N14211
Operators of this aircraft
Who operated this tail, and how firmly we know it.
No operator established for this aircraft.
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
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.
10 reports on file, 1996-07-31 – 1997-08-27.
Part: HYD LINE — LEAKING (LT MLG WW)
THE A SYS HYD LOW PRESSURE LIGHT FLICKERED AND HYD QTY WAS ZERO WHILE EN ROUTE TO EWR. BOTH A HYD LOW PRESSURE LIGHTS ILLUMINATED STEADILY SHORTLY AFTERWARDS. THE LOSS OF A HYD SYS PRESSURE CHECKLIST WAS ACCOMP. A MANUAL GEAR EXTENSION AND ALTERNATE FLAP EXTENSION WERE PERFORMED AND THE AIRCRAFT LANDED AT EWR WITHOUT INCIDENT. MX FOUND AN A SYSTEM HYDRAULIC PRESSURE LINE IN THE LEFT WHEEL WELL LEAKING. THE LINE WAS REMOVED AND REPLACED. THE HYDRAULIC SYSTEM WAS SERVICED TO FULL. LEAK AND OPERATIONAL CHECKS WERE GOOD.
Part: SENSOR — OUT OF ADJUST (LANDING GEAR)
THE GEAR HANDLE WOULD NOT MOVE PAST THE OFF POSITION AFTER TAKEOFF FROM PHL. CYCLING OF THE GEAR LIGHT CIRCUIT BREAKER MADE NO CHANGE. THE AIRCRAFT WAS RETURNED TO PHL WHERE IT LANDED WITHOUT INCIDENT (THE AIRCRAFT HAD AIR RETURNED THE DAY BEFORE FOR THE GEAR NOT RETRACTING; AT THAT TIME, THE LANDING GEAR ACCESSORY UNIT WAS REPLACED AS CORRECTIVE ACTION). MAINTENANCE FOUND THE LANDING GEAR AIR SAFETY SENSOR GAP OUT OF ADJUSTMENT. THE AIR SAFETY SENSOR WAS ADJUSTED AND TESTED PER MM 32-09-200, PAGE 501. OPERATIONAL CHECKS WERE GOOD.
Part: FRAME — CRACKED (BS 380)
INSPECTION FOUND A 2 INCH CRACK IN FRAME AT STA 380, STRINGER 21R. THE CRACK WAS STOP DRILLED IAW SRM 53-10-4. A DOUBLER, FILLER AND CLIP WERE FABRICATED AND INSTALLED IAW SRM 51-40-3, 51-10-2, AND 51-30-2.
Part: SKIN — CRACKED (BS 765)
INSPECTION FOUND A 4 INCH CRACK IN FUSELAGE SKIN AT FS 765, STRINGER 19R. THE CRACKED AREA OF SKIN WAS REMOVED, REPAIR DOUBLER AND FILLERS WERE FABRICATED AND INSTALLED IAW SRM 53-30-3, 51-10-2, AND 51-30-2.
Part: ANGLE — CRACKED (BS360)
INSPECTION FOUND A 1.5 INCH CRACK IN ATTACH ANGLE AT STA 360, STRINGER 21R. THE ATTACH ANGLE WAS REMOVED IAW SRM 51-30-2, REPAIR ANGLES AND FILLER WERE FABRICATED AND INSTALLED IAW SRM 51-40-3, 51-10-2, AND 51-30-2.
Part: ANGLE — CRACKED (BS 360)
INSPECTION FOUND A 1 INCH CRACK IN ATTACH ANGLE AT STRINGER 22L STA 360. THE CRACKED SECTION WAS REMOVED, REPAIR PARTS WERE FABRICATED AND INSTALLED IAW SRM 53-10-2, 51-10-2, AND 51-30-2.
Part: ANGLE — CRACKED (BS 540)
INSPECTION FOUND A .75 INCH CRACK FROM LAST FASTENER HOLE OF RT UPPER RAM AIR ATTACH ANGLE AT STA 540, STRINGER 14R. THE CRACKED SECTION OF ANGLE WAS CUT OUT, A NEW SECTION AND SPLICE ANGLE WERE FABRICATED AND INSTALLED IAW SRM 53-50-1, 51-40-3 AND 51-10-2.
Part: SKIN — CRACKED (BS 727)
INSPECTION FOUND A 1 INCH CRACK IN FUSELAGE SKIN BETWEEN STRINGER 19L AND 20L AT STA 727. A MOD AND REPAIR WAS ACCOMPLISHED IAW BOEING DRAWING 65C28086 AND EA 5330-01198, OP 1 AND OP 2.
Part: ANGLE — CORRODED (E/E DOOR CUTOUT)
INSPECTION FOUND EXFOLIATION CORROSION AND SHEARED FASTENERS AT LT AFT CORNER OF E AND E DOOR CUTOUT SUPPORT STRUCTURE. THE T-ANGLE WAS REMOVED AND REPLACED IAW EC 5310-01233.
Part: HARNESS — FAILED (APU)
MAINTENANCE FOUND FEEDER HARNESS BURNT WHILE TROUBLESHOOTING THE APU. A STRINGER AT BELLY OF AIRCRAFT ABOUT 15 INCHES FORWARD OF APU COMPARTMENT AFT OF AFT PRESSURE BULKHEAD WAS FOUND BURNED DUE TO THE FEEDER HARNESS ARCING. A NEW HARNESS WAS SPLICED IN AND RECEPTACLE D4800J WAS REPLACED. APU OPERATION CHECKED GOOD. THE BURNED SECTION OF STRINGER WAS REPAIRED IAW SRM 53-10-3, FIGURE 1, SHEET 7. A CONDUCTIVITY TEST WAS PERFORMED ON SURROUNDING FUSELAGE SKIN AND THE CONDUCTIVITY OF THE AREA WAS WITHIN LIMITS PER SRM 51-10-03.