Narrative:

After a stressful flight caused by excessive weather diversions a decision was made to divert due to estimated low fuel at intended destination. After landing it was noted that #4 engine thrust reverser failed to stow and that egt had exceeded the allowed limits. Emergency/abnormal checklist was completed and engine shutdown. After block in appropriate logbook entry was completed and after maintenance investigation we were advised that the aircraft was down pending an engine borescope. Upon our arrival back at the aircraft for continuation of our flight we were advised by maintenance that the engine was serviceable for further flight; the #4 thrust reverser was deactivated; and the flight data recorder (fdr) was inoperative. The MEL was reviewed for compliance; operations control was advised; and the new mels were added to the flight plan with the operations controllers' time and initials. Flight proceeded without further incident. I was advised by another crew member the following day after my return to my home base that we had possibly completed the flight segment with an unserviceable aircraft. Maintenance failed to tell us that the flight data recorder had in fact been removed and was not inoperative as we were led to understand. Prior to completion of the 'before start cklst' it was noted that the fdr was inoperative and the amber inoperative light was illuminated. Improve dialogue between maintenance and flight operations to clearly identify discrepancies and the proposed rectification.

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Original NASA ASRS Text

Title: B747 Flight Engineer reports a weather diversion that results in an engine over temperature and a reverser that fails to stow during landing. The flight is dispatched the next day with the thrust reverser and the FDR on MEL. The reporter learns later that the FDR was removed from the aircraft by Maintenance; possibly in violation of FARs.

Narrative: After a stressful flight caused by excessive weather diversions a decision was made to divert due to estimated low fuel at intended destination. After landing it was noted that #4 engine thrust reverser failed to stow and that EGT had exceeded the allowed limits. Emergency/Abnormal Checklist was completed and engine shutdown. After block in appropriate logbook entry was completed and after Maintenance investigation we were advised that the aircraft was down pending an engine borescope. Upon our arrival back at the aircraft for continuation of our flight we were advised by Maintenance that the engine was serviceable for further flight; the #4 thrust reverser was deactivated; and the Flight Data Recorder (FDR) was inoperative. The MEL was reviewed for compliance; Operations Control was advised; and the new MELs were added to the flight plan with the Operations Controllers' time and initials. Flight proceeded without further incident. I was advised by another crew member the following day after my return to my home base that we had possibly completed the flight segment with an unserviceable aircraft. Maintenance failed to tell us that the flight data recorder had in fact been removed and was not inoperative as we were led to understand. Prior to completion of the 'Before Start Cklst' it was noted that the FDR was inoperative and the amber inoperative light was illuminated. Improve dialogue between Maintenance and Flight Operations to clearly identify discrepancies and the proposed rectification.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.