# Incident 19981006040189I: Boeing 727214, Philadelphia, PA, October 6, 1998

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: October 6, 1998, 17:10 local time
- Place: Philadelphia, PA
- Airport: Philadelphia International
- Phase of flight: Climb
- Operating rules: Air carrier (Part 121)
- Operator: C8GA
- Location: 39.8721° N, 75.2407° W: Placed by OpenAirDocs at PHILADELPHIA INTL (PHL), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=39.8721&lon=-75.2407&mi=10
- Aircraft: N227JL, a cancelled registration (https://openairdocs.org/deregistered/N227JL-2004-06-09) (OpenAirDocs)
- Registry model: Boeing 727-214 (registry code 138407R, https://openairdocs.org/model/boeing-727-214) (OpenAirDocs)
- Registry engine: Pratt & Whitney JT8D-9 series (registry code 52048, https://openairdocs.org/engine/pratt-whitney-jt8d-9-series) (OpenAirDocs)
- Reported make and model: BOEING 727214
- People aboard: 3
- Fatal injuries: 0
- Pilot flight hours: 11,728 total, 828 in this make and model, 213 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/19981006040189I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

(-5)ON OCTOBER 6, 1998, AT APPROXIMATELY 17:10 LOCAL, CREW REPORTED THAT THE HORIZONTAL STABILIZER JAMMED AT 5.0 DEGREES NOSE UP AT FLIGHT LEVEL 180 AND REMAINED JAMMED DOWN TO 700 FEET AGL. THE CREW DUMPED APPROXIMATELY 20,000 POUNDS OF FUEL AND DECLARED AN EMERGENCY WHIL RETURNING TO THE POINT OF DEPARTURE AT KPHL.  THE AIRCRAFT LANDED RWY 9R AT APPROXIMATELY 17:37 LOCAL WITHOUT FURTHER INCIDENT AND TAXIED TO THE CARGO RAMP.  THE ARRF RESPONDED AS A PRECAUTION.  INITIAL CORRECTION ACTION WAS TO CLEAN AND LUBRICATE THE STABILIZER TRIM JACK SCREW AND GEAR BOX, WHICH WAS FOUND TO BE DRY OF LUBRICANT.  THE STABILIZER TRIM SYSTEM WAS OPS CHECKED MUNEROUS TIMES ON THE GROUND AND TESTED OK.  WORK WAS CONDUCTED BY CARRIER'S CONTRACTOR AT KPL, EMERY WORLD WIDE AIRLINES.  THE AIRCRAFT WAS RELEASED FOR A TEST FLIGHT ON OCTOBER 7, 1998, TO EVALUATE THE PREVIOUS CORRECTIVE ACTION UNDER FLIGHT CONDITIONS.  THIS FLIGHT WAS UNSUCCESSFUL.  THE TEST FLIGHT CREW AGAIN REPORTED THE STABILIZER JAMMING AT 1,3,5 AND 6 DEGREES, REMAINING G AT 6 DEGREES UNTIL AFTER LANDING.  SUBSEQUENT CORRECTIVE ACTION WAS TO REMOVE AND REPLACE THE STABILIZER JACK SCREW I/AW B-727 MM 27-40-41 AND OPS CHECK OK.  (LOG    PAGE 4860, DATED OCTOBER 10, 1998). THIS CORRECTIVE ACTION WAS CONDUCTED BY A.O.G. SERVICES, A CONTRACT MAINTENANCE PROVIDER BASED OUT OF JFK AIRPORT, NY, UTILIZING A & P MECHANICS WORKING UNDER THEIR CERTIFICATES.  THE AIRCRAFT WAS TEST FLOWN ON OCTOBER 11, 1998 WITH NO REPORTED DISCREPANCIES.  ALL ASPECTS OF THIS INVESTIGATION WERE COORDINATED WITH THE CHDO/PMI.  ^PRIVACY DATA OMITTED^                                                                                                                                  FILED CONPONENT INFORMATION:  JACKSCREW, P.N: 65-19482-16, S/N: G-10457.  TIME SINCE NEW/OVERHAUL:  7662.6 HOURS/3997 CYCLES.  INSTALLED ON AIRCRAFT:  JANUARY 3, 1989 BY PAN AMERICAN AIRWAYS.  AEA-FSDO-17 CONSIDERS THIS INVESTIGATION CLOSED.

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. For accidents, the NTSB's own investigation is the fuller record.

---
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.