# N965VJ: 1969 Douglas DC-9-31, registration cancelled 2005-02-07 - Type: Cancelled registration (FAA registry, deregistered aircraft) - Cancelled: February 7, 2005 - Status when cancelled: Valid registration - Airframe: [Douglas DC-9-31](https://openairdocs.org/model/douglas-dc-9-31) (registry code 3022065) - Engine: [Pratt & Whitney JT8D series](https://openairdocs.org/engine/pratt-whitney-jt8d-series) (registry code 52053) - Data sheets: [TCDS A6WE](https://openairdocs.org/tcds/A6WE) (OpenAirDocs) - Serial number: 47374 - Year built: 1969 - Type of aircraft: Fixed wing multi engine - Engine type: Turbo-jet - Airworthiness: Standard - Airworthiness date: November 18, 1983 - Certificate issued: May 2, 2002 - Last registry action: January 10, 2003 - Mode S code: AD709D - Owner when cancelled: [Alameda Corp Trustee](https://openairdocs.org/faa-owner/ALAMEDA%20CORP%20TRUSTEE) - Location: [San Antonio, TX](https://openairdocs.org/faa-place/TX/San%20Antonio) - Owner type: Corporation - Owner's area on the map: 29.5387° N, 98.4913° W: Placed by OpenAirDocs at the center of ZIP code 78216, within about 2 miles (OpenAirDocs). The owner's mailing address, not where the aircraft was based - The mark today: https://openairdocs.org/aircraft/N965VJ - FAA registry: https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=965VJ - Page: https://openairdocs.org/deregistered/N965VJ-2005-02-07 From the FAA registry file of October 31, 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 Douglas DC-9-31: https://openairdocs.org/model/douglas-dc-9-31.md ## Service difficulty reports (23) Matched to this aircraft by N-number and event date, checked against the reported serial number, make and model. - [SDR USAAD01042](https://openairdocs.org/sdr/USAAD01042), Mar 3, 2001: PUMP. FAILED. MHT-PIT - FLT 1770 - DURING CLIMB-OUT, THE RIGHT HYDRAULIC PRESSURE DROPPED FOLLOWED BY THE LEFT HYDRAULIC PRESSURE. THE ALTERNATE GEAR EXTENSION WAS USED. THE - [SDR USAAD00085](https://openairdocs.org/sdr/USAAD00085), May 26, 2000: BATTERY. DISCHARGED. DTW - THE FRONT SECTION OF THE OVERHEAD EMERGENCY LIGHT WERE INOPERATIVE. MAINTENANCE REPLACED THE BATTERIES FOR THE FRONT SECTION OF THE OVERHEAD EMERGENCY LIG - [SDR USAAD99151](https://openairdocs.org/sdr/USAAD99151), Oct 23, 1999: ENGINE. FAILED. PHL-CLT- FLT 61 - ON TAKEOFF, THE LEFT ENGINE EGT WAS HIGHER THAN NORMAL. ATTEMPTS TO MATCH ENGINE PARAMETERS WERE UNSUCCESSFUL WITHOUT SIGNIFICANT THROTTLE STA - [SDR USAA991007](https://openairdocs.org/sdr/USAA991007), Sep 2, 1999: SKIN. CRACKED. PIT - DURING A/C TURN AROUND, FOUND SEVERAL FASTENER HOLES WITH RADIAL CRACKS .125 INCH, .125 INCH , .375 INCH, .25 INCH, AND .375 INCH ON SKIN AT STATION 218 B - [SDR USAA990968](https://openairdocs.org/sdr/USAA990968), Sep 2, 1999: SKIN. CORRODED. PIT - DURING A/C TURNAROUND, FOUND 4 INCH BY 5.5 INCH CORROSION AREA BETWEEN INTERNAL DOUBLER AND SKIN AT STATION 218 BETWEEN LONGERONS 21L AND 22L. CUTOUT CORR - [SDR USAAD98221](https://openairdocs.org/sdr/USAAD98221), Dec 23, 1998: BATTERY. DISCHARGED. IND - THE SERVICE DOOR EVACUATION LIGHT WAS DIM. MAINTENANCE REPLACED THE SERVICE DOOR EVACUATION LIGHT BATTERY. (M) - [SDR USAAD98186](https://openairdocs.org/sdr/USAAD98186), Oct 15, 1998: CONTROL PANEL. FAILED. BWI/BOS - FLT 728 - AFTER DEPARTURE, THE LEFT ENGINE GENERATOR TRIPPED OFF-LINE. ATTEMPTS TO RESET WERE UNSUCCESSFUL. THE APU WAS ON MEL LEAVING ONLY THE RIGHT - [SDR 98ZZZX3973](https://openairdocs.org/sdr/98ZZZX3973), Oct 15, 1998: CONTROL PANEL. FAILED. BWI/BOS - FLT 728 - AFTER DEPARTURE, THE LEFT ENGINE GENERATOR TRIPPED OFF-LINE. ATTEMPTS TO RESET WERE UNSUCCESSFUL. THE APU WAS ON MEL LEAVING ONLY THE RIGHT - [SDR USAAD98175](https://openairdocs.org/sdr/USAAD98175), Oct 7, 1998: BATTERY. DISCHARGED. IND - THE SERVICE DOOR SLIDE EMERGENCY LIGHT WAS INOPERATIVE. MAINTENANCE REPLACED THE SERVICE DOOR SLIDE EMERGENCY LIGHT BATTERY. (M) - [SDR USAAD98157](https://openairdocs.org/sdr/USAAD98157), Sep 5, 1998: SLIDE. FAILED. PIT - THE AFT ESCAPE SLIDE MECHANISM FAILED TO DEPLOY SLIDE DURING FUNCTIONAL TEST. MAINTENANCE REPAIRED THE SLIDE RELEASE MECHANISM AND REPLACED THE SLIDE ASSY - [SDR USAAD97179](https://openairdocs.org/sdr/USAAD97179), Sep 7, 1997: BATTERY. DISCHARGED. CMH - RIGHT NACELLE LIGHT INOPERATIVE. REPLACED RIGHT NACELLE BATTERY PACK. (M) - [SDR USAAD97156](https://openairdocs.org/sdr/USAAD97156), Sep 2, 1997: LIGHT. INOPERATIVE. PHL - FORWARD SLIDE PACK LIGHT FOUND INOPERATIVE. MAINTENANCE REPLACED THE LIGHT ASSEMBLY. (X) - [SDR USAAD97040](https://openairdocs.org/sdr/USAAD97040), Feb 20, 1997: BATTERY PACK. DISCHARGED. IN CLT, DURING OPERATING DAY, FOUND RIGHT NACELLE EMERGENCY LIGHT INOPERATIVE. REPAIRED WIRES AT RIGHT NACELLE LIGHT, AND REPLACED BATTERY PACK. (M) - [SDR USAA960552](https://openairdocs.org/sdr/USAA960552), Aug 13, 1996: SKIN. CRACKED. PIT - DURING Q-4 CHECK, FOUND .5 INCH CRACK IN SKIN AT AFT LOWER CORNER OF FORWARD CARGO DOOR JAMB. INSTALLED DOUBLERS PER SRO 9530117. (M) - [SDR USAA960551](https://openairdocs.org/sdr/USAA960551), Aug 13, 1996: SKIN. CORRODED. PIT - DURING Q-4 CHECK, FOUND SKIN CORROSION UNDER NR 1 ADF ANTENNA, NR 2 ADF ANTENNA AT FS 266 AND FS 304 BETWEEN LONGERON L2 AND 1. REPAIR SECTION OF SKIN PER - [SDR USAA960550](https://openairdocs.org/sdr/USAA960550), Aug 13, 1996: CUSP. CRACKED. PIT - DURING Q-4 CHECK, FOUND 5 INCH LONG CRACK FORWARD OF STATION 965, OUTBOARD OF LEFT OUTBOARD SEAT TRACK, CUSP MEMBRANE. REPLACED MEMBRANE SECTION WITH 7075 - [SDR USAA960549](https://openairdocs.org/sdr/USAA960549), Aug 13, 1996: FLOOR BEAM. CORRODED. PIT - DURING Q-4 CHECK, FOUND .5 INCH BY 10 INCH CORRODED AREA AT UPPER AND LOWER SURFACES 'T' CAP FLOOR BEAM 996 LEFT. SPLICED IN NEW 'T' ANGLE PER TYPICAL REP - [SDR USAA950617](https://openairdocs.org/sdr/USAA950617), Jun 19, 1995: UPPER STOP CABLE. BROKEN. DCA - FLT 481 - UPON RETRACTING THE GEAR, A LOUD NOISE WAS HEARD AROUND THE NOSE GEAR AREA FOLLOWED BY A VIBRATION. ALL INDICATIONS WERE NORMAL. FLIGHT RETURNED - [SDR 95ZZZW810](https://openairdocs.org/sdr/95ZZZW810), Jun 19, 1995: DOOR LINK. BROKEN. DCA - FLT 481 - UPON RETRACTING THE GEAR, A LOUD NOISE WAS HEARD AROUND THE NOSE GEAR AREA FOLLOWED BY A VIBRATION. ALL INDICATIONS WERE NORMAL. FLIGHT RETURNED - [SDR 95ZZZW809](https://openairdocs.org/sdr/95ZZZW809), Jun 19, 1995: SPRING TENSION. BROKEN. DCA - FLT 481 - UPON RETRACTING THE GEAR, A LOUD NOISE WAS HEARD AROUND THE NOSE GEAR AREA FOLLOWED BY A VIBRATION. ALL INDICATIONS WERE NORMAL. FLIGHT RETURNED - [SDR 95ZZZW808](https://openairdocs.org/sdr/95ZZZW808), Jun 19, 1995: LOWER STOP CABLE. BROKEN. DCA - FLT 481 - UPON RETRACTING THE GEAR, A LOUD NOISE WAS HEARD AROUND THE NOSE GEAR AREA FOLLOWED BY A VIBRATION. ALL INDICATIONS WERE NORMAL. FLIGHT RETURNED - [SDR USAA950534](https://openairdocs.org/sdr/USAA950534), May 28, 1995: FILTER. LEAKING. CVG - FLIGHT 0404 - CREW RECEIVED AN ERRATIC 'RIGHT OIL STRAINER CLOGGING' ANNUNCIATOR LIGHT BUT DID NOT EXTINGUISH WITH THE THROTTLE TO IDLE. THE ENGINE WAS SH - [SDR USAA950102](https://openairdocs.org/sdr/USAA950102), Feb 7, 1995: STRUT. INOPERATIVE. SYR - FLT 0545 - AFTER TAKEOFF, CREW RECEIVED A NOSE GEAR UNSAFE LIGHT. THE GEAR WAS CYCLED TWO MORE TIMES AND THE LIGHT REMAINED ON. THE FLIGHT DIVERETED TO SY ## NTSB investigations (2) 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 MKC89IA024](https://openairdocs.org/ntsb/MKC89IA024), Nov 16, 1988: Mcdonnell Douglas DC9-31 (N965VJ), Minneapolis, MN, incident, minor damage. Probable cause: THE FAILURE OF THE LEFT MAIN LANDING GEAR TIRE CARCASS AND THE INGESTION OF THE TIRE DEBRIS INTO THE LEFT ENGINE WHICH HINDERED NORMAL OPERATION. - [NTSB DCA85IA001](https://openairdocs.org/ntsb/DCA85IA001), Oct 14, 1984: McDonnell Douglas DC-9-30 (N965VJ), Erie, PA, incident, minor damage ## FAA accident and incident reports (7) 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 19900126006389I](https://openairdocs.org/incident/19900126006389I), Jan 26, 1990: Doug DC931 (N965VJ), Buffalo, NY. Pressurization problems. Returned. Duct from cold air unit had blown and was reinstalled. - [Incident 19881115068459I](https://openairdocs.org/incident/19881115068459I), Nov 15, 1988: Doug DC931 (N965VJ), Minneapolis, MN, Minor damage. Aborted takeoff roll due to failure of left gear tire. Ingested rubber into engine. Ran off end of runway. - [Incident 19841014077099I](https://openairdocs.org/incident/19841014077099I), Oct 14, 1984: Doug DC931 (N965VJ), Erie, PA, Minor damage. Failed to activate approach while landing below dh in dark nite and heavy fog, landed offside of runway in soft mud - [Incident 19800124017259I](https://openairdocs.org/incident/19800124017259I), Jan 24, 1980: Doug DC931 (N965VJ), Boston, MA, Minor damage. Nose gear strut flat. Strut repacked and the aircraft was returned to service. - [Incident 19800112014859I](https://openairdocs.org/incident/19800112014859I), Jan 12, 1980: Doug DC9 (N965VJ), Pittsburgh, PA. Aircraft would not pressurize on climbout. Left system disconnected as per MEL. Subsequent maintenance checked ok. - [Incident 19790116001819I](https://openairdocs.org/incident/19790116001819I), Jan 16, 1979: Doug DC9 (N965VJ), Pittsburgh, PA. Flight returned due to epr and fuel flow fluctuations. Lack of lubrication. Correct date 790115, 2ACC on 790115. - [Incident 19790115001809I](https://openairdocs.org/incident/19790115001809I), Jan 15, 1979: Doug DC931 (N965VJ), Pittsburgh, PA. Flight returned due to gear unsafe indication. Found a faulty uplock switch. --- 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.