N824BX

Part: WARNING SYSTEM — ACTIVATED (COCKPIT) · airframe 1,549 hrs

PRIOR TO ROTATION AIRCRAFT EXPERIENCED ABNORMAL EXHAUST GAS TEMPERATURE INDICATION. AIRCRAFT ABORTED TAKEOFF AND RETURNED TO PARKING. NO FURTHER ABNORMALITIES OCCURRED.

Part: SWIVEL — LEAKING (HYD SYSTEM) · airframe 79,644 hrs · 33,401 cycles

AFTER TAKEOFF FROM TOL, THE FLIGHT CREW NOTICE A DECLINED IN THE MAIN HYDRAULIC QUANTITY SYSTEM. THE FLIGHT RETURNED TO TOL FOR AN UNEVENTFUL LANDING. MAINTENANCE INSPECTED THE AIRCRAFT LOCATING A RUPTURED LEFT AILERON SWIVEL GLAND. MAINTENANCE REPACKED THE SWIVEL GLAND AND PERFORMED A SUCCESSFUL OPERATIONAL CHEKCK IN ACCORDANCE WITH THE MAINTENANCE MANUAL. THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: UPLOCK ROLLER — LACK OF LUBE (MLG WW) · airframe 79,090 hrs · 33,088 cycles

EN ROUTE FROM IAH TO TOL, THE GEAR NOT LATCH LIGHT ILLUMINATED DURING THE LANDING GEAR UPLATCH CHECK. THE FLIGHT CREW CYCLED THE GEAR BUT THE WARNING INDICATION REMAINED THE SAME. THE FLIGHT CONTINUED TO TOL FOR AN UNEVENTFUL LANDING. MAINTENANCE INSPECTED THE LANDING GEAR, LUBRICATED THE LEFT MAIN GEAR UPLATCH ASSEMBLY AS PRECAUTIONARY MEASURE. MAINTENANCE PERFORM A SUCCESSFUL GEAR SWING. THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: PLATING — CORRODED (BS 21-30)

DURING ROUTINE PREFLIGHT INSPECTION, FOUND THE FUSELAGE EXTERNAL PLATING WITH CORROSION BULGE, TWO MISSING RIVET HEADS AND THREE CRACKS MIGRATING FROM ONE MISSING RIVET HEADS BETWEEN FUSELAGE STATION -21.0 TO 30.0 BETWEEN LONGERON 31 RIGHT AND 35 LEFT. THE AIRCRAFT VISITED HEAVY MAINTENANCE FOR REPAIRS. REPAIR ACCOMPLISHED CORROSION REMOVAL, FABRICATION AND INSTALLATION AN INTERNAL FILLER, TWO INTERNAL SPLICE DOUBLERS, AND EXTERNAL REPAIR DOUBLERS IN ACCORDANCE WITH DOUGLAS FAX FILE NUMBER 98-10-08-009 AND DOUGLAS STRUCTUAL REPAIR MANUAL.

Part: PRESSURE SYST — MALFUNCTIONED (CABIN)

EN ROUTE AT FLIGHT LEVEL 35.0, THE AIRCRAFT CABIN BEGAN TO CLIMB RAPIDLY, MANUAL CONTROL OF PRESSURIZATION WAS ATTEMPTED. PACK FLOWS WERE INCREASED TO 90 PERCENT CAPACITY WITH MINIMAL DECREASE IN CABIN. DESCENT INITIATED AND AT LEVEL OFF CABIN COULD BE MAINTAINED AT 5,000 FT. CREW ACCOMPLISHED COMPANY PROCEDURES FOR PRESSURIZATION LOSS AND ELECTED TO LAND THE AIRCRAFT AT SLC. FOLLOWING THE UNEVENTFUL LANDING AT SLC, MAINTENANCE ACCOMPLISHED A OPERATIONAL CHECK OF BOTH THE MANUAL AND AUTOMATIC PRESSURIZATION SYSTEMS AND A CABIN PRESSURE DECAY CHECK IAW THE AIRCRAFT MM AND FOUND NO DEFECTS.

Part: ENGINE — DAMAGED (LT WING)

EN ROUTE FROM TOL TO ATL, DURING CRUISE THE FLIGHT ENGINEER NOTICED A MARKED DECLINE IN THE NUMBER ONE ENGINE OIL QUANTITY. THE CREW PERFORMED A PRECAUTIONARY INFLIGHT SHUTDOWN IAW COMPANY PROCEDURES, AND CONTINUED TO ATL MAKING AN UNEVENTFUL LANDING. MAINTENANCE INSPECTED THE ENGINE AND FOUND THE ENGINE HAD SUSTAINED A GROUND STRIKE WITH DAMAGE TO THE COWLINGS, AND THE TRANSFER GEARBOX WAS ALSO IMPACTED. THE AIRCRAFT IS CURRENTLY REMOVED FROM SERVICE FOR INSPECTION AND ENGINE REPLACEMENT AT THIS TIME.

Part: MEC — LEAKING (NR 2 ENGINE)

COMPRESSOR STALL ACCOMPANIED BY FLAMES EXITING THE EXHAUST NOZZLE REPORTED TO THE CREW BY THE CONTROL TOWER ON LANDING ROLL AT PDX, CREW SUSPECTED THE NR 2 ENGINE. MX BORESCOPED THE NR 2 ENGINE WITH NO FINDINGS. MX FOUND THE MEC SUSPECT OF CAUSING THE STALL DUE TO LEAKAGE. THE MEC WAS REPLACED IAW THE MM. (M)

Part: HPT BLADE — CRACKED (NR 1 ENGINE)

DURING PRECAUTIONARY BORESCOPE INSPECTION OF THE NR 1 ENGINE, MAINTENANCE FOUND ONE HIGH PRESSURE TURBINE BLADE TRAILING EDGE TIP CORNER MISSING. MISSING MATERIAL WAS LOCATED AT THE TRAILING EDGE TIP, DOWNWARD TO THE FIRST AIR SLOT IN AREA B, CFMI MM 72-00-00. APPROXIMATE MEASUREMENTS WERE .300 BY .375. FURTHER INVESTIGATION REVEALS LIBERATED MATERIAL PUNCTURED THE HPT SHROUD. NO OTHER TURBINE DAMAGE WAS FOUND. ENGINE REQUIRED REPLACEMENT. PRECAUTIONARY INSPECTION RESULTED FROM SUSPECTED LEFT WING ENGINE STALL WHICH COULDN'T BE POSITIVELY IDENTIFIED AS BEING THE NR 1 OR NR 2 ENGINE. (M)

Part: CONTROL CABLE — BROKEN (LT AILERON)

ON TAXI OUT AND FLIGHT CONTROL CHECKS AT ATL, AILERONS FELT STIFF WITH VERY LITTLE SPOILER PRESSURE DROP. THE AIRCRAFT RETURNED TO RAMP. MAINTENANCE INSPECTED THE FLIGHT CONTROL CABLES AND FOUND THE LEFT AILERON BUS CABLE BROKEN. MAINTENANCE REPLACED THE BROKEN CABLE AND RIGGED THE SYSTEM IAW WITH THE DOUGLAS MAINTENANCE MANUAL 27-10-0. THE AIRCRAFT WAS RETURNED TO SERVICE. (M)

Part: FIRE WARNING — SHORTED (NR 4 ENGINE)

EN ROUTE FROM DEN-TOL - THE NR 4 ENGINE FIRE WARNING SHORT CIRCUIT LIGHT CAME ON INTERMITTENTLY, FOLLOWED BY A STEADY LIGHT. AFTER THREE MINUTES, THE SYSTEM WOULD NO LONGER TEST. SHORTLY THEREAFTER, THE FIRE WARNING LIGHT ILLUMINATED AND THE ENGINE WAS SHUT DOWN. THE AIRCRAFT PROCEEDED TO TOL UNEVENTFULLY, WHERE TROUBLESHOOTING DETERMINED THAT A FIRE SENSING ELEMENT HAD AN INTERMITTENT SHORT. THE SENSING ELEMENT WAS REMOVED AND REPLACED, AND THE AIRCRAFT WAS RETURNED TO SERVICE AFTER A FUNCTIONAL TEST OF THE NEW ELEMENT. (M)

Part: AIR DISTR — ODOR (CABIN)

EN ROUTE BETWEEN MKE AND DEN, THE AIR CONDITIONING PACKS WERE PRODUCING A STRONG, UNIDENTIFIED ODOR. ON THE GROUND IN DEN, THE PACKS WERE OPERATIONALLY CHECKED AND FOUND NOT TO BE PRODUCING AND ODOR AT THAT TIME. A REVIEW OF THE FLIGHT SUGGESTED THAT A SMALL AMOUNT OF DE-ICE FLUID MAY HAVE BEEN PULLED INTO THE BLEED AIR SYSTEM, PRODUCING A RESIDUAL ODOR. (M)

Part: UPLATCH CABLE — OUT OF ADJUST (LT MLG DOOR)

ON TAKEOFF FROM TOL TO ONT, THE CREW REPORTED AN UNSAFE GEAR AND DOOR LIGHT AFTER GEAR RETRACTION. THE AIRCRAFT RETURNED TO TOL FOR MAINTENANCE. THE AIRCRAFT WAS FERRIED TO A MAINTENANCE FACILITY FOR LANDING GEAR SYSTEM INSPECTION AND RIG CHECK. A RIG CHECK OF THE LANDING GEAR MECHANICAL CONTROL SYSTEM WAS ACCOMPLISHED. AN INITIAL GEAR TEST SHOWED THE LEFT MLG DOOR UPLATCH OUT OF RIG. THE LEFT MLG DOOR UPLATCH CABLE AND DOOR ROLLER MECHANISM WERE RIGGED. FINAL LANDING GEAR OPERATIONAL CHECK WAS NORMAL, AND THE AIRCRAFT RETURNED TO SERVICE. (M)

Part: ENGINE — FLAMED OUT (NR 4)

EN ROUTE FROM TOL TO SEA, THE NR 4 ENGINE FLAMED OUT AT 35,000 FEET. TWO UNSUCCESSFUL RESTART ATTEMPTS WERE MADE. THE ENGINE WAS SECURED AND THE AIRCRAFT DIVERETED TO MSO FOR MAINTENANCE. UPON ARRIVAL IN MSO, THE FLIGHT CREW REPORTED THEY SUMPED TANKS AND REMOVING SOME WATER FROM THE SUMPS. IN MSO, MAINTENANCE ACCOMPLISHED A FLAMEOUT CHECK PER THE CFM56MM. NO DEFECTS FOUND. THE NR 4 MAIN FUEL TANK WAS ENTERED AND FOUND TO BE NORMAL AND UNCONTAMINATED. THE FUEL FILTER WAS FOUND CLEAN BUT PRECAUTIONARILY CHANGED. MAINTENANCE SUMPED ALL TANKS. (M)

Part: CONNECTOR — DETERIORATED (RT MLG DOOR)

WHEN THE LANDING GEAR UPLATCH CHECK WAS PERFORMED ON DEPARTURE OUT OF TOL, THE GEAR DOOR WARNING LIGHT REMAINED ON. THE AIRCRAFT ELECTED TO RETURN TO TOL FOR MAINTENANCE. TOL MAINTENANCE INSPECTED THE AIRCRAFT AND DETERMINED THAT THE ELECTRICAL CONNECTOR FOR THE RIGHT MLG DOOR UPLOCK SWITCH WAS IN POOR CONDITION DUE TO DETERIORATION OF THE INSULATOR. THE CONNECTOR WAS REPLACED, AND THE AIRCRAFT WAS RETURNED TO SERVICE. (M)

Part: FLAP FITTING — BROKEN (WS 98)

AT MSP, IT WAS DISCOVERED THAT THE STATION 98 OUTBOARD FLAP BASE FITTING ON LEFT INBOARD FLAP SECTION HAD EXPERIENCED A TYPICAL FAILURE DUE TO A CRACK THAT ORIGINATED IN THE UPPER FLAP VANE ATTACH BOLT HOLE. THE OPPOSING BASE FITTING AT THAT STATION HAD RECIEVED SUBSEQUENT DAMAGE. THE LEFT INBOARD FLAP SECTION WAS REMOVED AND REPLACED, AND THE AIRCRAFT RETURNED TO SERVICE. (M)

Part: UPLATCH SWITCH — FAILED (LT MLG)

ON DEPARTURE OUT OF BOS, THE LANDING GEAR FAILED THE UPLATCH CHECK. THE LANDING GEAR WAS CYCLED THREE TIMES WITH THE SAME RESULT, WITH THE LANDING GEAR LEVER IN THE UPLATCH CHECK POSITION, THE UNSAFE LIGHT WAS ILLUMINATED WITH NO APPARENT GEAR EXTENSION. INSPECTION ON THE GROUND IN TOL REVEALED A MALFUNCTIONING LEFT MLG UPLATCH SWITCH. THE SWITCH WAS REPLACED, AND THE AIRCRAFT RETURNED TO SERVICE. (M)

Part: UPLOCK SWITCH — BENT PIN (LT MLG)

ORD/PDX - ON TAKEOFF, CREW REPORTED WITH LANDING GEAR HANDLE UP, LANDING GEAR UNSAFE LIGHT REMAINED ON. CREW RECYCLED GEAR HANDLE AND IT OPERATED NORMALLY. ON APPROACH TO PDX, GEAR EXTENDED NORMALLY. CREW DID OPS CK AND RETRACTED GEAR. WITH GEAR HANDLE UP, THE DOORS LIGHT AND LT GEAR UNSAFE LIGHTS REMAINED ON. LANDING GEAR EXTENDED NORMALLY. MAINTENANCE REPAIRED A BENT PIN ON THE LT GEAR UPLOCK SWITCH AND CLEANED WATER FROM GEAR DOOR SWITCH. OPERATIONAL CHECK NORMAL PER DACO MM. AIRCRAFT RETURNED TO SERVICE. (X)

Part: CONNECTOR — CONTAMINATED (LT MLG DOOR)

ON TAKEOFF OUT OF ONT, THE LANDING GEAR DOOR WARNING LIGHT REMAINED ILLUMINATED. CYCLING THE LANDING GEAR EXTINGUISHED THE DOOR WARNING LIGHT. IN TOL, TROUBLESHOOTING REVEALED A HIGH RESISTANCE IN THE LEFT MLG DOOR UPLATCH SWITCH CIRCUIT CAUSED BY A CONTAMINATED ELECTRIAL CONNECTOR. THE ELECTRICAL CONNECTOR WAS CLEANED, RESTORING THE NORMAL OPERATION OF THE DOOR UPLATCH SWITCH. (M)

Part: OIL CAP — UNLOCKED (NR 1 ENGINE)

OKC - ON DEPARTURE, FLIGHT CREW NOTICED THE NR 1 ENGINE OIL QUANTITY WAS DECREASING. THE ENGINE WAS PRECAUTIONARILY SHUT DOWN, AND THE AIRCRAFT RETURNED TO OKC FOR MAINTENANCE. SOME OIL QUANTITY WAS RETAINED, AND MINIMUM WINDMILLING OIL PRESSURE WAS MAINTAINED. ON THE GROUND IN OKC, DETERMINED THE NR 1 ENGINE OIL TANK CAP WAS NOT LOCKED ALLOWING LEAKAGE AROUND THE CAP. THE ENGINE WAS SERVICED, THE OIL CAP SECURED, AND THE AIRCRAFT RETURNED TO SERVICE. (X)

Part: SKIN — CRACKED (WS 74.8)

DURING ROUTINE C-CHECK INSPECTION, EXTERNAL PLATING OF THE RIGHT WING EXHIBITED FOUR CRACKS. THE DAMAGE WAS AT WS XRS 74.8 BETWEEN STR 9 THROUGH STR 12. REPAIR OF THE AREA WAS ACCOMPLISHED BY CUTTING OUT THE CRACKS, INSTALLING FILLERS FOR THE REMOVED MATERIAL, AND INSTALLING AN EXTERNAL REPAIR DOUBLER. REPAIR WAS ACCOMPLISHED IAW DRAWING N824BX-02, WHICH IAW DOUGLAS ENGINEERING, AND FAA DER APPROVED, AND E.O. 57-DC8-145. (X)

Part: BELT FRAME — CORRODED (FS 1120)

DURING ROUTINE C-CHECK INSPECTION, STA 1120 BELT FRAME WAS FOUND CORRODED. DAMAGE WAS LIMITED TO ONE AREA JUST INBOARD OF LONGERON 35 RT AND APPROXIMATELY 1 INCH IN DIAMETER. THE DAMAGE WAS REPAIRED BY CUT-OUT, INSTALLING A FILLER, AND INSTALLING AN EXTERNAL DOUBLER TO THE CAP. REPAIR WAS ACCOMPLISHED IAW DRAWING HSE27-53-157, WHICH WAS FAA DER APPROVED AND E.O. 53-DC8-144. (X)

Part: BELT FRAME — CORRODED (FS 1020)

DURING ROUTINE C-CHECK INSPECTION, LOCALIZED CORROSION WAS FOUND AT STA 1020 BELT FRAME. TWO AREAS, ONE AT LONGERON 34.5 RT AND ONE AT 34.5 LT, WERE 1 INCH BY 1 INCH AREAS. CORROSION REMOVAL WENT BEYOND SRM LIMITS. REPAIR OF THE BELT FRAME IAW DRAWING HSE27-53-157, WHICH WAS FAA DER APPROVED AND E.O. 53-DC8-143. (X)

Part: DRAG ANGLE — CRACKED (NR 2 PYLON)

DURING ROUTINE C-CHECK INSPECTION, A 2.200 INCH CRACK WAS FOUND IN THE NR 2 PYLON, INBOARD DRAG ANGLE. AFTER EVALUATION BY DOUGLAS AND FAA DER APPROVAL, THE AIRCRAFT WAS RETURNED TO SERVICE WITH FOLLOW-UP INSPECTIONS REQUIRED AT C-CHECK AND REPLACEMENT REQUIRED AT THE NEXT D-CHECK. (X)

Part: HINGE FITTING — CRACKED (LT TE FLAP)

DURING ROUTINE C-CHECK, THE LEFT OUTBOARD FLAP, INBOARD FLAP BASE HINGE FITTING WAS CRACKED IN HALF ON THE OUTBOARD HALF. THE FITTING WAS REPLACED IAW DOUGLAS SB 27-249 AND THE AIRCRAFT MM. (X)