AMERISTAR AIR CARGO, INC.

Operated by Ameristar Air Cargo, Inc. (per NTSB report)

Operated by Ameristar Air Cargo, Inc. (per NTSB report)

UNABLE TO MAINTAIN CABIN PRESSURE WITH ONE PACK. CABIN LIGHT ILLUMINATED SHORTLY AFTER REACHING FL250. LAFT PACK INOP. RT PACK CURRENTLY ON MEL REF DMI# 7827716C. REMOVED AND REPLACED RT & LT FLOW CONTROL VALVES, LH SHUTOFF DIFFERENTIAL PRESSURE SWITCH PER AMM 21-31-2 AND 21-31-9. REMOVED AND REPLACED CABIN PRESSURE CONTROLLER IAW AMM 21-31-2.

TWO HOURS INTO CRUISE AT FL 350 ENCOUNTERED A LOSS OF CABIN PRESSURE. RAN COM PROCEDURES CABIN ALTITUDE WARNING/RAPID DEPRESSURIZATION. CABIN RECOVERED AND HELD AT 8500 FEET FOR ABOUT 20 MIN BEFORE A RAPID SPIKE IN CABIN CLIMB (FULL SCALE) INITIATED AN EMERGENCY DESCENT WITH ATC. CABIN DID NOT RECOVER FOR REMAINDER OF FLIGHT. DIVERTED TO KABQ. CORRECTIVE ACTION - LOG PAGE 78763 - 11/23/2025 - DURING TROUBLESHOOTING FOUND RH TEMP CONTROL VALVE STUCK IN FULL HEAT POSITION CAUSING RH AIR CONDITIIONING SYSTEM TO OVERHEAT AND SHUT DOWN. REPLACED RH TEMP CONTROL VALVE PER AMM 21-61-1; TESTED PER 21-61-1 OPS CHECK GOOD. PERFORMED CABIN PRESSURE CONTROL SYSTEMS PER AMM 21-32-0 3(A) OPS CHECK GOOD.

112000 LBS TAKEOFF, FLAPS 1, V1=144 VR=147 V2=153, RIGHT SEAT TAKEOFF. AFTER NORMAL START AND TAXI OUT FROM WILSON AIR CENTER TO RUNWAY 18L WE PROCEEDED TO TAKE THE RUNWAY AS CLEARED. ROLL OUT WAS NORMAL WITH NORMAL ENGINE SPOOL UP TO STABILIZE ENGINE PARAMETERS, PROCEEDED TO ADVANCE THROTTLES TO TAKE OFF POWER (2.13 EPR). ACCELERATION WAS NORMAL AND CONTINUED. AT APPROXIMATELY 130 KIAS A LOUD BANG WAS HEARD ON THE RIGHT SIDE OF THE AIRCRAFT; AN ABORTED TAKE OFF WAS EXECUTED AND PROCEEDED BACK. THE ATC TOWER REPORTED DEBRIS ON THE RUNWAY. THE FLIGHT ATTENDANTS REPORTED A FLAME COMING FROM THE RIGHT ENGINE AT ABOUT THE TIME OF THE "BANG". INITIAL VISUAL INSPECTION DOES NOT SHOW DAMAGE TO INLET FAN BLADES, TURBINE BLADES IN EXHAUST AREA SHOW MAJOR DAMAGE.

WHILE CRUISING AT FL350 A MASTER WARNING LIGHT ILLUMINATED, THE CABIN PRESSURE LIGHT WAS ALSO ILLUMINATED. BOTH THE CAPTAIN AND FIRST OFFICER COMPLETED THE IMMEDIATE ACTION ITEMS FOR A CABIN PRESSURE WARNING, THEN COMPLETED THE COM PROCEDURE FOR THE WARNING. PRESSURE WAS NOT RESTORED. MX TROUBLESHOT AND TESTED ON GROUND LOG PAGE 77904 PRESSURIZATION SYSTEM OPS CHECK GOOD ON GROUND. WHILE PASSING THROUGH FL235 A MASTER WARNING LIGHT ILLUMINATED, THE CABIN PRESSURE LIGHT WAS ALSO ILLUMINATED. WE STOPPED THE CLIMB AT 240. BOTH THE CAPTAIN AND FIRST OFFICER COMPLETED THE IMMEDIATE ACTION ITEMS FOR A CABIN PRESSURE WARNING. PRESSURE WAS NOT RESTORED. THE FO THEN ADVISED ATC THAT WE WOULD REQUIRE A DESCENT TO 10,000FT. ATC CLEARED US TO 10,000 FEET WITHOUT DELAY. THE IMMEDIATE ACTION ITEMS AND COM PROCEDURES FOR EMERGENCY DESCENT WERE COMPLETED DURING THE DESCENT. 7 MX FOUND LOOSE AND DAMAGED CONNECTOR AT RH ACM COMPRESSOR DISCHARGE TEMP SENSOR. R&R CONNECTOR PER DC9 SWPM 20-31. OPS CHECK PRESSURIZATION SYSTEM IN AUTO AND MANUAL MODE PER DC9 AMM 21-32. ALL OPS CHECKS GOOD ON GROUND.

WHILE PERFORMING A VISUAL INSPECTION OF THE CANT BULKHEAD FOR CRACKS PER AD 2024-20-02 FOUND CANTED BULKHEAD STA 942,225 LOWER CAP CORROSION. LOG PAGE 75814 NON-ROUTINE# 42 COMPLIED WITH FLIGHT VEHICLES CONSULTING INC (FVCI) EO 24201-1 REVSION B DATED 12/9/2024 APPROVED ON 8110-3. THE CORROSION WAS CUT OUT AND FILLERS AND DOUBLERS INSTALLED.

WHILE CRUISING AT FL350 A MASTER WARNING LIGHT ILLUMINATED, THE CABIN PRESSURE LIGHT WAS ALSO ILLUMINATED. BOTH THE CAPTAIN AND FIRST OFFICER COMPLETED THE IMMEDIATE ACTION ITEMS FOR A CABIN PRESSURE WARNING, THEN COMPLETED THE COM PROCEDURE FOR THE WARNING. PRESSURE WAS NOT RESTORED. 2/19/2025 - MX TROUBLESHOT AND TESTED ON GROUND LOG PAGE 77904 PRESSURIZATION SYSTEM OPS CHECK GOOD ON GROUND. WHILE PASSING THROUGH FL235 A MASTER WARNING LIGHT ILLUMINATED, THE CABIN PRESSURE LIGHT WAS ALSO ILLUMINATED. WE STOPPED THE CLIMB AT 240. BOTH THE CAPTAIN AND FIRST OFFICER COMPLETED THE IMMEDIATE ACTION ITEMS FOR A CABIN PRESSURE WARNING. PRESSURE WAS NOT RESTORED. THE FO THEN ADVISED ATC THAT WE WOULD REQUIRE A DESCENT TO 10,000FT. ATC CLEARED US TO 10,000 FEET WITHOUT DELAY. THE IMMEDIATE ACTION ITEMS AND COM PROCEDURES FOR EMERGENCY DESCENT WERE COMPLETED DURING THE DESCENT. 3-5-2025 LOG PAGE 77907 MX FOUND LOOSE AND DAMAGED CONNECTOR AT RH ACM COMPRESSOR DISCHARGE TEMP SENSOR. R&R CONNECTOR PER DC9 SWPM 20-31. OPS CHECK PRESSURIZATION SYSTEM IN AUTO AND MANUAL MODE PER DC9 AMM 21-32. ALL OPS CHECKS GOOD ON GROUND.

ON CLIMB OUT KDRT, AIRCRAFT BEGAN ALTERNATING LEFT/RIGHT YAW EVENTS WHICH CONTINUED THROUGHOUT FLIGHT WITH AUTOPILOT ON OR OFF. UNSCHEDULED LANDING KSAT. CORRECTIVE ACTION REMOVED AND REPLACED STAB AUG COMPUTER AND PERFORMED OPS CHECKS IAW DC9 AMM 22-11-1. OPS CHECKS GOOD.

DURING CRUISE FLIGHT PORTION ENROUTE FROM KCKB TO KEWR WE EXPERIENCED AN A SYSTEM HYDRAULIC LOSS. AS SOON AS THE ADVISORY LIGHT ILLUMINATED BOTH THE F.O. AND MYSELF VERIFIED 0 (ZERO) QUANTITY ON HYDRAULIC SYSTEM A. THE LOSS OF SYSTEM A CHECKLIST WAS PERFORMED. THE LOSS OF SYSTEM A CHECKLIST WAS COMPLETED AND LANDING WAS ACCOMPLISHED WITH NO FURTHER DIFFICULTIES. INSPECTION REVEALED A HYDRAULIC HOSE P/N BACH8A08NN0180 HAD BURST IN THE R/H MLG WHEEL WELL FWD SIDE NEAR THE FWD LANDING GEAR TRUNION. REFERENCE 737-200 IPC 29-12-00-01 PAGE 3, ITEM #7 FOR THE LOCATION OF THE HOSE AND PART NUMBER.

THE ATTACH BOLTS REFERENCE IPC 52-60-04-01 ITEM 105 P/N NAS1203-9 ITEM 110 P/N NAS1103-9 THAT SECURE RETAINER ASSEMBLY (VENTRAL STAIR DOOR BEARING) REFERENCE IPC 52-60-04-01 ITEM 26 P/N 3917209-501 TO ADJACENT STRUCTURE AND AFT STAIR ACTUATING MECHANISIMS SHEARED DURING AFT STAIR OPENING PROCEDURE WHICH CAUSED STRESS CRACKING AND FAILURE OF SURROUNDING SUPPORT STRUCTURES.

DURING CRUISE ALTITUDE 35.0, THE AIRCRAFT STARTED LOSING PRESSURIZATION AND THE CABIN ALTITUDE CLIMBED TO 11.5 K FEET. THE PILOT DECLARED AN EMERGENCY AND DECENDED TO 10K FEET, LANDED WITHOUT INCIDENT. FOUND A DUCT CLAMP LOOSE.

AFTER TAKE OFF, THE PILOT SELECTED GEAR UP WITH NO RESULTS. GEAR DOORS OPENED BUT THE GEAR DID NOT RETRACT. AFTER CYCLING THE GEAR HANDLE SEVERAL TIMES, IT WAS DISCOVERED THAT THE GEAR WOULD STILL NOT RETRACT AND THAT THE GEAR DOORS WOULD NOT CLOSE. THE PILOT DECIDED TO DIVERT. FLEW BY THE TOWER TO CONFIRM THAT THE GEAR WAS DOWN AND THAT THE GEAR DOORS WERE STILL OPEN WHICH THE TOWER CONFIRMED. DECLARED AN EMERGENCY AND LANDED WITHOUT INCIDENT. NOTED AT AIRCRAFT TOUCHDOWN THAT THE MAIN GEAR DOORS CLOSED. DISCOVERED THAT THE LANDING GEAR CONTROL VALVE WAS SLIGHTLY OUT OF ADJUSTMENT.

DURING CLIMB, THE PILOT TRIED TO SELECT FLAP UP WITH NO RESPONSE. THE FLAP INDICATION SHOWED THE RT FLAP AT 1 DEGREE AND THE LT FLAP AT 5 DEGREES. WITH NO RESPONSE TO THE FLAP HANDLE POSITION. DECLARED AN EMERGENCY AND LANDED AT AN ALTERNATE AIRPORT. THE AIRCRAFT WAS ALWAYS UNDER CONTROL AND NO ROLL OR CONTROL ISSUES. REPLACED THE RT FLAP POSITION TRANSMITTER AND THE FLAP POSITION INDICATOR CORRECTED THE DISCREPANCY.

EMERGENCY EXIT LIGHT SYSTEM, PORTABLE EMERGENCY EXIT LIGHT WILL NOT ACTIVATE WHEN SELECTED TO ON. AWAITING DETAILS ON REPAIR.

CORROSION WAS FOUND ON THE FLAP FIXED VANE ATTACH FITTING. THIS WAS REPAIRED IAW SRM CHAPTER 51.

RIGHT LOWER CTR COCKPIT WINDOW HAD CORROSION ON LOWER ZEE CHANNEL FASTENERS. R & R ZEE CHANNEL & FASTENERS IAW SRM CHAPTER 51 & 53.

FLOOR PAN WEB CORROSION ON UPPER SURFACE AT STATION 1025, LBL 10, WL232. THIS IS A SRM REPAIR WITH LEVEL 2 CORROSION.

FLOOR PAN WEB CORROSION ON UPPER SURFACE. SRM REPAIR.

IN THE AUXILIARY POWER UNIT COMPARTMENT, CORROSION WAS FOUND ON THE LOWER T CHANNEL STIFFENER ON THE MAIN AIR INLET MATING FACE. THIS IS A SRM REPAIR.

IN THE AUXILIARY POWER UNIT COMPARTMENT CORROSION WAS FOUND, MAIN AIR INLET MATING FACE STIFFENER SUPPORTS. SRM REPAIR.

FUSELAGE WINDOW BELT SKIN REPAIR STATION 422.5, L 11R TO L 15R.

VERTICAL STIFFENER BETWEEN STATION 58, STRINGER 17 - 21 HAD CORROSION.

LAP SEAM UPPER & LOWER SKIN CORRODED.

LAP SEAM UPPER & LOWER SKIN CORRODED.

STRINGER 30 CORRODED BETWEEN STATIONS 275 & 294.

RT STABILIZER, TOP SIDE SKIN WITH CORROSION SURROUNDING FASTENERS NEAR T/E.

CLIMBING THROUGH APPROXIMATELY 14,000 FEET OBSERVED NO AIRFLOW COMING FROM THE AIR VENTS, CHECKED THE CABIN ALTITUDE AND IT WAS 9,000 FT AND CLIMBING 1,000 FPM. BEFORE PROCEDURES, CABIN PRESSURE AND MASTER WARNING LIGHTS ILLUMINATED DURING DESCENT THROUGH ABOUT 12,000 FEET. DECLARED AN EMERGENCY. EXECUTED CABIN ALTITUDE WARNING IMMEDIATE ACTION ITEMS FOLLOWED BY COM PROCEDURES. AT AN ALTITUDE OF 9,500 THE CABIN PRESSURE WARNING LIGHT EXTINGUISHED. ACCOMPLISHED ALL CHECKLISTS AND LANDED WITH NO FURTHER ISSUES.

EMERGENCY LIGHTS INOPERATIVE.

LT ELEVATOR SPAR FORWARD SPAR CRACKED BEYOND LIMITS.

LEFT VERTICAL STAB HAS CORROSION.

CANTED BULKHEAD LOWER TEE CORRODED.

LT AFT SKIN CORRODED OUT OF LIMITS.

MAIN DECK FLOORBOARD CRACKED SEVERAL PLACES.

RT VERTICAL STABILIZER HAS CORROSION ON EXTERIOR SKIN.

CANTED FRAME AT BS 796 LT IS CORRODED OUT OF LIMITS.

UPPER AND MID LT CANTED FRAME CORRODED AND FOUND TO BE OUT OF LIMITS AT BS 989.

CORROSION ON OUTER SKIN AT BS 566 BELOW OVERWING EXITS.

SKIN CRACKED AT BS 340 BETWEEN L17 - 18R.

ACFT LT SIDE REAR FUSELAGE, UN-PRESSURIZED AREA AFT OF VENT LOUVERS HAS CORROSION.

AFT PRESSURE BULKHEAD DOOR FRAME CRACKED APPROX 12 INCHES FROM BOTTOM FRAME.

RT NR 11 PASSENGER COMPARTMENT WINDOW CUTOUT HAS CRACK INDICATION LOWER AFT CORNER.

FUSELAGE SKIN CRACKED BS256 BETWEEN LONGERONS 4 & 5 LT.

AFT PRESSURE BULKHEAD EXTERNAL SIDE, SURFACE CORROSION FOUND UNDER ADHESIVE, 9 O`CLOCK POSITION APPROX 1.5' FROM DOOR FRAME LT BULKHEAD.

DURING INSPECTION OF WINDOW BELT IAW AD 89-25-03, A 1" VERTICAL CRACK WAS DISCOVERED AT STA 447, ABOVE STRINGER L-15L.

DURING INSPECTION, RT STATION 817 FRAME WAS FOUND WITH DOUBLE-DRILLED HOLE FROM PREVIOUS INSTALLATION OF CARGO LINER.

DURING INSPECTION, A DRILL GOUGE DAMAGE WAS FOUND IN STATION 585, FRAME.

UPPER FUSELAGE SKIN WITH SCRATCH AT BS 846 BETWEEN S3-2R. A PERMANENT REPAIR IS REQUIRED IAW MFG REPAIR GUIDLINES UNDER WO Z10226, ITEM 2-153.

UPPER FUSELAGE BS 827 AND BS 838 BTWN S2-3L SKIN WITH SCRATCH. A PERMANENT REPAIR IS INSTALLED IAW REPAIR GUIDELINES UNDER WO Z10226, ITEM 2-134.

SECTION 43, FWD C/C BS 380 FRAME WITH UPPER FLANGE CRACKED AT S26R. A PERMANENT IS INSTALLED IAW SRM 51-40-3, FIG 1 GUIDELINES UNDER WO Z10226, ITEM 1-112.

RT WING REAR SPAR AT RSS 436 AND RSS 260 AND LT WING AT RSS 260 FLAP TRACK FITTING OTBD HOLES CORRODED. THE PARTS DAMAGED WERE REPLACEMENT, WO Z10226, ITEM'S 6-90, 5-96, 6-89.

LOWER FUSELAGE STA 774, BETWEEN STRINGER 24L AND STRINGER 25L SKIN WITH DENT. A PERMANENT REPAIR IS INSTALLED FOLLOWING MFG REPAIR GUIDELINES UNDER WO Z10226, ITEM 1-101.