N14206

Part: ACTUATOR — INOPERATIVE (LT MLG)

THE LT MLG UNSAFE INDICATOR LIGHT REMAINED ILLUMINATED AFTER GEAR RETRACTION. THE GEAR HANDLE WAS CYCLED SEVERAL TIMES FROM UP TO NEUTRAL POSITION UNTIL THE LIGHT EXTINGUISHED. THE LT MLG ACTUATOR WAS REMOVED AND REPLACED, LEAK AND OPERATIONAL CHECKS WERE GOOD.

Part: STRINGER — CORRODED (BS 987)

INSPECTION FOUND STRINGER 22L CORRODED AT STA 987. THE STRINGER WAS REMOVED AND REPLACED IAW SRM 51-30-2 AND 51-10-1.

Part: STRINGER — CORRODED (BS 906-1016)

INSPECTION FOUND STRINGER 23L CORRODED IN SEVERAL SPOTS FROM STA 908 TO 1016. THE STRINGER SECTION WAS REMOVED AND REPLACED IAW SRM 51-10-1 AND 53-10-3.

Part: STRINGER — CORRODED (BS 950)

INSPECTION FOUND STRINGER 22L CORRODED FORWARD OF NEGATIVE PRESSURE RELIEF VALVE AT STA 950. THE STRINGER WAS REMOVED AND REPLACED IAW SRM 51-10-1 AND 51-20-10.

Part: FRAME — CRACKED (GALLEY DOOR)

INSPECTION FOUND FORWARD GALLEY DOOR LOWER AFT CORNER FRAME CRACKED. THE CRACKED SECTION WAS REMOVED AND A NEW SECTION WAS INSTALLED IAW SRM 51-10-1.

Part: FRAME — CORRODED (BS 285)

INSPECTION FOUND FRAME CORRODED AT STA 285, STRINGER 27L. THE CORRODED AREA WAS REMOVED AND A REPAIR WAS INSTALLED IAW SRM 53-10-4.

Part: SHEAR TIE — CORRODED (BS 987)

INSPECTION FOUND FRAME SHEAR TIE CORRODED AT STA 987, STRINGER 23 TO 24. THE SHEAR TIE WAS REMOVED AND REPLACED IAW SRM 51-30-2.

Part: FRAME — CORRODED (BS 360)

INSPECTION FOUND CORROSION ON FRAME LOWER CHORD AT STA 360 BETWEEN STRINGER 28L AND 28R. THE CORRODED AREA WAS REMOVED, A DOUBLER WAS FABRICATED AND INSTALLED IAW SRM 51-40-2, 51-10-2, 51-10-1 AND 51-10-6.

Part: SKIN — CORRODED (BS 727)

INSPECTION FOUND FUSELAGE LOWER SKIN AT STA 727A BETWEEN STRINGERS 27L AND 27R BULGED AND RIVETS DISHED DUE TO CORROSION. A KEEL BEAM SPLICE WAS INSTALLED PER BOEING SERVICES EO SKCALR970203 AND SKIN DOUBLERS WERE INSTALLED IAW SRM 53-30-3, PAGE 11.

Part: SKIN — DISBONDED (NR 1 LE SLAT)

INSPECTION FOUND TRAILING EDGE OF NR 1 L/E SLAT DISBONDED ALONG ENTIRE LOWER TRAILING EDGE SECTION. THE SLAT WAS REMOVED AND REPAIRED IAW SRM 51-40-5 AND REINSTALLED.

Part: HYD LINE — CRACKED (NR 1 ENGINE)

THE A-SYSTEM HYDRAULIC FLUID QUANTITY WAS LOST WHILE EN ROUTE. THE AIRCRAFT LANDED AT CAE WITHOUT INCIDENT. MAINTENANCE FOUND A-SYSTEM HYDRAULIC SUPPLY LINE FOR NR 1 ENGINE CRACKED. THE SUPPLY LINE WAS REPLACED. IN ADDITION, BOTH A-SYSTEM ENGINE DRIVEN HYDRAULIC PUMPS WERE REPLACED. THE HYDRAULIC SYSTEM WAS SERVICED AND THE NR 1 ENGINE WAS RUN WITH NO LEAKS NOTED.

Part: ACTUATOR — INOPERATIVE (NR 2 LE SLAT)

THE NR 2 LEADING EDGE SLAT DID NOT RETRACT AFTER TAKEOFF. THE LEADING EDGE TRANSIT LIGHT WAS ON AFTER FLAP RETRACTION AND A VISUAL CHECK CONFIRMED THE NR 2 SLAT WAS STILL EXTENDED. A RECYCLE WAS PERFORMED, BUT THE SLAT REMAINED EXTENDED. THE AIRCRAFT WAS RETURNED TO IAH WHERE IT LANDED WITHOUT INCIDENT. MAINTENANCE FOUND THE NR 2 LEADING EDGE SLAT ACTUATOR AT FAULT. THE SLAT ACTUATOR WAS REMOVED AND REPLACED IAW MM 27-81-41, LEAK AND OPERATIONAL CHECKS WERE GOOD.

Part: T1 BLADE — BROKEN (NR 1 ENGINE)

THE NR 1 ENGINE OIL PRESSURE READ 60 PSI, BUT FLUCTUATED PLUS OR MINUS 5 PSI AND WITHIN 30 SECONDS THE OIL TEMPERATURE BEGAN RISING RAPIDLY. THE ENGINE WAS SHUT DOWN AND RETURNED TO GSO. THE NR 1 ENGINE WAS REMOVED AND REPLACED. SHOP TEAR-DOWN FINDINGS REVEALED A BROKEN T1 BLADE CAUSED BY FOD.

Part: SKIN — DISBONDING (BS 360-450)

GSO - INSPECTION FOUND SKIN PANEL DISBONDING FROM BS 360R TO BS 450R, STR 19R - STR 26R. THE SKIN PANEL WAS REMOVED AND A NEW SKIN AND SPLICE STRAP WERE FABRICATED AND INSTALLED IAW SRM 51-10-2, SRM 51-30-2, AND BOEING DRAWING 67-45768-127. (X)

Part: SKIN — CREASED (C-1 DOOR)

GSO - INSPECTION FOUND SEVERAL CREASES IN LOWER HALF OF C-1 DOOR SKIN PANEL. THE DAMAGED SECTION OF SKIN WAS CUT OUT, A SKIN FILLER AND DOUBLER SPLICE PLATE WERE FABRICATED AND INSTALLED IAW SRM'S 52-30-2, 53-30-3, 51-10-2, AND 51-30-2. (X)

Part: SKIN — CRACKED (C-2 DOOR)

GSO - INSPECTION FOUND AFT EDGE OF C-2 DOOR SKIN BUCKLED AND CRACKED IN TWO PLACES. THE CRACKS WERE .75 INCH LONG. THE DAMAGED AREA WAS CUT OUT. A FILLER AND DOUBLER REPAIR WAS FABRICATED AND INSTALLED IAW SRM 52-00-03. (X)

Part: RESERVOIR — LOW FLUID (FLAP DRIVE MOTOR)

FLT NR 1627 - EWR - THE FLAPS WOULD NOT RETRACT FROM 5 DEGREE POSITION AFTER DEPARTURE FROM EWR. ALTERNATE FLAP EXTENSION WAS USED PER 'ABNORMAL' PROCEDURES AND THE FLAPS EXTENDED TO 15 DEGREES. THE AIRCRAFT WAS RETURNED TO EWR WHERE IT LANDED WITHOUT INCIDENT. THE FLAPS WERE EXTENDED AND THE TORQUE TUBES, TRANSMISSION, CARRIAGES, AND TOGGLES WERE INSPECTED WITH NO DEFECTS NOTED. THE FLAP DRIVE MOTOR RESERVOIR WAS FOUND LOW ON FLUID. THE RESERVOIR WAS SERVICED AND THE FLAPS WERE SUCCESSFULLY CYCLED SEVERAL TIMES. IN ADDITION, THE FLAP POSITION INDICATOR WAS REPLACED AS A PRECAUTIONARY MEASURE. (M)

Part: COMBUSTOR UNIT — INOPERATIVE (APU)

DTW - FLT 1851 - A RUMBLING NOISE FOLLOWED BY A SERIES OF BANGS WAS HEARD IN THE AFT SECTION OF AIRCRAFT WHILE IN FLIGHT. INSPECTION BY MAINTENANCE FOUND THAT THE NOISE WAS CAUSED BY SURGING OF THE APU. THE APU COMBUSTOR UNIT WAS FOUND AT FAULT. THE APU COMBUSTOR UNIT WAS REMOVED AND REPLACED. THE APU WAS RUN AND OPERATION WAS NORMAL WITH NO SURGING NOTED. (X)

Part: RIB — CRACKED (RT WING)

GSO - INSPECTION FOUND A .5 INCH CRACK IN O/B RIB AT RT WING NR 4 SLAT O/B TRACK. THE CRACK WAS STOP DRILLED AND REPAIR FITTINGS WERE INSTALLED IAW EC 5710-01660. (W)

Part: SKIN — CORRODED (BS 940-950)

GSO - INSPECTION FOUND THE SKIN BULGED AT LAP JOINT STRINGER 19L STA 940 TO 950. THE DAMAGED AREA WAS REMOVED AND A REPAIR WAS INSTALLED IAW SRM 51-10-6, 53-30-3 AND 51-30-2. (W)

Part: SKIN — CORRODED (BS 970)

GSO - INSPECTION FOUND THE FUSELAGE SKIN BULGED OVER STRINGER 20L AT STA 970, BELOW REAR ENTRY. THE DAMAGED AREA WAS CUT OUT AND A FILLER AND DOUBLER REPAIR WAS INSTALLED IAW SRM 53-30-2 FIG 15 SRM 51-20-4 AND SRM 51-30-2. (W)

Part: DNLOCK SENSOR — INOPERATIVE (RT MLG)

EWR - FLT 1881 - THE RT MLG GREEN LIGHT REMAINED ILLUMINATED AFTER GEAR RETRACTION. THE GREEN LIGHT WOULD EXTINGUISH BY MOVING THE GEAR HANDLE TO UP, BUT WOULD COME BACK ON WITH THE GEAR HANDLE IN OFF. THE ACFT WAS RETURNED TO EWR WHERE IT LANDED WITHOUT INCIDENT. THE ACFT HAD A HISTORY OF THIS PROBLEM. MAINTENANCE FOUND THE S73 RT MLG DOWNLOCK SENSOR AT FAULT. THE SENSOR WAS REMOVED AND REPLACED AND GEAR INDICATIONS CHECKED GOOD. THE ACFT HAS FLOWN OVER 15 FLIGHTS WITHOUT A REPEAT OF THE PROBLEM SINCE THIS CORRECTIVE ACTION WAS IMPLEMENTED. (W)