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.