N827AA

Part: UNKNOWN — MALFUNCTIONED (CABIN PRESSURE) · airframe 22,773 hrs · 17,959 cycles

CREW REPORTED – AIRCRAFT DECOMPRESSED AND LOST ALL CABIN PRESSURE. CREW ON O2. CABIN ALTITUDE CLIMBED TO 15,000 FEET. DECLARED EMERGENCY/RETURNED TO KYIP. USA JET MAINTENANCE AT KYIP PRESSURIZED AIRCRAFT I/A/W DA-20 MM 21-30-05. OPS CHECK WAS GOOD. NO DEFECTS NOTED. ALSO INSPECTED AIRCRAFT FOR LEAKS. NO LEAKS. PERFORMED OPS CHECK OF R/H MLG SQUAT SWITCH 17G2 I/A/W DA-20 MM 32-60-10. OPS CHECK GOOD, SWITCH OPERATES NORMAL. ALSO MANUALLY PRESSURIZED AIRCRAFT I/A/W DA-20 MM 21-30-05. AIRCRAFT REACHES MAX CABIN ALTITUDE, OPS CHECK NORMAL. AIRCRAFT WAS SUBSEQUENTLY TEST FLOWN TO OPS CHECK THE PRESSURIZATION SYSTEM. THE TEST FLIGHT WAS SATISFACTORY, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: CONTROL TUBE — DAMAGED (CABIN PRESSURE) · airframe 22,139 hrs · 17,520 cycles

DURING INITIAL DESCENT FROM FL350 TO FL330, LOWERED CABIN PRESSURIZATION FROM 36 TO 34, AND CABIN ALTITUDE CLIMBED QUICKLY. WITH CABIN PRESSURE WARNING LIGHT, PUT ON OXYGEN MASK AND FOLLOWED CABIN ALT TOO HIGH POH PROCEDURE. DID NOT CORRECT PRESSURIZATION ISSUE. BEGAN EMERGENCY DESCENT AND DECLARED EMERGENCY. DESCENDED TO 7000 FT AND THEN CANCELED EMERGENCY AND LANDED WITHOUT FURTHER INCIDENT. MAINTENANCE PERFORMED AN OPS CHECK OF CABIN PRESSURIZATION SYSTEM IAW MM 21-30-5. OPS CHECKED GOOD. FOUND A DAMAGED TUBE AT VALVE 36H. FABRICATED A NEW TUBE IAW GMM VOL. 1, 8-4-8. INSTALLED SERVICEABLE MANUAL PRESSURIZATION SELECTOR VALVE. TESTED PRESSURIZATION IN MANUAL AND AUTO IAW MM 21-30-50. TESTED GOOD.

Part: OIL SYSTEM — LOW PRESSURE (NR 2 ENGINE) · airframe 21,863 hrs · 17,349 cycles

CREW REPORTED AN OIL PRESSURE LIGHT IN FLIGHT. RAN PROCEDURE. ZERO OIL PRESSURE ON TRI-PLEX GAUGE. PERFORMED PRECAUTIONARY SHUTDOWN, DECLARED AN EMERGENCY WITH ATC AND LANDED. MAINTENANCE REPLACED NR 2 ENGINE DUE TO OIL LOSS. REASON FOR LOSS OF OIL IS UNDETERMINED AT THIS TIME. ENGINE WILL BE TORN DOWN FOR EVALUATION AS TO CAUSE OF OIL LOSS. TEARDOWN DATA WILL FOLLOW WHEN AVAILABLE.

Part: PIN — DEFECTIVE (CARGO DOOR) · airframe 20,972 hrs · 16,637 cycles

CREW REPORTED CARGO DOOR WARNING LIGHT ILLUMINATED & ALARMED IN THE DESCENT OUT OF FL 290. CABIN PRESS GAUGES AT THE TIME OF OCCURRENCE SHOWED 7 PSI, 5000’ CABIN PRESS. THE WARNING LIGHT TURNED OFF AT 5000’ MSL, 1.4 PSI & 2400’ OF CABIN PRESS. CREW COMPLETED APPROPRIATE DOOR WARNING CHECKLIST & DECLARED EMER WITH ATC. CREW ELECTED TO REMAIN ON PLANNED DESTINATION AIRPORT AS THEY HAD ALREADY BRIEFED, SET UP & PREPARED FOR THE APPROACH & ILS 34R WAS A STRAIGHT IN APPROACH. ACFT LANDED WITHOUT FURTHER INCIDENT. WHILE COMPLYING WITH OPERATIONAL TEST FOUND PIN F ON CONNECTOR P1 TO BE BAD. REPLACED IAW DA20 WDM 52-30-25. RE-COMPLIED WITH OPERATIONAL TEST OF CARGO DOOR IAW DA20 MM 52-70-6. SYS CHECKED GOOD. PERFORMED RIGGING CHECK IAW DA-20 MM 52-30-01. RIGGING CHECKED GOOD WITH NO DEFECTS NOTED.

Part: PIN — DEFECTIVE (DOOR WARNING) · airframe 20,972 hrs · 16,637 cycles

CREW REPORTED CARGO DOOR WARNING LIGHT ILLUMINATED & ALARMED IN THE DESCENT OUT OF FL 290. CABIN PRESS GAUGES AT THE TIME OF OCCURRENCE SHOWED 7 PSI, 5000’ CABIN PRESS. THE WARNING LIGHT TURNED OFF AT 5000’ MSL, 1.4 PSI & 2400’ OF CABIN PRESS. CREW COMPLETED APPROPRIATE DOOR WARNING CHECKLIST & DECLARED EMER WITH ATC. CREW ELECTED TO REMAIN ON PLANNED DESTINATION AIRPORT AS THEY HAD ALREADY BRIEFED, SET UP & PREPARED FOR THE APPROACH & ILS 34R WAS A STRAIGHT IN APPROACH. ACFT LANDED WITHOUT FURTHER INCIDENT. WHILE COMPLYING WITH OPERATIONAL TEST FOUND PIN F ON CONNECTOR P1 TO BE BAD. REPLACED IAW DA20 WDM 52-30-25. RE-COMPLIED WITH OPERATIONAL TEST OF CARGO DOOR IAW DA20 MM 52-70-6. SYS CHECKED GOOD. PERFORMED RIGGING CHECK IAW DA-20 MM 52-30-01. RIGGING CHECKED GOOD WITH NO DEFECTS NOTED. NOTE THIS IS A CORRECTED SUBMISSION TO REPLACE SUBMISSION, Y2PA20150415, WHERE THE INCORRECT ACFT REGISTRATION NR WAS INPUT. A NEW CONTROL NR WAS ASSIGNED. THE PREVIOUS REPORT CAN BE DELETED FROM YOUR SYS.

Part: FASTENER — UNSERVICEABLE (CARGO DOOR) · airframe 20,858 hrs · 16,540 cycles

CARGO DOOR WARNING LIGHT ILLUMINATED & SOUNDED UPON PASSING FL 280 FOR FL 290 IN CLIMB. CREW RAN ABNORMAL CHECKLIST, DECLARED AN EMER & RETURNED. WARNING LIGHT FOR DOOR WENT OUT WHEN CABIN PRESS WAS AT 1.6 PSI. WARNING LIGHT ORIGINALLY CAME ON AT 8.2 PSI. ACFT LANDED WITHOUT INCIDENT. INSTALLED A NEW FASTENER AT FWD LOWER CABLE PULLEY OF CARGO DOOR ROTATING LATCHES. RIGGED IAW CARGO DOOR MM 52-31-01. PERFORMED ADJUSTMENT TEST OF DOOR LATCHING & INDICATION & PRESSURIZED TO MAX PSI. TESTED GOOD IAW DOOR MM 52-31-01. AIRCRAFT RETURNED TO SERVICE.

Part: CONNECTOR — SHORTED (ZONE 100) · airframe 20,854 hrs · 16,536 cycles

CREW REPORTED ON APPROACH, AFTER AUTOPILOT DISENGAGED, COPILOT FLEW FROM APPROX 2000’ AGL TO SHORT FINAL USING WHAT FELT LIKE MORE AFTER PRESS THAN NORMAL, MAINTAINING CONTROLLABILITY & REMAINING ON APPROACH PROFILE & PROPER AIRSPEED. UPON LANDING AT 20’ AGL DURING THE LANDING FLAIR THE COPILOT STATED THAT THE YOKE HAD HIT THE AFT STOP. NORMAL LANDING OCCURRED. DURING AFTER LANDING CHECKLIST IT WAS OBSERVED THAT TRIM WAS IN FULL NOSE DOWN POSITION & COULD NOT BE RETURNED TO THE TAKEOFF POSITION USING NORMAL TRIM. EMER TRIM WORKED NORMALLY ALLOWING CREW TO MOVE THE TRIM TO THE NORMAL TAKEOFF POSITION. UPON REENGAGING THE NORMAL TRIM CB THE TRIM THE TRIM DROVE ITSELF TO THE FULL NOSE DOWN POSITION AGAIN. UPON TROUBLESHOOTING FOUND WIRE 1CF21E20 FROM 3?18 TO 3?21 SHORT BETWEEN TWO WIRES CAUSING THERE TO BE POWER AT 3?21 NO MATTER POSITION OF CAPTAIN TRIM SWITCH. REMOVED WIRE CF21E220 FROM 3?18. SHRINK WRAPPED & PROPERLY SECURED IT TO REMOVE POWER FROM 3?21. CHECK FOR FULL TRAVEL IN BOTH DIRECTIONS ON FIRST OFFICERS TRIM SWITCH & EMER TRIM SWITCH. BOTH CHECKED GOOD. ACFT FLOWN UNDER SPECIAL FLIGHT PERMIT TO KYIP FOR REPAIRS. MAINTENANCE AT KYIP VERIFIED AND FOUND CONNECTOR 106?A SHORTED BETWEEN B & C. R & R CONNECTOR 106. A FIXED & MOBILE SIDES IAW WD 27 30 1. PRIMARY TRIM OPERATIONS CHECKED GOOD IAW DA-20 MM 27-20-40 & JET TASK CARD N27-01. ACFT WAS RETURNED TO SERVICE.

Part: CONTROL CABLE — OUT OF TOLERANCE (CARGO DOOR) · airframe 20,751 hrs · 16,455 cycles

CREW REPORTED, IN CRUISE FLIGHT, THEY GOT AN INDICATION OF CARGO DOOR WARNING LIGHT WITH THE AUDIBLE ALARM. CREW RAN THE BLUE BOOK CHECKLIST FOR THE PROCEDURE. DECLARED AN EMERGENCY AND DIVERTED TO NEAREST AVAILABLE AIRPORT. LIGHT WENT OUT ON FINAL APPROACH, AT 1PSI OR APPROXIMATELY 3000 MSL. MAINTENANCE WAS SENT TO AIRPORT. MAINTENANCE ADJUSTED THE CARGO DOOR ASSIST HANDLE CABLE IAW MM 52-30-01. THE OPS AND RIG CHECKED GOOD. ADDITIONAL TROUBLESHOOTING OF CARGO DOOR FOUND LOCKING CONTROL CABLE OUT OF TOLERANCE. ADJUSTED CABLE IAW MM 52-30-01. RIG AND OPS CHECK WAS GOOD. ACFT WAS RELEASED FOR TEST FLIGHT. THE SUBSEQUENT TEST FLIGHT WAS SATISFACTORY AND ACFT RETURNED TO MAIN BASE.

Part: ENGINE — FLAMED OUT (RIGHT) · airframe 20,342 hrs · 16,112 cycles

CREW REPORTED THAT DURING LEVEL OFF AT FL340, RT ENGINE FLAMED OUT. DESCENDED TO FL290, NORMAL RELIGHT, DIVERTED. ACFT LANDED WITHOUT INCIDENT. MX WAS SENT TO ACFT. MX INSPECTED THE RT ENGINE FOR FLAMEOUT IAW SEI-187 MM, CHP 72-00, TABLE 101 TROUBLESHOOTING GUIDE. NO DEFECTS WERE NOTED. RAN ENGINE FOR LEAK CHECK AND FOUND NO DEFECTS. DURING RETURN FLIGHT TO MAIN BASE, A MAXIMUM ALTITUDE ACCELERATION TEST WAS PERFORMED ON THE RT ENGINE. THE RT ENGINE PASSED THE TEST AT FL340 BUT FLAMED OUT DURING CLIMB TO FL350. THE ACFT HAS BEEN RESTRICTED TO FL320 AND THE RT ENGINE WAS PLACED ON A CARRY-OVER IAW MM, VOLUME 3, SECTION 72.00.1 THRU 72.00.3. ACFT RETURNED TO SERVICE.

Part: ENGINE — FLAMED OUT (NR 2) · airframe 20,245 hrs · 16,039 cycles

FLIGHT CREW PERFORMED A MAXIMUM ALTITUDE ACCELERATION TEST OF THE RT ENGINE AT FL310 AND FL330. ACFT PASSED TEST AT FL310. DURING TEST PERFORMED AT FL330 THE ENGINE FLAMED OUT. DECLARED AN EMERGENCY, DESCENDED TO RELIGHT ALTITUDE WHERE ENGINE SUCCESSFULLY RESTARTED. RETURNED TO POINT OF DEPARTURE AND LANDED WITHOUT INCIDENT. MX INSPECTED ENGINE P-3 LINE AND 3 FUEL FILTERS. CHECKED SPECIFIC GRAVITY SETTING OF FCU IAW MM 72-00, FIG. 103 WITH NO DEFECTS NOTED. R & R ENGINE EXHAUST PIPE DUE TO OUT OF ROUND CONDITION IAW MM 78-11-0. INSPECTED ADDITIONAL ITEMS IAW MM 72-00, PG 142A/B. ADJUSTED RIGGING OF ENGINE BLEED VALVES. PERFORMED A GROUND RUN OF ENGINE AND THE OPS CHECK WAS GOOD. MAXIMUM ALTITUDE ACCELERATION TEST WAS SUCCESSFULLY COMPLETED AT FL330. ACFT RETURNED TO SERVICE.

Part: LAMP — BURNED OUT (MLG INDICATOR) · airframe 19,808 hrs · 15,732 cycles

CREW REPORTED THAT THE LT MLG "GREEN SAFE" LIGHT EXTINGUISHED AT 500' AGL, SHORT FINAL. A MISSED APPROACH WAS EXECUTED. LANDING GEAR WAS CYCLED AND LOWERED WITH PROCEDURE "A". OPERATIONS WAS INFORMED AND DECISION WAS MADE. EMERGENCY DECLARED WITH APPROACH FOR FIRE TRUCK. LANDING WAS UNEVENTFUL. MX R & R THE LIGHT BULB ON THE LANDING GEAR INDICATOR. PERFORMED AN OPS CHECK OF LANDING GEAR SYSTEM. SYS OPS CHECKS GOOD IAW MM 32-10-0.

Part: CONTROL CABLE — BROKEN (BRAKE DISTRIBUTE) · airframe 18,547 hrs · 14,821 cycles

UPON LANDING, BRAKES WERE NORMAL UNTIL TAXI INTO THE RAMP WHEN BRAKES FAILED IN ALL MODES, PRIMARY, SECONDARY AND EMERGENCY. SHUTDOWN ENGINES AND ROLLED TO A STOP. ACFT WAS CHOCKED. MX WAS SENT AND DISCOVERED THAT THE BRAKE DISTRIBUTOR TELEFORCE CONTROL CABLE WAS BROKEN LEAVING THE BRAKE DISTRIBUTOR IN AN INTERMEDIATE POSITION THUS CAUSING COMPLETE FAILURE OF BRAKE SYS. THE TELEFORCE CABLE WAS REPLACED IAW THE MM 32-40-20. THE BRAKE EXCITATION SYS WAS ALSO SERVICED IAW MM 32-00. OPS CHECK OF THE BRAKE SYS WAS GOOD AND THE ACFT WAS RETURNED TO SERVICE.

Part: PRESSURE SENSOR — INOPERATIVE (NR 2 ENGINE) · airframe 18,402 hrs · 14,723 cycles

ON DESCENT NR 2 ENGINE OIL PRESSURE LIGHT ILLUMINATED. CREW CONDUCTED ABNORMAL OIL PRESS INFLIGHT CHECKLIST. OIL PRESSURE SECONDARY TRIPLEX GAUGE INDICATED 46 PSI AND FOLLOWED THROTTLE MOVEMENT. SHORTLY THEREAFTER OIL PRESSURE BEGAN TO FALL AD ENGINE WAS SHUTDOWN WHEN OIL PRESSURE REACHED 10 PSI. CREW DECLARED EMERGENCY AND REQUESTED DIRECT. LANDING WAS UNEVENTFUL. PERSONNEL R & R THE NR 2 ENGINE OIL FILTER IAW MM 79-22-0. R & R NR2 ENGINE OIL PRESSURE TRANSMITTER IAW MM 79-30-2. OPS AND LEAK CHECK GOOD EXCEPT NR 2 ENGINE OIL PRESSURE WARNING LIGHT REMAINS ILLUMINATED WITH GAUGE READING CORRECT. OIL PRESSURE WARNING LIGHT DEFERRED IAW MEL ITEM 79-1 AND ACFT RETURNED TO HOME BASE. R & R NR 2 ENGINE OIL PRESSURE TRANSMITTER IAW MM 79-30-2. LEAK AND OPS CHECK IS GOOD WITH CORRECT OIL PRESSURE READING AND NO WARNING LIGHT ILLUMINATED. ACFT RETURNED TO SERVICE.

Part: WARNING LIGHT — ILLUMINATED (CARGO DOOR) · airframe 18,261 hrs · 14,609 cycles

DURING DESCENT 43 MILES FROM DESTINATION AIRPORT THE CARGO DOOR WARNING LIGHT CAME ON AND STAYED ON. CREW DECLARED AN EMERGENCY, FOLLOWED EMERGENCY/ABNORMAL PROCEDURES CHECKLIST/HANDBOOK AND LANDED AT DESTINATION AIRPORT WITHOUT INCIDENT. THE CARGO DOOR WARNING LIGHT WAS WRITTEN UP IN THE ACFT LOG AND DEFERRED IAW THE MEL. THE ACFT CONTINUED IN SERVICE AND THE DEFERRAL WILL BE WORKED AT THE EARLIEST OPPORTUNITY.

Part: LAMP — INOPERATIVE (MLG INDICATOR) · airframe 17,543 hrs · 14,099 cycles

DURING LANDING APPROACH, CREW NOTED RT MLG GREEN DOWN-LOCKED LIGHT NOT ILLUMINATED. EXECUTED MISSED APPROACH, FOLLOWED CHECK PROCEDURE AND DIVERTED. DECLARED EMERGENCY AND LANDED SAFELY WITHOUT INCIDENT. MX IDENTIFIED (2) BURNED OUT LIGHT BULBS FOR RT GEAR DOWN-LOCKED POSITION. REPLACED LAMPS AND SYS CHECK GOOD IAW MM 32-30-00, PAGE 7. ACFT RETURNED TO SERVICE.

Part: COOLING FAN — SEIZED (COCKPIT) · airframe 16,390 hrs · 13,249 cycles

AS AIRCRAFT APPROACHING DESTINATION AIRPORT AND ENTERING RIGHT DOWN WIND FOR RUNWAY 23L, CREW SAW AND SMELLED ELECTRICAL SMOKE COMING FROM TOP OF PANEL ON F/O'S SIDE. CREW DECLARED EMERGENCY AND LANDED ASAP, TAXIED AIRCRAFT OFF RUN WAY, SHUT DOWN AND EVACUATED THRU NORMAL EXIT. USA JET MAINTENANCE PERSONAL INSPECTED AIRCRAFT COCKPIT COMPONENTS, WIRING AND INSTRUMENTS. NO VISUALLY DAMAGE FOUND, MAINTENANCE PERFORMED ENGINE RUN UP OF BOTH ENGINE AND COULD NOT IDENTIFY ANY ABNORMAL TROUBLES. DURING INSPECTION AND TROUBLE SHOOTING MAINTENANCE FOUND THE FMS 5000 GPS COOLING FAN MOTOR SEIZED. REPLACED FAN MOTOR AND PERFORMED SYSTEM OP'S CHECKS WITH NO FAULTS FOUND AT THIS TIME. AIRCRAFT HAS BEEN RETURNED TO SERV

Part: INLET — DAMAGED (NR 1 ENGINE) · airframe 16,241 hrs · 13,147 cycles

WEATHER CLEAR - VFR - CLIMBING THROUGH 8000' CREW HEARD A LOUD NOISE FROM REAR AND FELT AN IMPACT. CREW NOTICED LEFT ENGINE EPR CLIMB AND OIL PRESSURE DECREASING. AFTER CREW CONFIRMED SECONDARY INDICATIONS AN ENGINE SHUTDOWN WAS INITIATED USING APPROVED USA JET PROCEDURES FOR DA-20 AIRCRAFT. CREW DECLARED EMERGENCY WITH HOUSTON CENTER , APPROVED TO DIVERT TO SAT FOR LONG RUNWAY AND EMERGENCY ASSISTANCE. FIRE TRUCKS WERE CALLED OUT AS PRECAUTION BUT NOT NEED, CREW WERE ABLE TO TAXI ON THE ONE ENGINE TO THE FOB WITH NO FURTHER DAMAGE. MAINTENANCE WAS SENT FROM USA JET MAIN MAINTENANCE BASE TO INVESTIGATE AND FOUND NR 1 ENGINE SUSTAINED A BIRD STRIKE WITH INLET DAMAGE. MAINTENANCE PERSONAL PERFORMED BOROSCOP

Part: LAMP — BURNED OUT (NLG INDICATOR)

NOSE GEAR INDICATOR LIGHT INOPERATIVE ON APPROACH. CREW CLIMBED OUT TO PERFORM CHECKLIST PROCEDURES. PROCEDURE B WAS USED. ALL INDICATIONS NORMAL EXCEPT FOR GREEN LIGHT. CREW PERFORMED A FLYBY OF THE TOWER AND TOWER CONFIRMED NOSE GEAR STRAIGHT AND NORMAL. CREW DECLARED AN EMERGENCY. AIRCRAFT LANDED WITHOUT INCIDENT. AIRCRAFT SHUTDOWN ON TAXI WAY AND NOSE GEAR VISUALLY INSPECTED. GEAR APPEARED NORMAL AND AIRCRAFT TAXIED TO CUSTOMS. MAINTENANCE CONTACTED, VERIFIED THAT THE NOSE GEAR INDICATOR LIGHT (LAMP) WAS BURNED OUT. INDICATOR WAS RELAMPED AND THE OPS CHECK OF THE LIGHT WAS GOOD IAW MM. GEAR SWING NOT REQUIRED. AIRCRAFT RETURNED TO SERVICE.

Part: STUD — SHEARED (ENG COMPRESS)

NR 1 ENG FLAMED-OUT AT 32,000 FT, AIRSPEED 64 CLEAR NO TURBULENCE, -20 DEGREES CELSIUS, NR 1 EPR AND NR 1 FUEL FLOW ERRATIC DURING CLIMB. CREW DESCENDED TO FL300 & RESTARTED. RE-LIGHT OK, BUT FAN SPEED FLUCT 80-30 PERCENT. PERFORMED PRECAUTION SHUTDOWN. A/C DIVERTED & LANDED WITHOUT FURTHER INCIDENT. POST INSPECT OF ENG FOR FOD, NONE FOUND. NR 1 ENG INSPECTED IAW GE MM & AIRLINES GMM, NO DEFECTS. ENGINE RUN PERFORMED, NO DEFECTS OTHER THAN FAN SPEED IND PROBLEM. A/C RETURNED TO MX BASE FOR EVAL. EVAL ON PYLON, GAVE NO IND OF CAUSE OF FLAMEOUT. ROTATING COMPRESSOR DETERMINED 1 OR MORE COMPRESSOR STUDS MAY HAVE SHEARED DUE TO NOISE HEARD DURING ROTATION. ENG REMOVED FOR TEARDOWN & FURTHER EVAL. (M)

Part: VALVE — CONTAMINATED (CABIN LOCATION)

ELP - FLT 13608 - CABIN WOULD NOT PRESSURIZE PAST 2.5 PSI DURING CLIMB OUT. THE CABIN CONTINUED TO CLIMB DURING ASCENT PHASE OF FLIGHT AND CREW ELECTED TO RETURN TO POINT OF DEPARTURE AT EL PASO, TEXAS. NO EMERGENCY PROCEDURES WERE REQUIRED AND AIRCRAFT LANDED WITHOUT EVENT. DURING TROUBLESHOOTING AND INSPECTION OF THE SYSTEM, DISCOVERED THE OUTFLOW VALVE CONTAINED SOME DEBRIS PREVENTING IT FROM CLOSING. THE DEBRIS WAS REMOVED AND FROM THE OUTFLOW VALVE, THE AIRCRAFT WAS GROUND RUN AND THE PRESSURIZATION SYSTEM CHECKED NORMAL PER MM, CHAPTER 21-30-5. (X)