A composite shop aircraft maintenance technician (amt) reports why he refused to sign-off an outboar...

Narrative:

Received a call on [hangar] dock-6 to look at a delamination (delam) on the outboard (O/B) flap on left wing. Tapped checked; located a delam on old repair and one more [area]. We have two delams at this time on a chem-milled panel. The composite shop cannot duplicate conditions [used] in our home shop to apply bond primer per the boeing corporation repair manual [on the flap] in the hangar. So we had dock mechanics pull flap and send to composite shop. Supervision then started asking different shops if they can repair 'on-wing'. The paint and fiberglass shop decided they would accept the job with the help of a lead mechanic. In the general procedures manual (gpm); it has certain steps to accomplish [the application of bond primer] with the aid of quality assurance (Q/a) to follow; in accordance with the gpm. None of the steps were taken with qa involved. The process of applying bond primer cannot be accomplished [properly] 'on-wing' in the hangar. Material verification was bypassed and material removal [verification] was bypassed. At no time were Q/a involved in the repair process. You have to have access the back side of flap panel to bag during hot bond cure and to tap check. Hangar dock did not want to pull and send to shop. [Recommended] to pull [flap] part and send to shop.

Original NASA ASRS Text

Title: A Composite Shop Aircraft Maintenance Technician (AMT) reports why he refused to sign-off an Outboard Flap skin delamination of the aluminum honeycomb core as a Permanent Repair after the Bond Repair was accomplished in an uncontrolled Hangar environment.

Narrative: Received a call on [Hangar] Dock-6 to look at a delamination (delam) on the Outboard (O/B) flap on left wing. Tapped checked; located a delam on old repair and one more [area]. We have two delams at this time on a Chem-milled panel. The Composite Shop cannot duplicate conditions [used] in our home shop to apply bond primer per the Boeing Corporation Repair Manual [on the flap] in the hangar. So we had dock mechanics pull flap and send to Composite Shop. Supervision then started asking different Shops if they can repair 'On-Wing'. The Paint and Fiberglass Shop decided they would accept the job with the help of a Lead Mechanic. In the General Procedures Manual (GPM); it has certain steps to accomplish [the application of Bond Primer] with the aid of Quality Assurance (Q/A) to follow; IAW the GPM. None of the steps were taken with QA involved. The process of applying bond primer cannot be accomplished [properly] 'On-Wing' in the hangar. Material verification was bypassed and material removal [verification] was bypassed. At no time were Q/A involved in the repair process. You have to have access the back side of flap panel to bag during hot bond cure and to Tap Check. Hangar dock did not want to pull and send to shop. [Recommended] to pull [flap] part and send to shop.

Data retrieved from NASA's ASRS site 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.

Attributes
ACN	1142528
Time
Date	201401
Place
Locale Reference	ZZZ.Airport
State Reference	US
Aircraft 1
Make Model Name	B767-300 and 300 ER
Operating Under FAR Part	Part 121
Flight Phase	Parked
Component
Aircraft Component	Trailing Edge Flap
Person 1
Function	Technician
Qualification	Maintenance Airframe Maintenance Powerplant
Events
Anomaly	Aircraft Equipment Problem Critical Deviation - Procedural Maintenance Deviation - Procedural Published Material / Policy

A composite shop aircraft maintenance technician (amt) reports why he refused to sign-off an outboard flap skin delamination of the aluminum honeycomb core as a permanent repair after the bond repair was accomplished in an uncontrolled hangar environment.