N840EX
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.
14 reports on file, 1999-05-04 – 2004-07-11.
Part: CONTROL PANEL — STUCK (APU CONTROL) · airframe 28,682 hrs · 31,319 cycles
APU FAILED DURING SHUTDOWN, C/B N-8 POPPED, ELECTRICAL ODOR IN CABIN. REMOVED AND REPLACED APU CONTROL PANEL WITH SERVICEABLE CONTROL PANEL FROM A/C 838, OPS CHECK GOOD.
Part: CONTROL PANEL — STICKING (GENERATOR) · airframe 28,682 hrs · 31,319 cycles
FLIGHT NR 3993 REPORTED AN ELECTRICAL ODOR DURING SHUTDOWN OF THE APU WITH THE ASSOCIATED CIRCUIT BREAKER N-8 POPPING. MAINTENANCE REMOVED AND REPLACED THE APU CONTROL PANEL DUE TO THE GENERATOR SWITCH STICKING IN THE ON POSITION. ALL OPERATIONAL CHECKS GOOD. AIRCRAFT RETURNED TO SERVICE.
Part: SMOKE DETECTOR — INTERMITTENT (CARGO BAY) · airframe 28,428 hrs · 31,046 cycles
FLIGHT 3909 REPORTED THE BAGGAGE BAY SMOKE WARNING AS BEING INTERMITTANTLY ACTIVATED. MAINTENANCE TROUBLESHOT AND DISABLED THE FAULTY DETECTOR IN THE BAGGAGE BAY. ITEM WAS MEL'D UNTIL PARTS COULD BE OBTAINED. ALL OTHER ASSOCIATED SYSTEMS WERE TESTED AND IN WORKING ORDER. AIRCRAFT RETURNED TO SERVICE.
Part: FLOW DIVIDER — LEAKING (NR 2 OIL PRESS) · airframe 28,099 hrs · 30,703 cycles
REPORTED A POWER LEVER SPLIT AND TORQUE GRADUALLY DECREASING AFTER TAKEOFF. THE NR 2 OIL PRESSURE WENT TO ZERO AND THE OIL PRESSURE LIGHT ILLUMINATED. CREW SHUTDOWN THE NR 2 ENGINE AND RETURNED TO RICHMOND. FLIGHT LANDED WITHOUT INCIDENT. MAINTENANCE FOUND FUEL LEAKING FROM THE NR 2 ENGINE FLOW DIVIDER,ENOUGH THAT THE ENGINE WAS SHUTTING DOWN DUE TO FUEL STARVATION. THE FLOW DIVIDER WAS REMOVED AND INSPECTED AND REINSTALLED. AIRCRAFT HAD GROUND RUN UP PERFORMED AND ALL LEAK CHECKS GOOD. AIRCRAFT RETURNED TO SERVICE.
Part: BATTERY PACK — INOPERATIVE (EMERGENCY LIGHT) · airframe 28,033 hrs · 30,636 cycles
WHILE IN LGA, MAINTENANCE REPORTED THAT THERE WERE SEVERAL FLOOR AND SIDE EMERGENCY EXIT LIGHTS INOP. MAINTENANCE REMOVED AND REPLACED THE NR 4 EMERGENCY BATTERY PACK. OPERATIONAL CHECKS WERE GOOD.
Part: RELAY — FAULTY (MLG) · airframe 27,554 hrs · 30,130 cycles
FLIGHT 3962 TO SYRACUSE REPORTED A RYTHMIC THUMPING SOUND EVERY 3-5 SECONDS IN FLIGHT AT VARIOUS PROP RPM SETTINGS. NO THUMPING REPORTED WHEN GEAR AND FLAPS EXTENDED. AIRCRAFT WAS INSPECTED AND FROM SYRACUSE A FERRY PERMIT WAS ISSUED FOR AIRCRAFT TO LOCATE TO MIDDLETOWN MAINTENANCE. MAINTENANCE TROUBLESHOT SYSTEM AND FOUND THE GEAR CYCLING WHILE IN THE UP POSITION. RELAYS 3261-K13 AND 3261-K11 WERE REPLACED AND THE SYSTEM OPERATIONAL CHECKED. ALL CHECKS GOOD AND AIRCRAFT RETURNED TO SERVICE.
Earlier reports · 1999–2003 · 8 reports
2003
Part: CONTROL UNIT — OUT OF RIG (NR 1 PROP) · airframe 27,027 hrs · 29,596 cycles
FLIGHT 3961 INTO DCA, NR 1 PROPELLER WAS UNABLE TO BE REDUCED BELOW 930 RPM IN CRUISE FLIGHT. MAINTENANCE RE-RIGGED NR 1 ENGINE PROPELLER CONTROL UNIT AND GROUND RAN AIRCRAFT, OPERATIONAL CHECK GOOD. AIRCRAFT WAS RETURNED TO SERVICE.
Part: SOCKET — DEFECTIVE (CABIN) · airframe 25,067 hrs · 27,484 cycles
DURING ROUTINE MAINTENANCE VISIT EMERGENCY PATH LIGHTING FORWARD MOST LIGHT FOUND INOPERATIVE. LIGHT SOCKET WAS REPLACED ON THE EMERGENCY PATH LIGHTING. OPERATIONAL CHECK GOOD. AIRCRAFT RETURNED TO SERVICE.
2002
Part: BATTERY PACK — DISCHARGED (CABIN) · airframe 23,274 hrs · 25,577 cycles
DURING ROUTINE MAINTENANCE VISIT FIRST TWO EMERGENCY LIGHTS WERE FOUND INOPERATIVE. EMERGENCY LIGHT BATTERY AT POSITION 500 WAS REPLACED. OPERATIONAL CHECK GOOD. AIRCRAFT RETURNED TO SERVICE.
Part: FITTING — CRACKED (LEFT) · airframe 23,060 hrs · 25,346 cycles
DURING ROUTINE MAINTENANCE VISIT, WHILE PERFORMING INSPECTION OF RUDDER ADJUSTMENT UPPER FITTING PER AD2002-01-25 LEFT FITTING FOUND TO BE CRACKED. FITTING WAS REPLACED IN ACCORDANCE WITH DASH 8 MAINTENANCE MANUAL. AIRCRAFT RETURNED TO SERVICE.
2000
Part: STRUCTURE — CRACKED (FUSELAGE) · airframe 19,793 hrs · 21,747 cycles
MDT- DURING A FLEET INSPECTION, THE REAR FUSELAGE STRUCTURE WAS FOUND CRACKED AT FRAME NR 4 STRINGER NR 4 PORT SIDE. CRACK WAS REPAIRED PER DEHAVILLAND REPAIR DRAWING RD8-55-199. AIRCRAFT WAS RETURNED TO SERVICE.
Part: SMOKE DETECTOR — DAMAGED (BAGGAGE BAY) · airframe 18,544 hrs · 20,370 cycles
FLIGHT 3794, BDL-ROC DIVERTED INTO SYR DUE TO THE SMOKE WARNING LIGHT FOR THE BAGGAGE COMPARTMENT ILLUMINATING DURING FLIGHT. NO EVIDENCE OF FIRE OR SMOKE FOUND. PAX DEPLANED AS NORMAL. MAINTENANCE INSPECTED AND FOUND THE NR 2 SMOKE DETECTOR DAMAGED, POSSIBLY FROM A BAG. THE DETECTOR WAS INOP PER MEL PROVISIONS. AIRCRAFT WAS RETURNED TO SERVICE. SUBSEQUENTLY, THE NR 2 DETECTOR WAS REMOVED AND REPLACED.
Part: SWITCH — FAILED (RUDDER)
DURING TAXI OUT, RUDDER PRESSURE AND MASTER CAUTION LIGHTS ILLUMINATED. MAINTENANCE REMOVED AND REPLACED NR 1 RUDDER PRESSURE SWITCH, OPS CHECKED GOOD. RETURNED A/C TO SERVICE. ON SUBSEQUENT REPOSITIONING FLIGHT (NON-REVENUE) LIGHTS ILLUMINATED AGAIN. MAINTENANCE CHANGED BOTH PRESSURE SWITCHES AND DISPATCHED THE A/C UNDER MEL 2706.
1999
Part: BUMPER — OUT OF POSITION (PASSENGER DOOR)
MHT FLT 3758 - PASSENGER DOOR HANDLE RECESSED. UNABLE TO OPEN DOOR FROM THE OUTSIDE. MAINTENANCE INSPECTED, FOUND RUBBER BUMPER FOR HANDLE AT FAULT. SHIMMED BUMPER, OPERATED DOOR SEVERAL TIMES, OPERATIONAL CHECK GOOD. AIRCRAFT RETURNED TO SERVICE.