# N762DA: 1981 Lockheed L-1011-385-3, registration cancelled 2010-06-04 - Type: Cancelled registration (FAA registry, deregistered aircraft) - Cancelled: June 4, 2010 - Status when cancelled: Triennial form not returned - Airframe: [Lockheed L-1011-385-3](https://openairdocs.org/model/lockheed-l-1011-385-3) (registry code 5265020) - Engine: [Rolls-Royce RB-211-22 series](https://openairdocs.org/engine/rolls-royce-rb-211-22-series) (registry code 54554) - Data sheets: [TCDS A23WE](https://openairdocs.org/tcds/A23WE), [TCDS E12EU](https://openairdocs.org/tcds/E12EU) (OpenAirDocs) - Serial number: 193Y-1210 - Year built: 1981 - Type of aircraft: Fixed wing multi engine - Engine type: Turbo-fan - Airworthiness: Standard, transport - Airworthiness date: August 21, 1981 - Certificate issued: April 28, 2004 - Last registry action: April 20, 2010 - Mode S code: AA4942 - Owner when cancelled: [Wells Fargo Bank Northwest Na Trustee](https://openairdocs.org/faa-owner/WELLS%20FARGO%20BANK%20NORTHWEST%20NA%20TRUSTEE) - Location: [Salt Lake City, UT](https://openairdocs.org/faa-place/UT/Salt%20Lake%20City) - Owner type: Corporation - Owner's area on the map: 40.7558° N, 111.8843° W: Placed by OpenAirDocs at the center of ZIP code 84111, within about a mile (OpenAirDocs). The owner's mailing address, not where the aircraft was based - The mark today: https://openairdocs.org/aircraft/N762DA - FAA registry: https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=762DA - Page: https://openairdocs.org/deregistered/N762DA-2010-06-04 From the FAA registry file of October 29, 2026, cancelled registrations. Owners' street addresses are left out. The Mode S code belongs to the N-number, not the airframe. ADs and bulletins for the Lockheed L-1011-385-3: https://openairdocs.org/model/lockheed-l-1011-385-3.md ## Service difficulty reports (29) Matched to this aircraft by N-number and event date, checked against the reported serial number, make and model. - [SDR DLL19982045](https://openairdocs.org/sdr/DLL19982045), Oct 4, 1998: OIL SYST. LEAKING. AFTER T/O, HAD ODOR AS DESCRIBED IN PREVIOUS WRITE UP THIS. DISSIPATED UNTIL DESCENT INITATED, THEN WHOLE CABIN AND FLT DECK FILLED WITH A VAPOR SMOKE. FOUND AP - [SDR DLL19982041](https://openairdocs.org/sdr/DLL19982041), Oct 3, 1998: COALESCER. CONTAMINATED. OILY SMELL IN 1ST CLASS CABIN AND C/P SMELL SEEMED NEARLY DISAPPEARED WITH NR 2 PACK OFF. RAN ENGINES PER PFHB AND PACKS ISOLATED SMELL TO NR 1 PACK. REPLACED C - [SDR DLL19981162](https://openairdocs.org/sdr/DLL19981162), May 29, 1998: REAR SPAR. CRACKED. THE LT WING REAR SPAR WAS FOUND WITH TWO CRACKED FASTENER HOLES COMMON TO THE UPPER WING SKIN AND SPAR CAP AT APPROX IWS 322. THE CRACKS WERE FOUND DURING ROUTI - [SDR DLL19981161](https://openairdocs.org/sdr/DLL19981161), May 29, 1998: REAR SPAR. CRACKED. THE RT WING REAR SPAR WAS FOUND WITH TWO CRACKED FASTENER HOLES DURING ROUTINE INSPECTIONS. ONE HOLE WAS COMMON TO THE UPPER WING SKIN AND SPAR CAP AND THE OTHE - [SDR DLL19980844](https://openairdocs.org/sdr/DLL19980844), Apr 19, 1998: TR LIGHT. ILLUMINATED. REVERSER PRESSURE LIGHT ON IN FLT POM. FOUND REVERSER STOWED AND REPLACED PRSOV WITH NO HELP. SUSPECT WIRING. - [SDR DLL19972198](https://openairdocs.org/sdr/DLL19972198), Oct 17, 1997: BULKHEAD WEB. CORRODED. FUSELAGE BULKHEAD FS 328 LBL 15 WL 127 REPAIR FOR CORROSION CUT OUT IN WEB. THE FS 328 NLG WHEEL WELL PRESSURE BULKHEAD WAS FOUND CORRODED AT WL 127, LBL 15. TH - [SDR DLL19972196](https://openairdocs.org/sdr/DLL19972196), Oct 17, 1997: LONGERON. CORRODED. FUSELAGE NOSE LG WHEEL WELL LWR LONGERON LBL 22, FS353 REPAIR FOR CORROSION DAMAGE. THE NLG WHEEL WELL LONGERON AT LBL 22, FS 353 WAS FOUND WITH EXTENSIVE CORRO - [SDR DLL16971754](https://openairdocs.org/sdr/DLL16971754), Sep 8, 1997: GEARBOX. FAILED. NR 3 ENG FLAME-OUT, NO OIL PRESS/NO N3/N1, N2 WINDMILLING NORMAL. OIL QUANTITY 19 QTS OCCURED IN CRZ AT FL 330. REPLACED GEARBOX. - [SDR DLL16971255](https://openairdocs.org/sdr/DLL16971255), Jun 27, 1997: POWER SUPPLY. INOPERATIVE. RIGHT HAND AFT SIDE EMERGENCY TRACK LIGHTS DID NOT ILLUMINATE DURING TEST. REPLACED POWER SUPPLY, OP CKS GOOD. - [SDR DLL16971232](https://openairdocs.org/sdr/DLL16971232), Jun 24, 1997: POWER SUPPLY. INOP. FWD RT OVHD EMERGENCY LIGHT WOULD NOT TEST. REPLACED POWER SUPPLY, CHECKS NORMAL. - [SDR DLL16970193](https://openairdocs.org/sdr/DLL16970193), Jan 31, 1997: REGULATOR VALVE. SHEARED. SHIP 762 DIVERTED NCE/LGW DUE TO C-SYSTEM HYDRAULIC LOSS AFTER GEAR SELECTED UP. ON ARRIVAL LGW, FOUND FLOW REGULATOR VALVE SHEARED P/N AV20A1032-107 ON LANDING - [SDR DLL16970053](https://openairdocs.org/sdr/DLL16970053), Jan 12, 1997: FUEL MANIFOLD. CRACKED. SHUTDOWN NR 3 ENG ON FINAL/DESCENT. LOW OIL PRESS LIGHT CAME ON AND OIL PRESS DROPPED BELOW 18 PSI LONGER THAN 45 SEC. OIL PRESS WAS PRECEDED BY THE LOSS OF THR - [SDR DLL16962604](https://openairdocs.org/sdr/DLL16962604), Nov 28, 1996: THROTTLE LEVER. STUCK. NR 3 THROTTLE WILL NOT RETARD PAST 2.2 UNITS ON DESCENT. ALSO, STIFF TO MOVE FWD BUT WILL MOVE FWD, HAD TO SHUT DOWN NR 3 ENG. NIL FAULT OR WEAR FOUND THROTTLE - [SDR DLL16962267](https://openairdocs.org/sdr/DLL16962267), Oct 3, 1996: SKIN. CRACKED. A CRACK WAS FOUND IN THE UPPER WING SKIN AT THE REAR SPAR UPPER CAP ATTACH LOCATION IN THE FWD ROW AT APPROX IWS 324 AND IN THE AFT ROW AT IWS 329. THE CRACKS W - [SDR DLL16954272](https://openairdocs.org/sdr/DLL16954272), Nov 7, 1995: SWITCH. INOP. ATL - ON CLIMBOUT, NR 2 ENG WOULD NOT DEVELOPE CLIMB POWER. REPLACED ALTITUDE PRESS SWITCH. - [SDR DLL16954502](https://openairdocs.org/sdr/DLL16954502), Nov 4, 1995: BLKHD CAP. CRACKED. THE STA 449 BULKHEAD CAP WAS FOUND WITH A 7 INCH LONG CRACK IN ITS BEND RADIUS AT RBL 90.70. REPAIRED PER DL ERA 272084-14. - [SDR DLL16954314](https://openairdocs.org/sdr/DLL16954314), Nov 2, 1995: REAR SPAR. CRACKED. DURING THE ACCOMPLISHMENT OF EO 7-59089-3 FOR THE RIGHT WING, CRACKS WERE FOUND EMANATING FROM EXISTING FASTENERS HOLES BETWEEN IWS 293.58 AND IWS 346.109. THE - [SDR DLL16954313](https://openairdocs.org/sdr/DLL16954313), Nov 2, 1995: LATCH FITTINGS. CORROSION. DURING THE ACCOMPLISHMENT OF SI 7-58181-12AD, THE NR 1, 2, 3 AND 8 C-1A CARGO DOOR LATCH FITTINGS WERE FOUND WITH SURFACE CORROSION IN THE UPPER WELL. ALSO, DRA - [SDR DLL16954311](https://openairdocs.org/sdr/DLL16954311), Oct 30, 1995: BLKHD FRAME. CORRODED. THE AFT P-DOME FRAME SEGMENTS BETWEEN S-22 AND S-44 WERE FOUND WITH CRACKS IN THE LOWER FLANGE RADIUS. THE FRAME SEGMENTS ARE MADE FROM .050 THICK 7178-T6 AL SH - [SDR DLL16954310](https://openairdocs.org/sdr/DLL16954310), Oct 30, 1995: SKIN. OVERSIZED HOLES. WHILE ACCOMPLISHING OPN104 OF EO 7-57989-3, FASTENER HOLES 1 A AND B THROUGH 8 A AND B, 16 HOLES IN BAY 12 WERE FOUND TO HAVE OVERSIZED FASTENERS. ALREADY INSTA - [SDR DLL16954533](https://openairdocs.org/sdr/DLL16954533), Oct 19, 1995: SKIN. CORRODED. THE FUSELAGE SKIN PANEL WAS CUT TO REMOVE CORROSION FROM STA 1423 TO 1453 AT STR 35. REPAIRED PER DL ERA 272098-14. - [SDR DLL16954505](https://openairdocs.org/sdr/DLL16954505), Oct 19, 1995: SKIN. CORRODED. THE FUSELAGE SKIN BET FS 1545, FS 1565 AND AT STR 36 WAS CORRODED AND GROUND BEYOND LIMITS. REPAIRED PER DL ERA 272061-14. - [SDR DLL16954312](https://openairdocs.org/sdr/DLL16954312), Oct 13, 1995: SKIN. CORROSION. DURING CORROSION REMOVAL, AN AREA OF SKIN AND TWO LAYERS OF BONDED SKIN WERE TRIMMED OUT IN A 9.5 INCH BY 8.75 INCH CUT OUT AT STA 1625 STRINGER 30. ALSO, THE A - [SDR DLL16954152](https://openairdocs.org/sdr/DLL16954152), Oct 7, 1995: FLOOR BEAM. CORRODED. AT HMV, FOUND CABIN FLOOR BEAM CORRODED AT FS 1763 AT RBL 442, 76, 81, 86 AND 91. REPLACED FLOOR BEAM CAP PER SRM 53-21-00, PG 849-852. - [SDR DLL16954151](https://openairdocs.org/sdr/DLL16954151), Oct 7, 1995: SEAT TRACK. CORRODED. AT HMV, FOUND LBL 30 SEAT TRACK CORRODED AT FS 1665 TO FS 1725. REPAIRED PER SRM 53-21-00 PG 836-840. - [SDR DLL16954008](https://openairdocs.org/sdr/DLL16954008), Oct 7, 1995: FLOORBEAM. CORRODED. THE FS 886 FLOORBEAM WAS CORRODED ON THE UPPER CAP AT APPROX RBL 30. THE DAMAGE WAS OUT OF LIMITS SO THE REPAIR WAS ACCOMPLISHED PER SRM 53-21-00 PAGES 823 TO 8 - [SDR DLL16954007](https://openairdocs.org/sdr/DLL16954007), Oct 7, 1995: FLOORBEAM. CORRODED. THE FS 901 BEAM WAS CORRODED AT LBL 45. THE DAMAGE WAS FOUND TO BE OUT OF LIMITS PER SRM 53-21-00 PAGES 849 TO 852. - [SDR DLL16953204](https://openairdocs.org/sdr/DLL16953204), Jul 27, 1995: LINE. FAILED. A/C DIVERTED INTO JFK WITH C-HYD SYSTEM FAILURE. FOUND LEAKING PRESSURE LINE NR 2 ENG HYD PRESS FILTER IPC, REF 29-11-53 FIG 1 PG 0 ITEM NR 95. INSTALLED NEW LI - [SDR DLL16952120](https://openairdocs.org/sdr/DLL16952120), May 12, 1995: OIL CAP. LEAKING. DURING CRUISE HAD EXCESSIVE OIL LOSS ON NR 2 ENGINE, 6 QTS IN IN ABOUT 3 HOURS, LANDED LGW. FOUND OIL TANK OIL CAP LEAKING THROUGH LOCK ASSEMBLY. REPLACED OIL C ## NTSB investigations (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB NYC97LA064](https://openairdocs.org/ntsb/NYC97LA064), Mar 27, 1997: Lockheed L-1011 (N762DA), Jamaica, NY, no damage, 1 fatal. Probable cause: The failure of the right wing walker, also the push back supervisor, to identify and avoid a hazardous condition, which resulted in his activity near the airplane's nose wheel during tow operations,… ## FAA accident and incident reports (1) From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [Accident 19970327023269A](https://openairdocs.org/incident/19970327023269A), Mar 27, 1997: Lkheed 10113853 (N762DA), New York, NY, 1 fatal. (.4)The L-1011 was pushed back from the gate by a groundcrew of 3 employees. The tug operator was seated facing the airplane, while wing walkers were placed at… --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.