An air carrier E120 flight crew notices that maintenance personnel did not close a gear door after c...

Attributes
ACN	384166
Time
Date	199710
Day	Sat
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : atl
State Reference	GA
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	IMC
Light	Night
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	Brasilia EMB-120 All Series
Operating Under FAR Part	Part 121
Navigation In Use	Other
Flight Phase	ground : preflight
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 200 flight time total : 6200 flight time type : 4600
ASRS Report	384166
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial pilot : cfi
Experience	flight time last 90 days : 230 flight time total : 2000 flight time type : 500
ASRS Report	384169
Events
Anomaly	aircraft equipment problem : critical non adherence : published procedure non adherence : far other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : unspecified other flight crewa
Resolutory Action	none taken : detected after the fact other
Consequence	Other
Supplementary
Air Traffic Incident	Pilot Deviation other

Narrative:

On our inbound leg we had a couple of maintenance squawks which included hydraulic service and a problem with our cabin PA system. I returned to the aircraft with my outbound paperwork and noticed that we were still being worked on. After some time the mechanic reported to me that he was finished except for the hydraulic service. The WX at this time was heavy rain and lightning in the area with 15-20 KT winds out of the east. As the mechanic finished hydraulic service I walked to the nacelle to insure that he had closed the hydraulic bay door. As I walked back around to the front of the aircraft I noticed a gear door hanging down so I turned on a hydraulic pump in the cockpit to close it. On takeoff in heavy rain and moderate turbulence, we raised the landing gear and could hear that one or more of our gear doors did not retract so we put the gear down and requested to return to the airport. Also on takeoff we received autoplt trim failure and the cabin PA system began to malfunction with multiple bells heard in the cabin and cockpit. When we requested our return to the airport we were advised by ATC that there was reported windshear on final (+20 KTS). We then elected to divert to cha where the WX was much better (1O mi visibility, calm winds). After landing at cha I walked around the aircraft and noticed that a fuselage access panel was open and a hydraulic safety valve for the gear doors was left in the locked position. Had the WX been better without the heavy rain and wind blowing against the aircraft I think that the open door would have been more noticeable to me or another aircraft on taxi out. After changing aircraft we departed from cha to tri with no further problems. Supplemental information from acn 384169: we departed after 30 mins of taxi and started to climb out and at 1500 ft AGL we raised the landing gear and heard some unusual noise. The captain recycled the gear with the same results as before. After we landed, we noticed that the fuselage access panel was open and the hydraulic safety valve was in the locked position.

Original NASA ASRS Text

Title: AN ACR E120 FLC NOTICES THAT MAINT PERSONNEL DID NOT CLOSE A GEAR DOOR AFTER COMPLETING HYD SVC, BUT THEY DID NOT NOTICE THAT A FUSELAGE ACCESS PANEL HAD ALSO BEEN LEFT OPEN AND THE HYD SHUTOFF VALVE WAS STILL CLOSED.

Narrative: ON OUR INBOUND LEG WE HAD A COUPLE OF MAINT SQUAWKS WHICH INCLUDED HYD SVC AND A PROB WITH OUR CABIN PA SYS. I RETURNED TO THE ACFT WITH MY OUTBOUND PAPERWORK AND NOTICED THAT WE WERE STILL BEING WORKED ON. AFTER SOME TIME THE MECH RPTED TO ME THAT HE WAS FINISHED EXCEPT FOR THE HYD SVC. THE WX AT THIS TIME WAS HVY RAIN AND LIGHTNING IN THE AREA WITH 15-20 KT WINDS OUT OF THE E. AS THE MECH FINISHED HYD SVC I WALKED TO THE NACELLE TO INSURE THAT HE HAD CLOSED THE HYD BAY DOOR. AS I WALKED BACK AROUND TO THE FRONT OF THE ACFT I NOTICED A GEAR DOOR HANGING DOWN SO I TURNED ON A HYD PUMP IN THE COCKPIT TO CLOSE IT. ON TKOF IN HVY RAIN AND MODERATE TURB, WE RAISED THE LNDG GEAR AND COULD HEAR THAT ONE OR MORE OF OUR GEAR DOORS DID NOT RETRACT SO WE PUT THE GEAR DOWN AND REQUESTED TO RETURN TO THE ARPT. ALSO ON TKOF WE RECEIVED AUTOPLT TRIM FAILURE AND THE CABIN PA SYS BEGAN TO MALFUNCTION WITH MULTIPLE BELLS HEARD IN THE CABIN AND COCKPIT. WHEN WE REQUESTED OUR RETURN TO THE ARPT WE WERE ADVISED BY ATC THAT THERE WAS RPTED WINDSHEAR ON FINAL (+20 KTS). WE THEN ELECTED TO DIVERT TO CHA WHERE THE WX WAS MUCH BETTER (1O MI VISIBILITY, CALM WINDS). AFTER LNDG AT CHA I WALKED AROUND THE ACFT AND NOTICED THAT A FUSELAGE ACCESS PANEL WAS OPEN AND A HYD SAFETY VALVE FOR THE GEAR DOORS WAS LEFT IN THE LOCKED POS. HAD THE WX BEEN BETTER WITHOUT THE HVY RAIN AND WIND BLOWING AGAINST THE ACFT I THINK THAT THE OPEN DOOR WOULD HAVE BEEN MORE NOTICEABLE TO ME OR ANOTHER ACFT ON TAXI OUT. AFTER CHANGING ACFT WE DEPARTED FROM CHA TO TRI WITH NO FURTHER PROBS. SUPPLEMENTAL INFO FROM ACN 384169: WE DEPARTED AFTER 30 MINS OF TAXI AND STARTED TO CLB OUT AND AT 1500 FT AGL WE RAISED THE LNDG GEAR AND HEARD SOME UNUSUAL NOISE. THE CAPT RECYCLED THE GEAR WITH THE SAME RESULTS AS BEFORE. AFTER WE LANDED, WE NOTICED THAT THE FUSELAGE ACCESS PANEL WAS OPEN AND THE HYD SAFETY VALVE WAS IN THE LOCKED POS.

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.

An air carrier E120 flight crew notices that maintenance personnel did not close a gear door after completing hydraulic service, but they did not notice that a fuselage access panel had also been left open and the hydraulic shutoff valve was still closed.