NR 2 ENGINE EGT POINTER AT MAX. MAINTENANCE REMOVED AND REPLACED THE NR 2 ENGINE. A POWER ASSURANCE RUN WAS PERFORMED AND ALL ENGINE PARAMETERS WERE WITHIN LIMITS. THE SDR WILL REMAIN OPEN FOR PART INFORMATION PENDING INVESTIGATION. SUPPLEMENT - INVESTIGATION CONFIRMED IMPACT DAMAGE TO COMPRESSOR ROTOR SECTION DUE TO FOD, WHICH RESULTED IN BLADE LIBERATION. (X)
Part: DUCT ASSY — RUPTURED (NR 1 ENG,14 STG)
EWR - FLT 0487 - THE NR 1 ENGINE FIRE WARNING LIGHT ILLUMINATED AFTER TAKEOFF FROM EWR. THE AIRCRAFT WAS RETURNED TO EWR WHERE IT LANDED WITHOUT INCIDENT. MAINTENANCE FOUND THE NR 1 ENGINE 14TH STAGE DUCT RUPTURED WITH RESULTANT DAMAGE TO ENGINE COWLING AND THRUST REVERSER. THE SDR WILL REMAIN OPEN FOR CORRECTIVE ACTION AND RESULTS OF INVESTIGATION. (X)
Part: DUCT ASSY — RUPTURED (NR 1 ENG)
FLT NR 668 - MCO - THE NR 1 ENG EXPERIENCED BLEED LOSS AND FIRE WARNING AFTER TAKEOFF. THE EGT ROSE TO 955 DEGREES. THE NR 1 ENGINE THRUST WAS REDUCED AND THE FIRE WARNING CEASED. THE A/C WAS RETURNED TO MSO WHERE IT LANDED WITHOUT INCIDENT. MAINTENANCE FOUND THE NR 1 ENG 14TH STAGE DUCT RUPTURED WHICH RESULTED IN DAMAGE TO OTHER DUCTS, LINES, AND THE THRUST REVERSER. S/D - THE FAILURE WAS DUE TO HIGH VIBRATORY STRESSES IN THE 14TH STAGE CDP AIR TUBE RESULTING FROM THE 14THE STAGE AIR BLEED TUBE. THE CF6-50 FLEET HAS BEEN MODIFIED BY REMOVING THE 14TH STAGE AIR BLEED TUBE PER GE SB 75-071 (M)