N795TA
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.
4 reports on file, 2005-04-26 – 2006-08-30.
Part: THRUST REVERSER — ACTIVATED (RT ENGINE) · airframe 5,365 hrs · 4,443 cycles
WHILE LEVELING OUT AT 10,000 FEET, CREW HEARD A BUMP WHILE THE AIRCRAFT YAWED TO THE RT. NO ABNORMAL INDICATIONS WERE RECEIVED IN THE COCKPIT. CREW ACTIVATED EMERGENCY STOW BUTTON AFTER DETERMINING THAT RT THRUST REVERSER HAD PARTIALLY DEPLOYED. AFTER REACHING PROPER AIRSPEED THE NOISE AND YAW DEMINISHED AND AIRCRAFT RETURNED TO NORMAL. THRUST REVERSER ARM LIGHT ILLUMINATED AND THROTTLES DID NOT RETARD AFTER THE EMERGENCY STOW WAS ACTIVATED AFTER PRESSING THE THRUST REVERSER EMERGENCY STOW NO INDICATION FOR THRUST REVERSERS BEING UNLOCKED OR DEPLOYED WERE RECEIVED. THE AIRCRAFT WAS DIVERTED, WHERE AN UNEVENTFUL LANDING WAS MADE. NO DAMAGE OR EVIDENCE OF THRUST REVERSER DEPLOYMENT WAS FOUND WHEN THE RT
Part: RIB — CRACKED (HORIZONTAL STAB) · airframe 5,331 hrs · 4,414 cycles
DURING A SCHEDULED MAINTENANCE VISIT WHILE PERFORMING A HORIZONTAL STABILIZER ROLLER INSPECTION THE RT IB HORIZONTAL STABILIZER NOSE RIB STRUCTURE AND BOTH LT AND RT RIB BRACKETS WERE FOUND CRACKED. DETAILED INSPECTION INSTRUCTIONS OF THIS AREA ARE OUTLINED IN MFG COMMUNIQUE' NR 70.
Part: TRIM TAB — LOCKED · airframe 4,973 hrs · 4,066 cycles
DURING A SCHEDULED MAINTENANCE VISIT WHILE PERFORMING TASK 05B006.16 TO CHECK THE DEFLECTION ANGLE OF THE ROLL TRIM SYSTEM DURING A D-LEVEL INSPECTION, THE RIGHT ROLL TRIM TAB BECAME LOCKED IN THE UP POSITION.
Part: LEVER — SPLIT (THROTTLE) · airframe 4,351 hrs · 3,528 cycles
CREW REPORTED THAT WHILE AT CRUISE FLIGHT 380, WITH ENGINE SYNCRONIZATION ON, BOTH ENGINES ROLLED BACK FROM N1 AT 98.0 TO 90.9, OAT WAS -63 DEGREES. THE ENGINE SYNCHRONIZATION WAS TURNED OFF AND ENGINE IGNITERS WERE TURNED ON. THE CREW WAS THEN ABLE TO INCREASE POWER. A LARGE THROTTLE LEVER SPLIT WAS OBSERVED AND THE LEFT ENGINE GAUGES WERE FLUCTUATING. AIRCRAFT LANDED WITHOUT FURTHER INCIDENT.