# Accident 20070329005549A: Doug DC983, Orlando, FL, March 29, 2007

- Type: FAA accident report (Accident/Incident Data System), as reported
- Date: March 29, 2007, 16:16 local time
- Place: Orlando, FL
- Airport: Orlando Sanford Airport
- Damage: Substantial damage
- Phase of flight: Level Off Touchdown
- Operating rules: Air carrier (Part 121)
- Operator: WX0A
- Location: 28.7683° N, 81.2375° W: From the FAA
- Nearby events: https://openairdocs.org/map.md?lat=28.7683&lon=-81.2375&mi=10
- Aircraft: N877GA, a cancelled registration (https://openairdocs.org/deregistered/N877GA-2022-10-01) (OpenAirDocs)
- Registry model: Mcdonnell Douglas DC-9-83(MD-83) (registry code 3022083, https://openairdocs.org/model/mcdonnell-douglas-dc-9-83-md-83) (OpenAirDocs)
- Registry engine: Pratt & Whitney JT8D series (registry code 52053, https://openairdocs.org/engine/pratt-whitney-jt8d-series) (OpenAirDocs)
- Reported make and model: DOUG DC983
- People aboard: 156
- Fatal injuries: 0
- Pilot flight hours: 7,460 total, 3,000 in this make and model, 320 in the last 90 days
- NTSB investigation: [NTSB MIA07LA068](https://openairdocs.org/ntsb/MIA07LA068) (OpenAirDocs)
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20070329005549A

## Narrative

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

(-23) COMPLETE LOSS OF RIGHT SIDE HYDRAULIC PRESSURE AND QUANTITY. FLIGHT CREW HAD TO USE ALTERNATE EXTENSION CONTROL LEVER TO EXTEND LANDING GEAR. BOTH MAIN LANDING GEAR DEPLOYED, NOSE LANDING GEAR REMAINED IN THE UP AND LOCKED POSITION. EMERGENCY DECLARED AND PROCEEDED TO LAND WITHOUT NOSE GEAR EXTENSION. THERE WAS NO FIRE OR FUEL LEAKAGE AND FIRE/RESCUE GAVE OK TO EVACUATE. ONE PAX INJURED ON EVACUATION - REFUSED MEDICAL TREATMENT AND DEPARTED AIRPORT. INITIAL INSPECTION BY FAA IDENTIFIED THAT "B" NUT ATTACHED TO CHECK VALVE ON RUDDER HYDRAULIC POWER SHUT-OFF VALVE (P/N 3772374-5503) WAS COMPLETELY SEPARATED FROM VALVE, CAUSING LOSS OF RIGHT HYDRAULIC QUANTITY AND PRESSURE. IT IS THE OPINION OF THE IIC THAT THE ALTERNATE EXTENSION CONTROL LEVER WAS NOT POSITIONED IN THE FULL UP POSITION BY THE FLIGHT CREW, ALLOWING THE GEAR TO FREE FALL. THE HANDLE SHOULD STAY UP IN THE SPRING LOADED DETENT (REF: MD-80AMM, CHAPTER 32-30-00, PAGE 203). THIS OPINION IS DETERMINED BY FINDING THE EXTENSION CONTROL HANDLE IN THE STOWED POSITION AFTER LANDING.

## The NTSB's investigation of this event (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 MIA07LA068](https://openairdocs.org/ntsb/MIA07LA068), Mar 29, 2007: McDonnell Douglas DC-9-83 (MD-83) (N877GA), Sanford, FL, substantial damage. Probable cause: The flight crew's failure to complete the checklist and adhere to airplane placards. Contributing to the accident was a separation of a B-nut on the rudder power hydraulic shut off valve for…

## Other reports on N877GA (2)

Matched to the same aircraft by N-number and date.

- [Incident 20160203005489I](https://openairdocs.org/incident/20160203005489I), Feb 3, 2016: Mcdonnell Douglas DC-9-83(MD-83) (N877GA), Allentown, PA, No damage. After touchdown in (abe), the crew heard a noise and felt a small yaw. Stopped the aircraft and found that both main tires had blown on the left side. This…
- [Incident 20110526012319I](https://openairdocs.org/incident/20110526012319I), May 26, 2011: Mcdonnell Douglas DC-9-83(MD-83) (N877GA), Pittsburgh, PA, No damage. During climb out, allegiant air LLC flight 607, N877GA. (MD-83) experienced an low oil pressure indication. Engine was shut down and aircraft returned to land…

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.

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