N59083
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.
29 reports on file, 1998-02-10 – 2006-08-23.
Part: SEAL — CUT (HYD PUMP) · airframe 114,968 hrs · 23,418 cycles
ABOUT 1.5 HRS INTO FLIGHT NR3 ENG OIL PRESSURE WENT TO 10 PSI, NR3 ENG OIL QUANTITY WENT TO ZERO. PERFORMED PRECAUTIONARY ENG SHUTDOWN NR3 ENG. UPON INSPECTION OF ENGINE FOUND HYDRAULIC PUMP LOCKOUT KIT LEAKING. REF DMI NR 8739. REMOVED LOCKOUT KIT AND FOUND SHAFT SEAL ON O-RING TO BE CUT. INSTALLED NEW SHAFT SEAL O-RING ON LOCKOUT KIT. REINSTALLED HYDRAULIC PUMP LOCKOUT KIT IAW MEL 29-1. PERFORMED ENGINE RUN IAW OAI JRH. RAN ENGINE FOR 5 MINUTES AFTER START UP AND STABILIZATION. ENGINE SPEED VARIED FROM IDLE TO FIGHT IDLE. NO OIL LEAKAGE NOTED FROM HYD PUMP LOCKOUT KIT. NO OIL CONSUMPTION NOTED. A/C OK FOR CONTINUED SERVICE. NOTE: ENGINE OIL SERVICED TO 18 QT ON COCKPIT INDICATOR.
Part: OVEN — ODOR (GALLEY) · airframe 114,493 hrs · 23,327 cycles
WHEN FORWARD OVENS 307 & 308 WHERE TURNED ON A STRONG ODOR CAME FROM THEM. WHEN TURNED OFF ODOR DISSIPATED. CLEANED TRAYS BOTH OVENS 307 & 308, OPS CHECK, NO ODOR NOTED, GOOD FOR SERVICE. OMNI AIR IS CURRENTLY ADDING AN INTERVAL FOR CLEANING OVENS AND OVEN RACKS.
Part: PUSH-PULL CABLE — BROKEN (NR 3 THROTTLE) · airframe 114,203 hrs · 23,267 cycles
DURING TAKEOFF ROLL NR 3 ENGINE WOULD NOT SPOOL UP. INDICATIONS DID NOT CHANGE NO MATTER THROTTLE POSITION. ENGINE REMAINED IN IDLE THRUST. ABORTED TAKEOFF AT 65KTS. FOUND THROTTLE PUSH-PULL CABLE BROKEN AT PYLON REMOVED AND REPLACED PUSH-PULL CABLE IAW MM 76-11. RAN ENGINE AND RIGGED PUSH-PULL CABLE IAW JRH ENGINE OPERATES NORMAL.
Part: CHARGER — MALFUNCTIONED (MASTER BATTERY) · airframe 114,016 hrs · 23,229 cycles
DURING CLIMBOUT BATTERY VOLTAGE READ 0 WITH NO CLOCKS. BATTERY CHARGER RELAY RESET 2 TIMES IN-FLIGHT WITH BATTERY VOLTAGE NORMAL AND CLOCKS RETURNED. CHARGER FAILED AGAIN, BATTERY VOLTAGE 0 FOR REMAINDER OF FLIGHT WITH NO CLOCKS. ALL OTHER INDICATIONS NORMAL. REMOVED AND REPLACED BOTH A/C BATTERIES IAW 24-34-01 AND BATTERY CHARGER AS WELL AS THE BATTERY CHARGER RELAY PERFORMED BATTERY CHARGER TEST IAW 24-34 NO DEFECT NOTED.
Part: CHARGER — INOPERATIVE (MASTER BATTERY) · airframe 114,016 hrs · 23,229 cycles
DURING CLIMBOUT BATTERY VOLTAGE READ 0 WITH NO CLOCKS. BATTERY CHARGER RELAY RESET 2 TIMES IN-FLIGHT WITH BATTERY VOLTAGE NORMAL AND CLOCKS RETURNED. CHARGER FAILED AGAIN, BATTERY VOLTAGE 0 FOR REMAINDER OF FLIGHT WITH NO CLOCKS. ALL OTHER INDICATIONS NORMAL. REMOVED AND REPLACED BOTH A/C BATTERIES IAW 24-34-01 AND BATTERY CHARGER AS WELL AS THE BATTERY CHARGER RELAY PERFORMED BATTERY CHARGER TEST IAW 24-34, NO DEFECT NOTED.
Earlier reports · 1998–2005 · 24 reports
2005
Part: VALVE — MALFUNCTIONED (FUEL SYSTEM) · airframe 112,884 hrs · 22,986 cycles
FUEL VENTING OUT OF THE LEFT WING VENT BOX AREA. RIGHT SIDE OK. NO TANK OVERFILLED LIGHT ON. APPROX 1600 LBS VENTED. AFTER BLOCK IN FUEL LEAKING OUT OF LEFT FUEL VENT BOX DRAIN. REMOVED AND REPLACED CLIMB VENT FLOAT VLV IAW DC10 M/M 28-12. ALSO REMOVED AND REPLACED VENT BOX CK VLV PRECAUTIONARY PER 28-12.
Part: CHECK VALVE — LEAKING (FUEL VENT) · airframe 112,884 hrs · 22,986 cycles
FUEL VENTING OUT OF THE LEFT WING VENT BOX AREA. RIGHT SIDE OK. NO TANK OVERFILLED LT ON. APPROX 1600 LBS VENTED. AFTER BLOCK IN FUEL LEAKING OUT OF LEFT FUEL VENT BOX DRAIN. REMOVED AND REPLACED CLIMB VENT FLOAT VALVE IAW DC10 M/M 28-12. ALSO REMOVED AND REPLACED VENT BOX CHECK VALVE PRECAUTIONARY PER 28-12.
Part: CHECK VALVE — MALFUNCTIONED (FUEL SYSTEM) · airframe 112,882 hrs · 22,985 cycles
AFTER T/O, RECEIVED TANK OVERFILLED LIGHT ON. VISUAL CHECK CONFIRMED FUEL VENTING OUT OF THE LEFT WING VENT. FUEL VENTED FOR APPROX 20 MIN. FUEL LOSS CONFIRMED OUT OF NR 3 MAIN AT 2000 LBS. TRIED TAKING TANKS DOWN TO 3000 LBS BELOW FULL AND REFILLING THEM USING THEIR ASSOC TRANS PUMPS. NO HELP. FUEL FINALLY STOPPED VENTING ON APPROACH. REMOVED AND REPLACED FUEL VENT CHECK VALVE IAW DC 10 M/M 28-12. LEAK CHECK GOOD.
Part: CHECK VALVE — MALFUNCTIONED (FUEL VENT) · airframe 112,882 hrs · 22,985 cycles
AFTER T/O, GOT THE TANK OVERFILLED LEFT ON. VISUAL CHECK CONFIRMED FUEL VENTING OUT OF THE LEFT WING VENT. FUEL VENTED FOR APPROX 20 MIN. FUEL LOSS CONFIRMED OUT OF NR 3 MAIN AT 2000 LBS. TRIED TAKING TANKS DOWN TO 3000 LBS BELOW FULL AND REFILLING THEM USING ASSOC TRANS PUMPS. NO HELP, FUEL FINALLY STOPPED VENTING ON APPROACH. REMOVED AND REPLACED FUEL VENT CHECK VALVE IAW DC 10 M/M 28-12. LEAK CHECK GOOD.
Part: CHECK VALVE — LEAKING (FUEL VENT) · airframe 112,882 hrs · 22,985 cycles
AFTER T/O, GOT THE TANK OVERFILLED LT ON. VISUAL CHECK CONFIRMED FUEL VENTING OUT OF THE LEFT WING VENT. FUEL VENTED FOR APPROX 20 MIN. FUEL LOSS CONFIRMED OUT OF NR 3 MAIN AT 2000 LBS. TRIED TAKING TANKS DOWN TO 3000 LBS BELOW FULL AND REFILLING THEM USING ASSOC TRANS PUMPS. NO HELP, FUEL FINALLY STOPPED VENTING ON APPROACH. REMOVED AND REPLACED FUEL VENT CHECK VALVE IAW DC 10 M/M 28-12. LEAK CHECK GOOD.
2004
Part: COWLING — DEPARTED (NR 3 ENGINE) · airframe 111,139 hrs · 22,622 cycles
AT CLIMB-OUT, NR 3 ENG LOST ENGINE COWLING DUMPED FUEL RETURNED TO EDDF.
Part: ENGINE — FAILED (NR 1) · airframe 110,287 hrs · 22,454 cycles
ON T/O ROLL, NR 1 ENGINE MADE LOUD BANG, ENGINE FAIL LIGHT ILLUMINATED AND EGT PEGGED. N1 WAS 130 PERCENT AND SPEED WAS 125 KIAS. T/O ABORTED. TOWER NOTED FIRE FROM INTAKE.
Part: SEAL — LEAKING (NR 2 ENGINE) · airframe 109,547 hrs · 22,313 cycles
NR 2 ENGINE OIL QUANITY STEADILY DECREASED DURING CRUISE. LOST 2.5 QTS IN 50 MINUTES. SHUTDOWN ENGINE TO PRESERVE OIL QTY. RESTARTED ENGINE AT ALT. FL 240, QTY HELD OK FOR APPROACH AND LANDING. FROM PREVIOUS ENGINE DRIVEN HYD PUMP REMOVAL AND BLOCKOUT FOUND SPLINE LOCKOUT TOOL SEAL DAMAGED. REPLACED SEAL LEAK CHECK GOOD
2003
Part: RUDDER — STUCK (TAIL) · airframe 108,838 hrs · 22,171 cycles
ON SHORT FINAL AND FLARE RUDDER PEDALS COULD NOT BE MOVED. RUDDER PEDALS COULD NOT BE MOVED ON TAXI IN. TILLER OPERATION NORMAL. CAPTAINS AND CO-PILOTS SAME. LIMITED TRAVEL AT GATE. TAXI CHECK OF RUDDER PEDALS NORMAL. F/O DID NOTICE ALOT OF RUDDER FORCE ON TAKEOFF WITH SYMETRICAL THRUST AND NO CROSSWIND.
Part: ENGINE — OVERTEMP (NR 1) · airframe 108,765 hrs · 22,158 cycles
ON INITIAL CLIMBOUT NR 1 ENGINE OIL TEMP CLIMBED TO AND EXCEEDED LIMITS. (PEGGED OUT) SHUT DOWN ENGINE.
Part: SLIDE — DISLODGED (CABIN) · airframe 106,088 hrs · 21,681 cycles
WHILE AT GATE FLIGHT ATTENDANT OPENED R-1 DOOR WITHOUT DISARMING DOOR. SLIDE CAME OUT OF ITS CONTAINER AND LANDED ON TOP OF CATERING TRUCK AWAITING TO DELIVER. APPARENTLY SLIDE DID NOT FALL FAR ENOUGH TO ACTIVATE DEPLOYMENT MECHANISM. SLIDE WAS REMOVED AND REPLACED, SLIDE BEING SENT IN TO CHECK AND OVERHAUL. (P)
2002
Part: ELECTRICAL BOX · airframe 105,889 hrs · 21,637 cycles
Overspeed warning sounded at 270 knots - slats confirmed retracted. Removed and replaced Proximity Electronic Unit. Bite test normal.
2001
Part: SPAR — CRACKED (NR 3 PYLON) · airframe 105,146 hrs · 21,500 cycles
INSPECTION FOUND A 2 INCH CRACK IN NR 3 PYLON LOWER SPAR WEB AT FAN DUCT CUTOUT. A REPAIR ANGLE AND STIFFENER WERE INSTALLED IAW SRM 54-20-00, FIGURE 19A.
2000
Part: HARNESS — CHAFED (FUEL TANK NR 3)
D-CHECK, FQI SYSTEM WIRING CHAFING AND ARCING INSIDE FUEL TANK NR 3, PROBE NR 6, HARNESS FOUND CHAFING ON MOUNT BRACKET OF THE FILL ALOT VALVE IN BAY R07 (XORS- -298-500). WIRES 3E900E22GR X 3E901E22WH DAMAGED THROUGH OUTER SLEEVE INSULATION CAUSING ARCING ON BRACKET. HARNESS WAS EXCESSIVELY SLACK. HARNESS ANP0138-502 REPLACED IAW WDM28-41-08 FRM PROBE 6(T2-104) TO JUNC PROBE 2 (T2-102). PERFORMED STATIC BEND TESTS ON ALL BOOST PUMPS, DC START PUMPS, FEED SYS DUCTS, REFUEL DUCTS, VENT SYS, OVER 100 READINGS GREATER THAN 100 MILLIOHMS ACROSS ALL 3 MAIN TANKS AND AUX TANKS. THE NECESSARY ACTION WAS TAKEN (REBONDING). (X)
Part: HARNESS — CHAFED (FUEL TANK)
D-CHECK, FQI SYSTEM WIRING CHAFING AND ARCING INSIDE FUEL TANK NR 3, PROBE NR 6. HARNESS FOUND CHAFING ON MOUNT BRACKET OF THE FILL PILOT VALVE IN BAY R07 (XORS: -298-500). WIRES 3E900E22GR X 3E901E22WH DAMAGED THROUGH OUTER SLEEVE INSULATION CAUSING ARCING ON BRACKET. HARNESS WAS EXCESSIVELY SLACK. HARNESS ANPO138-502 REPLACED IAW WDM28-41-08 FROM PROBE 6 (T2-104) TO JUNC PROBE 2 (T2-102). PERFORMED STATIC BOND TESTS ON ALL BOOST PUMPS, DC START PUMPS, FEED SYS DUCTS, RE-FUEL DUCTS, VENT SYS. OVER 100 READINGS GREATER THAN 100 MILLIOHMS ACROSS ALL 3 MAIN TANKS AND AUXILIARY TANKS. THE NECESSARY ACTION WAS TAKEN (RE-BONDING). (X)
Part: HARNESS — FRAYED (RT WING) · airframe 101,637 hrs · 20,878 cycles
INSPECTION FOUND RT WING FUEL TANK WIRING OUTER AND INNER INSULATION CHAFING AND ARCING DAMAGE ON FLOAT SWITCH BRACKET ZONE R07-11, LOCATION T2-104, PROBE XORS = 298.500. ALSO FOUND RT WING FUEL TANK WIRING FRAYED AND INNER FERRULE AT TANK PROBE T2-105, ZONE R08, XORS 298.500. BOTH WIRING HARNESSES WERE REPLACED AND FUEL QUANTITY CHECK WAS SATISFACTORY IAW MM 28-41-00. THE ARCING DAMAGE FOUND ON RT WING PILOT VALVE MOUNTING BRACKET WAS BLENDED OUT IAW SRM 57-00-01 AND REPROTECTED IAW SRM 51-20-01.
1999
Part: FLOORBEAM — CORRODED (BS 1887)
FLOORBEAM J SECTION CORRODED AT ST 1887 AT 60R - 90R. REMOVED CORROSION. FABRICATED AND INSTALLED NEW SECTION PER SRM 51-21-00 AND GMM 10-900-01.
Part: FLOORBEAM — CORRODED (BS 1887)
FLOORBEAM J SECTION AT STA 1887 AT 60L - 90L CORRODED. REMOVED CORRODED AREA. FABRICATED AND INSTALLED NEW SECTION PER SRM 51-21-00 AND GMM 10-900-01.
Part: FLOORBEAM — CORRODED (BS 1887)
FLOORBEAM J SECTION AT STN 1887 AT 27R - 33R CORRODED. REMOVED CORRODED AREA. FABRICATED AND INSTALLED NEW SECTION PER SRM 51-21-00 AND GMM 10-900-01.
Part: FLOORBEAM — CORRODED (BS 1887)
FLOOR BEAM J SECTION CORRODED AT ST 1887 AT 39L TO 58 L. REMOVED CORROSION AND INSTALLED NEW SECTION PER SRM 51-21-00 AND GMM 10-900-01.
Part: DECODER — SHORTED (ROW 37&38KL)
SMOKE APPEARED IN THE AIRCRAFT CABIN NEAR THE VICINITY OF SEATS 37 AND 38KL WHILE ON FINAL APPROACH TO DUS. THE FLIGHT ATTENDANT'S PULLED OVERHEAD PANEL IN THE AREA AND USED HALON TO COOL THE AREA. NO FIRE WAS OBSERVED. THE AIRCRAFT LANDED AT DUS WITHOUT INCIDENT. THE FAULT WAS TRACED TO OVERHEATED TIMER/DECODER ABOVE SEATS 37 AND 38KL. THE TIMER/DECODER WAS REMOVED AND REPLACED. NO WIRING DAMAGE WAS FOUND. IN ADDITION, THE HALON FIRE EXTINGUISHER WAS REPLACED.
1998
Part: BATTERY CHARGER — INOPERATIVE (CABIN)
INSPECTION FOUND THE EMERGENCY AISLE LIGHTING INOPERATIVE AT ROWS 9 AND 10 (LEFT AND RIGHT). THE BATTERY CHARGER AT DOOR 2R AND 2L GALLEY OVERHEAD PANEL WAS REPLACED AND THE EMERGENCY LIGHT BATTERY PACK WAS CHARGED. OPERATIONAL CHECKS WERE GOOD IAW MM 33-50-00.
Part: SLIDE — INOPERATIVE (R-3 DOOR)
INSPECTION FOUND THE R-3 DOOR SLIDE BOTTLE PRESSURE LIGHT ILLUMINATED. THE R-3 DOOR SLIDE WAS REMOVED AND REPLACED AND THE LIGHT TESTED NORMAL.
Part: FIRE DETECTOR — CHAFED (NR 2 ENGINE)
THE NR 2 ENGINE A FIRE LOOP DETECTOR LIGHT BEGAN TO FLICKER WHILE IN CRUISE FLIGHT FROM LGW TO EWR. WHEN THE NR 2 ENGINE THRUST WAS REDUCED THE FLICKERING STOPPED. WHEN THRUST WAS ADDED THE FLICKERING RESUMED. THE NR 2 ENGINE WAS OPERATED WITH PARTIAL THRUST, FUEL WAS DUMPED, AND THE AIRCRAFT WAS RETURNED TO LGW WHERE IT LANDED WITHOUT INCIDENT. MAINTENANCE FOUND BROKEN CLAMPS AND LOOPS A AND B WERE CHAFING. THE NR 2 ENGINE LOWER CORE DETECTOR ASSEMBLY WAS REMOVED AND REPLACED. THE NR 2 ENGINE FIRE DETECTION SYSTEM CHECKED GOOD.