Narrative:

Upon taxiing into the ramp at gjt we shut down engines 2 and 3. We immediately lost the right dc electrical bus (bus tie split) including the control of power nosewheel steering and interphone communication between captain and first officer. I stopped the aircraft, could not fix the problem and then continued the taxi to the parking spot. As soon as dc external power was introduced the #3 engine starter/generator engaged. The problems were written in the logbook and the airplane was grounded for several hours while company sent a mechanic with parts to fix it. After fixing the original problem 2 more problems surfaced. The aircraft now would not accept external power and the #1 dc generator dropped off-line when ever #2 dc generator was not on-line. These new problems were now written up in the logbook. A couple more hours passed while the company sent another mechanic with parts for the new problems. When he arrived he and the first mechanic immediately fixed the dc external problem while I watched (it took on 1-2 mins), then began working on the final problem which they could not fix. So the #1 dc generator was deferred with the appropriate logbook entry (the original problem had also been cleared in the logbook). Afterwards we flew the aircraft back to our maintenance base in denver. However, due to the successive similar mechanical problems that occurred, the time that elapsed (7 hours total on the ground in gjt), the confusion from 2 separate mechanics being sent out etc, and lastly, the simple cure of the dc ext power problem, at no time did the dc ext power problem get cleared in the logbook. As PIC I should have caught the mistake in the logbook before we took off. Also contributing to my laxness was that we carried no passengers on the flight from gjt direct den.

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Original NASA ASRS Text

Title: AFTER SEVEN HOURS OF MAINTENANCE ACTIVITY THE ACR MDT WAS PUT BACK IN OPERATION WITHOUT ALL THE LOGBOOK ITEMS BEING CLEARED. REPAIRS WERE COMPLETE BUT THE PAPERWORK WAS NOT COMPLETED.

Narrative: UPON TAXIING INTO THE RAMP AT GJT WE SHUT DOWN ENGS 2 AND 3. WE IMMEDIATELY LOST THE R DC ELECTRICAL BUS (BUS TIE SPLIT) INCLUDING THE CTL OF PWR NOSEWHEEL STEERING AND INTERPHONE COM BTWN CAPT AND F/O. I STOPPED THE ACFT, COULD NOT FIX THE PROB AND THEN CONTINUED THE TAXI TO THE PARKING SPOT. AS SOON AS DC EXTERNAL PWR WAS INTRODUCED THE #3 ENG STARTER/GENERATOR ENGAGED. THE PROBS WERE WRITTEN IN THE LOGBOOK AND THE AIRPLANE WAS GNDED FOR SEVERAL HRS WHILE COMPANY SENT A MECH WITH PARTS TO FIX IT. AFTER FIXING THE ORIGINAL PROB 2 MORE PROBS SURFACED. THE ACFT NOW WOULD NOT ACCEPT EXTERNAL PWR AND THE #1 DC GENERATOR DROPPED OFF-LINE WHEN EVER #2 DC GENERATOR WAS NOT ON-LINE. THESE NEW PROBS WERE NOW WRITTEN UP IN THE LOGBOOK. A COUPLE MORE HRS PASSED WHILE THE COMPANY SENT ANOTHER MECH WITH PARTS FOR THE NEW PROBS. WHEN HE ARRIVED HE AND THE FIRST MECH IMMEDIATELY FIXED THE DC EXTERNAL PROB WHILE I WATCHED (IT TOOK ON 1-2 MINS), THEN BEGAN WORKING ON THE FINAL PROB WHICH THEY COULD NOT FIX. SO THE #1 DC GENERATOR WAS DEFERRED WITH THE APPROPRIATE LOGBOOK ENTRY (THE ORIGINAL PROB HAD ALSO BEEN CLRED IN THE LOGBOOK). AFTERWARDS WE FLEW THE ACFT BACK TO OUR MAINT BASE IN DENVER. HOWEVER, DUE TO THE SUCCESSIVE SIMILAR MECHANICAL PROBS THAT OCCURRED, THE TIME THAT ELAPSED (7 HRS TOTAL ON THE GND IN GJT), THE CONFUSION FROM 2 SEPARATE MECHS BEING SENT OUT ETC, AND LASTLY, THE SIMPLE CURE OF THE DC EXT PWR PROB, AT NO TIME DID THE DC EXT PWR PROB GET CLRED IN THE LOGBOOK. AS PIC I SHOULD HAVE CAUGHT THE MISTAKE IN THE LOGBOOK BEFORE WE TOOK OFF. ALSO CONTRIBUTING TO MY LAXNESS WAS THAT WE CARRIED NO PAXS ON THE FLT FROM GJT DIRECT DEN.

Data retrieved from NASA's ASRS site as of July 2007 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.