Narrative:

While doing our preflight; we found many discrepancies with the aircraft that just came back from overhaul. The side RAIL alongside position #1 was misaligned and needed to be realigned because it was higher up than the roller mats. The hydraulic quantity was pegged full which did not agree with gauge in the wheel well. Maintenance found that the gauge in the wheel well was inaccurate and indeed the system was overfilled. Upon taxi out; the tiller would not turn to full forward and I had to use the brakes to help turn out of the parking spot; so I could clear the area with enough space to return to park. Also; the tiller would not return to the center position without additional force. Flight #X; when on final; at 800 ft the aircraft depressurized. Also; the cargo door was opening and closing much slower than normal. In all of these sits; maintenance addressed all of these problems through the night; and they were thorough in explaining to the crew the corrective actions that they had taken to resolve the problems. Callback conversation with reporter revealed the following information: reporter was the first captain to operate the airplane after overhaul at a contract maintenance station. Reporter discovered the airplane steering was completely out of rig and was just able to steer back to the gate. The direct reading hydraulic indicator in the wheel well was inoperative and the system was over-svced. The operation of the cargo door opening and closing was much slower than normal. On landing; the airplane depressurized at 800 ft. The fix required for the cabin pressure system failure is unknown.

Related reports:

Google
 

Original NASA ASRS Text

Title: A B737 WAS RELEASED FROM HVY MAINT ACCOMPLISHED AT A CONTRACT MAINT FACILITY WITH NUMEROUS MAINT DISCREPANCIES.

Narrative: WHILE DOING OUR PREFLT; WE FOUND MANY DISCREPANCIES WITH THE ACFT THAT JUST CAME BACK FROM OVERHAUL. THE SIDE RAIL ALONGSIDE POS #1 WAS MISALIGNED AND NEEDED TO BE REALIGNED BECAUSE IT WAS HIGHER UP THAN THE ROLLER MATS. THE HYD QUANTITY WAS PEGGED FULL WHICH DID NOT AGREE WITH GAUGE IN THE WHEEL WELL. MAINT FOUND THAT THE GAUGE IN THE WHEEL WELL WAS INACCURATE AND INDEED THE SYS WAS OVERFILLED. UPON TAXI OUT; THE TILLER WOULD NOT TURN TO FULL FORWARD AND I HAD TO USE THE BRAKES TO HELP TURN OUT OF THE PARKING SPOT; SO I COULD CLR THE AREA WITH ENOUGH SPACE TO RETURN TO PARK. ALSO; THE TILLER WOULD NOT RETURN TO THE CTR POS WITHOUT ADDITIONAL FORCE. FLT #X; WHEN ON FINAL; AT 800 FT THE ACFT DEPRESSURIZED. ALSO; THE CARGO DOOR WAS OPENING AND CLOSING MUCH SLOWER THAN NORMAL. IN ALL OF THESE SITS; MAINT ADDRESSED ALL OF THESE PROBS THROUGH THE NIGHT; AND THEY WERE THOROUGH IN EXPLAINING TO THE CREW THE CORRECTIVE ACTIONS THAT THEY HAD TAKEN TO RESOLVE THE PROBS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR WAS THE FIRST CAPT TO OPERATE THE AIRPLANE AFTER OVERHAUL AT A CONTRACT MAINT STATION. RPTR DISCOVERED THE AIRPLANE STEERING WAS COMPLETELY OUT OF RIG AND WAS JUST ABLE TO STEER BACK TO THE GATE. THE DIRECT READING HYD INDICATOR IN THE WHEEL WELL WAS INOP AND THE SYS WAS OVER-SVCED. THE OP OF THE CARGO DOOR OPENING AND CLOSING WAS MUCH SLOWER THAN NORMAL. ON LNDG; THE AIRPLANE DEPRESSURIZED AT 800 FT. THE FIX REQUIRED FOR THE CABIN PRESSURE SYS FAILURE IS UNKNOWN.

Data retrieved from NASA's ASRS site as of January 2009 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.