N762DA

Part: BULKHEAD WEB — CORRODED (BS 328)

FUSELAGE BULKHEAD FS 328 LBL 15 WL 127 REPAIR FOR CORROSION CUT OUT IN WEB. THE FS 328 NLG WHEEL WELL PRESSURE BULKHEAD WAS FOUND CORRODED AT WL 127, LBL 15. THE CORROSION REMOVAL RESULTED IN A 2.8 BY 1.6 RECTANGULAR CUT OUT IN THE WEB. A DOUBLER REPAIR WAS INSTALLED PER ER/A 362969-14AD.

Part: LONGERON — CORRODED (BS 353)

FUSELAGE NOSE LG WHEEL WELL LWR LONGERON LBL 22, FS353 REPAIR FOR CORROSION DAMAGE. THE NLG WHEEL WELL LONGERON AT LBL 22, FS 353 WAS FOUND WITH EXTENSIVE CORROSION REQUIRED A SECTION TO BE CUT OUT. A NEW SECTION WAS SPLICED IN PER ER/A 362972-14.

Part: GEARBOX — FAILED (NR 3 ENGINE)

NR 3 ENG FLAME-OUT, NO OIL PRESS/NO N3/N1, N2 WINDMILLING NORMAL. OIL QUANTITY 19 QTS OCCURED IN CRZ AT FL 330. REPLACED GEARBOX.

Part: POWER SUPPLY — INOPERATIVE (CABIN)

RIGHT HAND AFT SIDE EMERGENCY TRACK LIGHTS DID NOT ILLUMINATE DURING TEST. REPLACED POWER SUPPLY, OP CKS GOOD.

Part: POWER SUPPLY — INOP (CABIN)

FWD RT OVHD EMERGENCY LIGHT WOULD NOT TEST. REPLACED POWER SUPPLY, CHECKS NORMAL.

Part: REGULATOR VALVE — SHEARED (LANDING GEAR)

SHIP 762 DIVERTED NCE/LGW DUE TO C-SYSTEM HYDRAULIC LOSS AFTER GEAR SELECTED UP. ON ARRIVAL LGW, FOUND FLOW REGULATOR VALVE SHEARED P/N AV20A1032-107 ON LANDING GEAR CONTROL MODULE P/N 1505607-135. REPLACED FLOW REGULATOR VALVE PER M.M. AND PERFORMED RELEVANT OPS CHKS. ALL SYSTEMS NORMAL.

Part: FUEL MANIFOLD — CRACKED (NR 3 ENGINE)

SHUTDOWN NR 3 ENG ON FINAL/DESCENT. LOW OIL PRESS LIGHT CAME ON AND OIL PRESS DROPPED BELOW 18 PSI LONGER THAN 45 SEC. OIL PRESS WAS PRECEDED BY THE LOSS OF THROTTLE, RESPONSE FOR NR 3 ENG. FOUND FUEL MANIFOLD LINE AT NR 14 FUEL NOZZLE BROKEN. REPLACED FUEL MANIFOLD ASSY.

Part: THROTTLE LEVER — STUCK (NR 3 ENGINE)

NR 3 THROTTLE WILL NOT RETARD PAST 2.2 UNITS ON DESCENT. ALSO, STIFF TO MOVE FWD BUT WILL MOVE FWD, HAD TO SHUT DOWN NR 3 ENG. NIL FAULT OR WEAR FOUND THROTTLE MOVEMENT CHECKED THROUGH COMPLETE RANGE AND FOUND NORMAL WITH NO EXCESSIVE FORCE REQUIRED. BASIC RIG CHECK OUT AND IDLE TO STOP CHECK OK.

Part: SKIN — CRACKED (WS 324/329)

A CRACK WAS FOUND IN THE UPPER WING SKIN AT THE REAR SPAR UPPER CAP ATTACH LOCATION IN THE FWD ROW AT APPROX IWS 324 AND IN THE AFT ROW AT IWS 329. THE CRACKS WERE REMOVED BY OVERSIZING NEARBY HOLES.

Part: SWITCH — INOP (NR 2 ENGINE)

ATL - ON CLIMBOUT, NR 2 ENG WOULD NOT DEVELOPE CLIMB POWER. REPLACED ALTITUDE PRESS SWITCH.

Part: BLKHD CAP — CRACKED (FS 449)

THE STA 449 BULKHEAD CAP WAS FOUND WITH A 7 INCH LONG CRACK IN ITS BEND RADIUS AT RBL 90.70. REPAIRED PER DL ERA 272084-14.

Part: LATCH FITTINGS — CORROSION (C-1A CARGO DOOR)

DURING THE ACCOMPLISHMENT OF SI 7-58181-12AD, THE NR 1, 2, 3 AND 8 C-1A CARGO DOOR LATCH FITTINGS WERE FOUND WITH SURFACE CORROSION IN THE UPPER WELL. ALSO, DRAIN HOLES IN THE CENTER OF THE LOWER WEB WERE ADDED FOR ALL 8 OF THE SUBJECT FITTINGS. THE SURFACE CORROSION WILL BE BLENDED OUT ON FITTINGS NR 1, 2, 3 AND 8. FITTINGS NR 4, 5, 6, 7 WILL HAVE DRAIN HOLES MACHINED. THE SUBJECT FITTINGS ARE MACHINED FROM 4330M STEEL HEAT TREATED TO THE 220-240 KSI CONDITION. REPAIR APPROVAL PER DL ERA 272151-14AD.

Part: REAR SPAR — CRACKED (WS 293-346)

DURING THE ACCOMPLISHMENT OF EO 7-59089-3 FOR THE RIGHT WING, CRACKS WERE FOUND EMANATING FROM EXISTING FASTENERS HOLES BETWEEN IWS 293.58 AND IWS 346.109. THE CRACKS WERE FOUND IN THE REAR SPAR UPPER CAP AT LOCATION 12A AND IN THE REAR SPAR WEB AT LOCATION 16B. THE SUBJECT FASTENER HOLES WERE OVERSIZED TO REMOVE CRACKS IN THE DAMAGED MEMBERS ONLY. ACCOMPLISHED REPAIRS PER DL ERA 272179-14AD.

Part: BLKHD FRAME — CORRODED (AFT P-DOME)

THE AFT P-DOME FRAME SEGMENTS BETWEEN S-22 AND S-44 WERE FOUND WITH CRACKS IN THE LOWER FLANGE RADIUS. THE FRAME SEGMENTS ARE MADE FROM .050 THICK 7178-T6 AL SHEET. ALSO, THE FRAME WEB BETWEEN S-44 AND S-33 WAS FOUND BADLY CORRODED. THE WEB IS FABRICATED FROM .090 7075-T6, ACCOMPLISHED REPAIRS PER DL ERA 272168-14.

Part: SKIN — OVERSIZED HOLES (WS 425-451)

WHILE ACCOMPLISHING OPN104 OF EO 7-57989-3, FASTENER HOLES 1 A AND B THROUGH 8 A AND B, 16 HOLES IN BAY 12 WERE FOUND TO HAVE OVERSIZED FASTENERS. ALREADY INSTALLED THROUGH THE REAR SPAR LOWER CAP AND LOWER WING SKIN. REPAIR APPROVAL PER DL ERA 272150-14.

Part: SKIN — CORRODED (BS 1423-1453)

THE FUSELAGE SKIN PANEL WAS CUT TO REMOVE CORROSION FROM STA 1423 TO 1453 AT STR 35. REPAIRED PER DL ERA 272098-14.

Part: SKIN — CORRODED (FS 1545/1565)

THE FUSELAGE SKIN BET FS 1545, FS 1565 AND AT STR 36 WAS CORRODED AND GROUND BEYOND LIMITS. REPAIRED PER DL ERA 272061-14.

Part: SKIN — CORROSION (BS 1625)

DURING CORROSION REMOVAL, AN AREA OF SKIN AND TWO LAYERS OF BONDED SKIN WERE TRIMMED OUT IN A 9.5 INCH BY 8.75 INCH CUT OUT AT STA 1625 STRINGER 30. ALSO, THE AFT EDGE OF THE DOOR TRIPLER WAS NOTCHED APPROXIMATELY 6 INCHES IN LENGTH AND .75 INCH INTO THE STRAP. THE SKIN IS A BONDED ASSEMBLY OF .075 2024-T3 DOUBLE AND .020 2024-T3 TRIPLER. ACCOMPLISHED REPAIRS PER DL ERA 272040-14.

Part: FLOOR BEAM — CORRODED (FS 1763)

AT HMV, FOUND CABIN FLOOR BEAM CORRODED AT FS 1763 AT RBL 442, 76, 81, 86 AND 91. REPLACED FLOOR BEAM CAP PER SRM 53-21-00, PG 849-852.

Part: SEAT TRACK — CORRODED (BS 1665-1725)

AT HMV, FOUND LBL 30 SEAT TRACK CORRODED AT FS 1665 TO FS 1725. REPAIRED PER SRM 53-21-00 PG 836-840.

Part: FLOORBEAM — CORRODED (FS 901)

THE FS 901 BEAM WAS CORRODED AT LBL 45. THE DAMAGE WAS FOUND TO BE OUT OF LIMITS PER SRM 53-21-00 PAGES 849 TO 852.

Part: FLOORBEAM — CORRODED (FS 886)

THE FS 886 FLOORBEAM WAS CORRODED ON THE UPPER CAP AT APPROX RBL 30. THE DAMAGE WAS OUT OF LIMITS SO THE REPAIR WAS ACCOMPLISHED PER SRM 53-21-00 PAGES 823 TO 824.

Part: LINE — FAILED (NR 2 ENGINE)

A/C DIVERTED INTO JFK WITH C-HYD SYSTEM FAILURE. FOUND LEAKING PRESSURE LINE NR 2 ENG HYD PRESS FILTER IPC, REF 29-11-53 FIG 1 PG 0 ITEM NR 95. INSTALLED NEW LINE AND AS PRECAUTION REPLACED PUMP AND FILTER, OPERATION NORMAL.

Part: OIL CAP — LEAKING (NR 2 ENGINE)

DURING CRUISE HAD EXCESSIVE OIL LOSS ON NR 2 ENGINE, 6 QTS IN IN ABOUT 3 HOURS, LANDED LGW. FOUND OIL TANK OIL CAP LEAKING THROUGH LOCK ASSEMBLY. REPLACED OIL CAP RETURNED TO SERVICE.