# N845AX: 1970 Mcdonnell Douglas DC-8-61, registration cancelled 2018-01-26 - Type: Cancelled registration (FAA registry, deregistered aircraft) - Cancelled: January 26, 2018 - Status when cancelled: Registration expired, pending cancellation - Airframe: [Mcdonnell Douglas DC-8-61](https://openairdocs.org/model/mcdonnell-douglas-dc-8-61) (registry code 302195B) - Data sheets: [TCDS 4A25](https://openairdocs.org/tcds/4A25) (OpenAirDocs) - Serial number: 46157 - Year built: 1970 - Type of aircraft: Fixed wing multi engine - Certificate issued: January 11, 1990 - Last registry action: May 20, 2008 - Mode S code: AB9282 - Owner when cancelled: [Wilmington Trust Company](https://openairdocs.org/faa-owner/WILMINGTON%20TRUST%20COMPANY) - Location: [Wilmington, DE](https://openairdocs.org/faa-place/DE/Wilmington) - Owner type: Corporation - Owner's area on the map: 39.7357° N, 75.5321° W: Placed by OpenAirDocs: center of Wilmington, DE, within about 2 miles (OpenAirDocs). The owner's mailing address, not where the aircraft was based - The mark today: https://openairdocs.org/aircraft/N845AX - FAA registry: https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=845AX - Page: https://openairdocs.org/deregistered/N845AX-2018-01-26 From the FAA registry file of October 28, 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 Mcdonnell Douglas DC-8-61: https://openairdocs.org/model/mcdonnell-douglas-dc-8-61.md ## Service difficulty reports (21) Matched to this aircraft by N-number and event date, checked against the reported serial number, make and model. - [SDR ABXA000481](https://openairdocs.org/sdr/ABXA000481), Oct 28, 2000: LATCH. FAILED. COCKPIT DOOR KNOB WOULD NOT OPEN DOOR FROM OUTSIDE COCKPIT. REPAIRED AND LUBED DOOR LATCH MECHANISM IAW DC8 MM. OPS CHECKED GOOD AT THIS TIME. - [SDR ABXA000472](https://openairdocs.org/sdr/ABXA000472), Oct 19, 2000: DOUBLER. CRACKED. FOUND 12 INCH CRACK ON NR 4 INBOARD SIDE OF PYLON SKIN STATION YOP 220. *S/D* REPAIRED IAW DC8 SRM 54-2-1 AND REA D854-38893-MR. - [SDR ABXA000363](https://openairdocs.org/sdr/ABXA000363), Aug 3, 2000: WIRE. BROKEN. DURING CLIMBOUT, NR 4 ENGINE OIL TEMPERATURE WENT TO 155 DEGREES. PERFORMED ABNORMAL CHECKLIST. TEMPERATURE DID NOT CHANGE. SHUT NR 4 ENGINE DOWN. OIL TEMPERATU - [SDR ABXA000153](https://openairdocs.org/sdr/ABXA000153), Mar 20, 2000: FLOORBEAM. CORRODED. FLOORBEAM AT FUSELAGE STATION 920, RIGHT SIDE BETWEEN SEAT TRACK A AND B AT CUSPWAS CORRODED. REPAIRED FLOORBEAM IAW ABX REA D853-35008. - [SDR ABXA000145](https://openairdocs.org/sdr/ABXA000145), Mar 13, 2000: FRAME. CORRODED. STATION 1140 FRAME CORRODED UNDER UPPER FLANGE. REPAIRED IAW ABX REA D853-34995MR. - [SDR ABXA000144](https://openairdocs.org/sdr/ABXA000144), Mar 13, 2000: KEELBEAM. CORRODED. KEEL BEAM CORRODED, CENTER ASSY COMPARTMENT AT FS 665. REPAIRED IAW ABX REA D853-34991MR. - [SDR ABXA99000143](https://openairdocs.org/sdr/ABXA99000143), Mar 7, 2000: SKIN. CORRODED. DURING C-CHECK, FOUND SKIN PANEL CORRODED AT STATION 690. REPAIRED IAW ABX REA D853-34983MR. - [SDR ABXA9900035](https://openairdocs.org/sdr/ABXA9900035), Jan 22, 1999: ROD. BROKEN. CAPTAIN'S WINDOW (EMERG EXIT) LATCH PIN WAS FOUND BROKEN DURING PREFLIGHT. REPLACED LOWER FORWARD LINKAGE ROD IAW DC8 MM 56-10-3, OPS CHECKED GOOD. - [SDR ABXA9800838](https://openairdocs.org/sdr/ABXA9800838), Sep 16, 1998: CTC. SEIZED. AFTER TAKEOFF WHILE CLIMBING THRU FL200, A LOUD CTC HOWL WAS HEARD WITH A STRONG SMELL OF SOMETHING BURNING. OBSERVED NR 1 CTC SURGING. SHUT OFF NR 1 CTC AND BU - [SDR ABXA9800479](https://openairdocs.org/sdr/ABXA9800479), Jun 2, 1998: ENGINE. FAILED. DURING CRUISE FLIGHT AT FL 280, MACH.82, A SUDDEN VIBRATION WAS FELT. NR 2 ENGINE INDICATED; EGT 540, N2 80 PERCENT, OIL TEMP 125 DEG. OIL QUANTITY WAS ZERO AND - [SDR ABXA00454](https://openairdocs.org/sdr/ABXA00454), May 19, 1998: RETRACT MECH. LACK OF LUBE. AFTER TAKEOFF WHEN LANDING GEAR RETRACTED, HEARD LOUD RUMBLING NOISE FROM NOSE GEAR AREA. ALL RETRACTION INDICATIONS WERE NORMAL. RECYCLED GEAR THREE TIMES WITH - [SDR ABXA9800422](https://openairdocs.org/sdr/ABXA9800422), Mar 25, 1998: VANE. CORRODED. RIGHT VANE HAD WIDESPREAD DELAMINATION AND CORROSION. REPLACED ALL HONEYCOMB CORE DOUBLERS AND SKIN. - [SDR ABXA00035](https://openairdocs.org/sdr/ABXA00035), Jan 26, 1998: ROD. BROKEN. CAPTAIN'S WINDOW (EMERG EXIT) LATCH PIN WAS FOUND BROKEN DURING PREFLIGHT. REPLACED LOWER FORWARD LINKAGE ROD IAW DC8 MM 56-10-3, OPS CHECKED GOOD. - [SDR ABXA9600632](https://openairdocs.org/sdr/ABXA9600632), Oct 2, 1996: ENGINE. FAILED. NR 2 OIL PRESSURE LIGHT ILLUMINATED, OIL PRESSURE FLUCTUATED BELOW 35 PSI TO 20 PSI. SECURED ENGINE AT 1243 Z, RPM NEVER FELL BELOW 24 PERCENT N-2 UNTIL TOUCHDO - [SDR ABXA9600618](https://openairdocs.org/sdr/ABXA9600618), Aug 30, 1996: BATTERY PACK. DISCHARGED. EMERGENCY LIGHTING FAILED A2 CHECK INSPECTION. REPLACED EMERGENCY LIGHTING BATTERY PACK. OPS CHECKED NORMAL I/A/W DC-8 M.M. 33-50-0. - [SDR ABXA9600612](https://openairdocs.org/sdr/ABXA9600612), Aug 18, 1996: RUDDER PUMP. LEAKING. ONE HOUR INTO FLIGHT NOTICED HYDRAULIC QUANTITY SLOWLY DECREASING. MARKED GAUGE AND CONTINUED TO DECREASE VERY SLOWLY. APPROXIMATELY ONE NEEDLE WIDTH ABOVE STAN - [SDR ABXA9600611](https://openairdocs.org/sdr/ABXA9600611), Aug 18, 1996: O-RING. CUT. LOST HYDRAULIC QUANTITY DOWN TO THE N, RAN HYDRAULIC PRESS/LOSS CHECKLIST. THE QUANTITY STAYED AT THE N. VISUALLY INSPECTED AIRCRAFT, NO LEAKS NOTED. SERVICED H - [SDR ABXA9600600](https://openairdocs.org/sdr/ABXA9600600), Jul 19, 1996: LAMP. DEFECTIVE. EMERGENCY EXIT LIGHT DOES NOT INDICATE DISARMED. RELAMPED EMERGENCY EXIT LIGHT, OPS CHECK GOOD. - [SDR ABXA9600597](https://openairdocs.org/sdr/ABXA9600597), Jul 16, 1996: BOOST PUMP. DEFECTIVE. NR 4 ENGINE FEED PUMP PRESSURE LIGHT ILLUMINATED WHILE CLIMBING THROUGH 24,000 FEET AND ENGINE FLAMED OUT. CHECKLIST PROCEDURES WERE ACCOMPLISHED AND THE ENGINE - [SDR ABXA9600497](https://openairdocs.org/sdr/ABXA9600497), May 24, 1996: O-RING SEAL. DEFECTIVE. DURING APPROACH, HYDRAULIC FLUID QUANTITY DROPPED TO THE STANDPIPE LEVEL AND THE HYDRAULIC PRESSURE DECREASED AFTER THE LANDING GEAR WAS EXTENDED. REPLACED DEFE - [SDR ABXA9500656](https://openairdocs.org/sdr/ABXA9500656), Aug 8, 1995: ENGINE. FAILED. NR 4 ENGINE SHUTDOWN IN FLIGHT DUE TO ENGINE FAILURE. EGT MAXIMUM TEMPERATURE WAS 760 DEGREES CELSIUS. NR 4 ENGINE WAS SECURED IAW EMERGENCY PROCEDURE CHECKLIST ## 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 CHI92IA260](https://openairdocs.org/ntsb/CHI92IA260), Aug 28, 1992: Douglas DC-8-61 (N845AX), Morton Grove, IL, incident, minor damage. Probable cause: FAILURE OF THE RIGHT MAIN LANDING GEAR DOOR ACTUATOR. ## 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. - [Incident 19920828037119I](https://openairdocs.org/incident/19920828037119I), Aug 28, 1992: Doug DC861 (N845AX), Chicago, IL, Minor damage. Unsafe gear on retraction. Lost hydraulic fluid. Returned. On extension gear door and actuator broke away. --- 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.