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A maintenance controller reports he scheduled a special maintenance inspection to be accomplished on number 3 engine for an engine indicating-engine vibration write-up at a station he thought would be the last flight cycle for an md-11 aircraft. He was later informed the aircraft actually had two more stops in between and had overflown the deferral limits.
| Attributes | |
| ACN | 1026628 |
| Time | |
| Date | 201207 |
| Local Time Of Day | 1801-2400 |
| Place | |
| Locale Reference | ZZZZ.Airport |
| State Reference | FO |
| Environment | |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | MD-11 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Parked |
| Person 1 | |
| Function | Other / Unknown |
| Events | |
| Anomaly | Aircraft Equipment Problem Critical Deviation - Procedural MEL Deviation - Procedural Published Material / Policy |
Narrative:
Upon looking at maintenance screen for aircraft location; I noticed on aircraft X; an md-11; that a special maintenance inspection was updated in ZZZZ [for] an engine indicating-engine vibration critical and they didn't have the part in stock [for] the fan case accelerometer; and had one [flight] cycle remaining. I looked at his route and seen that this aircraft was going to have 16-hours ground time in ZZZZ1; I assigned the special inspection in ZZZZ1 in july 2012. I didn't notice that this aircraft had two more stops before ZZZZ1. So aircraft X actually got to ZZZZ1 a negative one cycle. Engine maintenance requests number 3 engine be cleared for possible FOD damage. The indication system is not at fault due to four consecutive exceedance alerts. 1) visually inspect fan blades in area adjacent to core inlet; 2.5 bleed 2 port and 1st stage vanes for bird foreign object damage; reference amm 72-00- 3 02-6-2; figure 601. 2) inspect outboard area of fan blades; fan exit guide vanes; inlet and fan case flow path for damage;amm 72-00-02-6-2. 3) inspect the spinner cone for damage; worn seal or missing internal .9 weights; reference aircraft maintenance manual (amm) 72-31-01. 4) inspect turbine exhaust case and 2.9 bleed valves for metal particles; if metal found; borescope; inspect per amm 72-00-002.2. . . 5) perform a magnetic probe inspection check; reference amm 79-36-01. 6) perform a main oil filter inspection check; reference amm 79-22-05. If above steps are good; then do the engine vibration monitoring system return to service (right/T/south); perform an open cowling inspection on the engine looking for loose hardware; cracked brackets; and open support cowling rods not secured. Check the fan case accelerometer for security and do a continuity check of the wiring from the accelerometer to vibration signal conditioner. Inspect wiring for chaffing; loose connections. Critical inspection to inspect the engine for vibration issues. If no findings in above steps; replace the fan case accelerometer. Due to the fact I didn't pay attention to this aircraft's routing; this item was overflown. Recommend do not time track maintenance special inspection items. ETOPS aircraft.
Original NASA ASRS Text
Title: A Maintenance Controller reports he scheduled a Special Maintenance Inspection to be accomplished on Number 3 Engine for an ENGINE INDICATING-ENGINE VIBRATION write-up at a station he thought would be the last flight cycle for an MD-11 aircraft. He was later informed the aircraft actually had two more stops in between and had overflown the deferral limits.
Narrative: Upon looking at Maintenance screen for aircraft location; I noticed on Aircraft X; an MD-11; that a Special Maintenance Inspection was updated in ZZZZ [for] an ENGINE INDICATING-ENGINE VIBRATION CRITICAL and they didn't have the part in stock [for] the Fan Case Accelerometer; and had one [flight] cycle remaining. I looked at his route and seen that this aircraft was going to have 16-hours ground time in ZZZZ1; I assigned the Special inspection in ZZZZ1 in July 2012. I didn't notice that this aircraft had two more stops before ZZZZ1. So Aircraft X actually got to ZZZZ1 a negative one cycle. Engine Maintenance requests Number 3 Engine be cleared for possible FOD damage. The Indication System is not at fault due to four consecutive exceedance alerts. 1) visually inspect fan blades in area adjacent to core inlet; 2.5 bleed 2 port and 1st stage vanes for bird Foreign Object Damage; reference AMM 72-00- 3 02-6-2; Figure 601. 2) inspect outboard area of fan blades; fan exit guide vanes; inlet and fan case flow path for damage;AMM 72-00-02-6-2. 3) inspect the spinner cone for damage; worn seal or missing internal .9 weights; reference Aircraft Maintenance Manual (AMM) 72-31-01. 4) inspect turbine exhaust case and 2.9 bleed valves for metal particles; if metal found; borescope; inspect per AMM 72-00-002.2. . . 5) perform a magnetic probe inspection check; reference AMM 79-36-01. 6) perform a main oil filter inspection check; reference AMM 79-22-05. If above steps are good; then do the Engine Vibration Monitoring System Return to Service (R/T/S); Perform an open cowling inspection on the engine looking for loose hardware; cracked brackets; and open support cowling rods not secured. Check the fan case accelerometer for security and do a continuity check of the wiring from the accelerometer to vibration signal conditioner. Inspect wiring for chaffing; loose connections. Critical Inspection to inspect the engine for vibration issues. If no findings in above steps; replace the Fan Case Accelerometer. Due to the fact I didn't pay attention to this aircraft's routing; this item was overflown. Recommend do not time track Maintenance Special Inspection items. ETOPS aircraft.
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.