N7258U
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| UNITED AIRLINES, INC. (CALA) | Operator | on 1987-04-07 | Operator named in NTSB report |
Accident & incident history
Operated by UNITED AIRLINES (per NTSB report)
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.
14 reports on file, 1995-06-26 – 2001-04-23.
Part: RIB — CRACKED (SLAT) · airframe 66,564 hrs · 38,181 cycles
NR 3 SLAT ACTUATOR INBOARD RIB IS CRACKED. REPAIRED PER SM OR 70-57-56-01-AR5. MAJOR REPAIR ACCOMPLISHED.
Part: ACCESSORY UNIT — FAILED (MLG) · airframe 66,454 hrs · 38,112 cycles
LANDING GEAR HANDLE COULD NOT BE RETRACTED INTO UP POSITION. LANDING GEAR HAD TO BE BROUGHT UP MANUALLY. SUPPLEMENTAL DATA UPDATE REPLACED LANDING GEAR ACCESSORY UNIT. ACCOMPLISHED WIRING CHECK BETWEEN LEVER LATCH SOLENOID AND LANDING GEAR ACCESSORY UNIT. ALSO ACCOMPLISHED WIRING CHECK BETWEEN AIR /GROUND SENSORS AND LANDING GEAR ACCESSORY UNIT. FUNCTION TESTS OK.
Part: ACCESSORY UNIT — FAILED (EE BAY) · airframe 66,109 hrs · 37,893 cycles
LANDING GEAR WOULD NOT RETRACT AFTER TAKEOFF. AIRCRAFT RETURNED TO LGA. *S/D* REPLACED LANDING GEAR ACCESSORY UNIT PER MAINTENANCE MANUAL. JACKED AIRCRAFT AND CYCLED GEAR HANDLE 30 TIMES. OPERATIONAL CHECK NORMAL ON GROUND.
Earlier reports · 1995–2000 · 11 reports
2000
Part: COFFEEMAKER — ARCED (GALLEY) · airframe 65,076 hrs · 37,268 cycles
FLIGHT ATTENDANT OBSERVED ARCING AND SPARKING IN THE AREA AFT OF THE COFFEEMAKER IN THE FORWARD GALLEY. *S/D* AMIS HISTORY INDICATES CIRCUIT BREAKERS WERE CYCLED AND RETESTED. MAINTENANCE CREW COULD NOT DUPLICATE PROBLEM. ALL HOT PLATES AND COFFEE POTS OPERATED NORMAL PER MM 25-34-05. ALSO CHECKED CONNECTOR IN GALLEY FOR EVIDENCE OF ARCING, NONE FOUND.
1999
Part: SELECTOR PANEL — MALFUNCTIONED (CABIN PRESSURE)
CABIN NOT CONTROLLABLE IN AUTO, STANDBY OR MANUAL MODE. RETURNED TO ORD. *S/D* NO OBVIOUS CAUSE OF PROBLEMS WERE DETECTED DURING CHECK OF PRESSURIZATION SYSTEM DURING MAINTENANCE. REPLACED CABIN PRESSURE SELECTOR PANEL AS PRECAUTIONARY.
1998
Part: ACTUATOR — FAILED (NR 6 LE FLAP)
NUMBER 6 LEADING EDGE FLAP WOULD NOT RETRACT FROM FULL-DOWN POSITION. NO CONTROL PROBLEMS REPORTED. RETURNED TO DEN. *S/D* REPLACED NR 6 LE FLAP ACTUATOR. SYSTEM OPS CHECKS OK.
Part: BREAKER — FAILED (E & E BAY)
RETURNED TO GATE WITH ELECTRICAL PROBLEMS. FOUND BUS PROTECTION PANEL CIRCUIT BREAKER POPPED AND ELECTRICAL SMELL IN E & E COMPARTMENT. *S/D* REPLACED FAILED NR 3 GENERATOR BREAKER. ALSO, REPLACED BUS PROTECTION PANEL AND GENERATOR CONTROL UNITS PRECAUTIONARY. NO FURTHER PROBLEMS REPORTED.
Part: SWITCH — FAILED (NR 2 BLEED AIR)
NR 2 BLEED OVERHEAT LIGHT ILLUMINATED. RETURNED TO ORD. *S/D* REPLACED AIR DUCT OVER TEMPERATURE SWITCH.
Part: FAN — FAILED (COCKPIT)
RETURNED TO DEN DUE TO ELECTICAL FUMES IN COCKPIT. *S/D* REPLACED GASPER FAN.
1997
Part: TURBINE — OVERHEATED (NR 2 ENGINE)
AT CRUISE SETTING OR LOWER THE NR 2 ENGINE OIL TEMPERATURE REACHES THE YELLOW BAND AND EXCEEDED RED LINE DURING DESCENT. ENGINE WAS SHUT DOWN. WIND MILLING OIL PRESSURE WAS APPROXIMATELY 8 PSI FOR 8 MINUTES. *S/D* DURING SHOP PROCESSING THE HPT WAS DISASSEMBLED AND WAS FOUND TO HAVE EXPERIENCED A LOW GRADE OIL FIRE. THE FIRE RESULTED FROM AN OIL LEAK AT THE 4.5 HEAT SHIELD TO NR 4 BEARING HOUSING.
1996
Part: HYD LINE — LEAKING (B HYD SYSTEM)
LANDED AT ATL UNDER AMBER ALERT DUE TO B-SYSTEM HYDRAULIC FAILURE AND MAIN GEAR ANTI-SKID INOPERATIVE. NR 2 B-HYDRAULIC SYSTEM SUPPLY AND CASE DRAIN RETURN FLEX LINES HAD RUBBED TOGETHER CREATING A HOLE. REPLACED DEFECTIVE LINES. CREW REPORTED THAT HYDRAULIC PUMPS NEVER RAN DRY.
Part: BATTERIES — DISCHARGED (CABIN)
AFT STAIR EMERGENCY LIGHT OUT. REPLACED BATTERIES.
1995
Part: WARNING PANEL — MALFUNCTIONED (COCKPIT)
BURNING SMELL IN COCKPIT. REPLACED AURAL WARNING PANEL. COMPONENT SHOP FOUND NO EVIDENCE OF OVERHEAT OR BURNING. NO FURTHER REPORTS OF SMELL IN COCKPIT.
Part: FUEL SYS — VENTING (LT WING)
ABORTED TAKEOFF AT 80 KNOTS, WHEN FUEL STARTED VENTING FROM THE LEFT WING.