Narrative:

During an overnight 757 'B' check; ZZZ management continually request aircraft maintenance technicians (amts) to transfer [maintenance discrepancy] items from the higher check to lower checks or no checks in the morning; in order to benefit the operation; circumventing a higher check's authorization or to look good on their statistics. When items are generated against a check regardless of what they are; a higher check should never be 'closed-out'; or downgraded without the items being either corrected or deferred as per our air carrier's MEL; cdl or non-essential function (nef) policy at minimum; during the period of that check. I can give an easy example of why this is important let's say on a b-check; an aircraft mechanic finds a tire beyond b-check limits and writes up the tire (i.e. Found number 7 medium large transport tire worn to limits; less than 3/32' of an inch remaining; requires replacement.) let's say they want to 'close-out' a b-check because they have a part [tire] on order so they then transfer the tire item out of b-check status to a logbook write-up while they are waiting for the part. They want their statistics to look good so they transfer items to 'close' the check out. A new mechanic is now assigned to the aircraft and does a routine check. He does not know why the item was originally generated; he then checks the tire and it is within limits as per the general manual (gm) and being a ramp mechanic he then signs-off the tire (i.e. Measured tire at 1/32' of an inch tread wear [remaining]; within limits per check manual; section 4; ok for service).as you can see this scenario knows no bounds and can get out of hand as far as leak rates; wear rates; service rates and even performance rates. The reason for higher checks is to fix the plane. That is why the limits are regarded as stricter; so that fly-on items can now get the attention they need and get repaired properly. Other great examples of this are emergency equipment due dates and so forth. I believe this type of action needs to stop and requires attention. I don't believe the amts are aware of what they are doing as they only following orders. I have made management aware of this a year or so ago and have seen this action continuing. [Recommend] keeping a check 'open' until all items generated against the check are satisfied by being fixed or deferred; but not transferred for statistical reasons.

Google
 

Original NASA ASRS Text

Title: An Aircraft Maintenance Technician (AMT) describes his work environment where Station Maintenance Management continually request that AMTs transfer maintenance discrepancy items from a B-Check (Higher Check) to a Lower Check; or even to a no check required status; to meet Operation schedules.

Narrative: During an overnight 757 'B' Check; ZZZ Management continually request Aircraft Maintenance Technicians (AMTs) to transfer [maintenance discrepancy] items from the Higher Check to Lower Checks or no checks in the morning; in order to benefit the operation; circumventing a higher check's authorization or to look good on their statistics. When items are generated against a Check regardless of what they are; a Higher Check should never be 'Closed-out'; or downgraded without the items being either corrected or deferred as per our Air Carrier's MEL; CDL or Non-Essential Function (NEF) policy at minimum; during the period of that Check. I can give an easy example of why this is important let's say on a B-Check; an Aircraft Mechanic finds a tire beyond B-Check Limits and writes up the tire (i.e. Found Number 7 MLG tire worn to limits; less than 3/32' of an inch remaining; requires replacement.) Let's say they want to 'Close-out' a B-Check because they have a part [tire] on order so they then transfer the tire item out of B-Check status to a Logbook write-up while they are waiting for the part. They want their statistics to look good so they transfer items to 'Close' the Check out. A new Mechanic is now assigned to the Aircraft and does a Routine Check. He does not know why the item was originally generated; he then checks the tire and it is within limits as per the General Manual (GM) and being a Ramp Mechanic he then signs-off the tire (i.e. measured tire at 1/32' of an inch tread wear [remaining]; within limits per Check Manual; Section 4; OK for Service).As you can see this scenario knows no bounds and can get out of hand as far as leak rates; wear rates; service rates and even performance rates. The reason for Higher Checks is to fix the plane. That is why the limits are regarded as stricter; so that fly-on items can now get the attention they need and get repaired properly. Other great examples of this are Emergency Equipment Due Dates and so forth. I believe this type of action needs to stop and requires attention. I don't believe the AMTs are aware of what they are doing as they only following orders. I have made Management aware of this a year or so ago and have seen this action continuing. [Recommend] keeping a Check 'Open' until all items generated against the Check are satisfied by being fixed or deferred; but not transferred for statistical reasons.

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.