N69523
Registered owner: WILLIAM LEE, NM (owner ≠ operator)
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.
19 reports on file, 1995-01-03 – 1997-12-23.
Part: TRANSFORMER — FAILED (OVERHEAD BIN)
SPARKS AND SMOKE CAME FROM LT OVERHEAD BIN WHEN BIN WAS OPENED BY A PASSENGER WHILE AIRCRAFT WAS AT GATE IN ELP. THE CIRCUIT BREAKER POPPED AND THE SMOKE AND SPARKS CEASED. MAINTENANCE FOUND TRANSFORMER IN OVERHEAD BIN AT FAULT. THE AIRCRAFT WILL BE FERRIED TO HOUSTON FOR TRANSFORMER REPLACEMENT, INSPECTION, AND REPAIRS. *S/D* THE TRANSFORMER WAS REMOVED AND REPLACED. IN ADDITION, THE MOUNT PLATES WERE REMOVED AND REPLACED DUE TO HEAT DAMAGE.
Part: SKIN — DENTED (BS 427)
INSPECTION FOUND FUSELAGE SKIN DENTED AT FS 427 BETWEEN LONGERON 20 AND 21L. THE DENTED AREA WAS REMOVED. REPAIR PARTS WERE FABRICATED AND INSTALLED IAW SRM 53-04, FIGURE 12B, 51-10-3, 51-30-2, AND 51-20-0.
Part: LONGERON — CRACKED (BS 944)
INSPECTION FOUND A 5 CRACK INCH LONGERON 17L AT STA 944. THE LONGERON AND SPLICES WERE REMOVED IAW SRM 51-10-4. A NEW LONGERON AND SPLICES WERE FABRICATED AND INSTALLED IAW SRM 51-10-4, 51-10-3, AND 51-38-2.
Part: CHANNEL — CORRODED (BS 680)
INSPECTION FOUND WING CENTER SECTION Z CHANNEL CORRODED AT FS 680 BETWEEN BL 0 AND LBL 22. THE CHANNEL WAS REMOVED IAW SRM 51-30-2. A REPLACEMENT CHANNEL WAS FABRICATED AND INSTALLED IAW SRM 51-10-1 AND 51-10-3.
Part: LONGERON — CRACKED (BS 155)
INSPECTION FOUND A 4 CRACK IN LONGERON 12R JUST FORWARD OF R-1 DOOR FRAME AT FS 155. AN ANGLE REPAIR WAS FABRICATED AND INSTALLED IAW ECRA 5310-03633, SRM 51-10-3, AND 51-30-5.
Part: SKIN — DENTED (BS 237)
INSPECTION FOUND FUSELAGE SKIN DENTED AT STA 237 BETWEEN LONGERON 17 AND 18L. A DOUBLER WAS FABRICATED AND INSTALLED IAW SRM 53-04, FIGURE 38, 51-10-3, AND 51-30-2.
Part: SKIN — DENTED (BS 489)
INSPECTION FOUND FUSELAGE SKIN DENTED AT FS 489, LONGERON 23L. DOUBLER, FILLER, AND FINGER DOUBLERS WERE FABRICATED AND INSTALLED IAW SRM 53-04, FIGURE 12B.
Part: SKIN — DENTED (BS 100)
INSPECTION FOUND FUSELAGE SKIN DENTED AT FS 100, LONGERON 24L. THE DENTED AREA WAS REMOVED. A REPAIR WAS FABRICATED AND INSTALLED IAW SRM 53-04-0 AND 51-10-3.
Part: FLOORBEAM — CORRODED (BS 966)
INSPECTION FOUND FLOORBEAM CORRODED ON BOTH LT AND RT SIDES OF BS 996. THE CORRODED SECTIONS WERE REMOVED, FILLER AND DOUBLER REPAIRS WERE FABRICATED AND INSTALLED IAW SRM 53-05, FIGURE 108, SRM 51-10-4, 51-10-3, 51-30-2, 51-30-5, AND 51-30-1.
Part: OIL PUMP — SEIZED (NR 2 ENGINE)
THE AIRCRAFT DEVELOPED VIBRATION SHORTLY AFTER TAKEOFF AND THE NR 2 ENGINE OIL QUANTITY BEGAN TO DROP RAPIDLY. THE NR 2 ENGINE WAS SHUT DOWN AND THE AIRCRAFT WAS RETURNED TO DCA WHERE IT LANDED WITHOUT INCIDENT. THE NR 2 ENGINE WAS REMOVED AND REPLACED. *S/D* DISASSEMBLY REVEALED LPT IMPACT DAMAGE RESULTING FROM FAILED HARDWARE FROM THE NR 6 BEARING HOUSING AREA. FURTHER DISASSEMBLY FOUND THE NR 6 PUMP SEIZED. THE FAILURE OF THE NR 6 PUMP IS BELIEVED TO BE CAUSED BY LOOSE HARDWARE IN THE NR 6 HOUSING THAT LIBERATED AND EVENTUALLY BECAME LODGED IN THE PUMP'S GEARS THEREBY SEIZING THE PUMP.
Part: PROX SENSOR — INOPERATIVE (NLG)
THE NLG UNSAFE LIGHT FLICKERED AND THEN CAME ON STEADY AFTER GEAR RETRACTION. THE GEAR WAS CYCLED AND THE LIGHT EXTINGUISHED. MAINTENANCE FOUND THE NLG DRAG BRACE PROXIMITY SENSOR AT FAULT. THE SENSOR WAS REMOVED AND REPLACED IAW MM 32-60-1. A GEAR SWING WAS PERFORMED AND INDICATIONS WERE NORMAL.
Earlier reports · 1995–1996 · 8 reports
1996
Part: COMP BLADE — FAILED (NR 1 ENGINE)
THE NR 1 ENGINE FAILED AT ROTATION WITH NO WINDMILLING RPM OR OIL PRESSURE NOTED IN FLIGHT. THE AIRCRAFT WAS RETURNED TO RSW WHERE IT LANDED WITHOUT INCIDENT. MAINTENANCE FOUND METAL IN THE NR 1 ENGINE TAILPIPE. THE NR 1 ENGINE WAS REMOVED AND REPLACED. *S/D* INVESTIGATION CONCLUDED THAT THE PRIMARY CAUSE OF ENGINE FAILURE WAS DUE TO AN 8TH STAGE COMPRESSOR BLADE FAILING IN HIGH CYCLE FATIGUE.
Part: FUEL LINE — LEAKING (APU FCU)
A KEROSENE ODOR WAS SMELLED IN THE COCKPIT AND CABIN AFTER TAKEOFF FROM DFW. THE AIRCRAFT WAS RETURNED TO DFW WHERE IT LANDED WITHOUT INCIDENT. MAINTENANCE FOUND FUEL LINE TO APU FCU LEAKING. THE FUEL LINE WAS REMOVED AND REPLACED. THE APU WAS RUN WITH NO LEAKS OR ODOR OBSERVED.
Part: SKIN — CRACKED (BS 658)
HOU - INSPECTION FOUND CORROSION AND .50 INCH CRACKS IN SKIN AT LONGERON 30, STA 658. A REPAIR DOUBLER WAS INSTALLED IAW SRM 53-01, FIGURE 4, SHEET 3. (X)
Part: SKIN — LOOSE (RUDDER)
HOU - INSPECTION FOUND SEVERAL LOOSE RIVETS ON LEFT AND RIGHT SIDES OF RUDDER SKIN. THE RIVETS WERE REMOVED AND NEW FASTENERS WERE INSTALLED IAW SRM 51-30-2. (X)
Part: SKIN — CRACKED (RUDDER)
HOU - INSPECTION FOUND TWO 1.25 INCH CRACKS IN TOP RT SIDE OF RUDDER SKIN. A REPAIR DOUBLER WAS INSTALLED IAW SRM 55-01, FIGURE 2. (X)
Part: CABLES — OUT OF ADJUST (TAILCONE)
HOU - THE PULL FROM BOTH THE INTERIOR AND EXTERIOR EMERGENCY TAILCONE RELEASE HANDLES WAS LOW. THE TAILCONE CABLE SYSTEM WAS ADJUSTED IAW MM 53-50-3. (X)
1995
Part: DOWNLOCK SENSOR — INOPERATIVE (NLG)
FLT NR 1100 - LEAVING IAH, THE RED NOSE GEAR UNSAFE LIGHT REMAINED ILLUMINATED, AFTER GEAR RETRACTION. THE GEAR WAS CYCLED, BUT THE RED LIGHT REMAINED ON WITH GEAR RETRACTED. WHEN THE GEAR WAS EXTENDED FOR RETURN TO IAH, INDICATIONS WERE NORMAL. THE NOSE GEAR DOWNLOCK SENSOR WAS REMOVED AND REPLACED. THE NOSE GEAR WAS RETRACTED AND EXTENDED SEVERAL TIMES WITH OPERATION AND INDICATIONS CHECKING NORMAL PER MM 32-60-1. (M)
Part: STRUT — PRESSURE LOW (NOSE GEAR)
FLT NR 1708 - MDW - THE LANDING GEAR WOULD NOT RETRACT AFTER TAKEOFF AND THE AIRCRAFT WOULD NOT PRESSURIZE. THE AIRCRAFT WAS RETURNED TO MDW. MAINTENANCE CHECKED THE GROUND/AIR SENSE RIG AND FOUND IT TO BE WITHIN LIMITS. THE NOSE GEAR STRUT PRESSURE WAS FOUND LOW. THE NOSE STRUT WAS SERVICED AND THE GEAR OPERATED NORMALLY DURING GEAR SWING. (Z)