Narrative:

February 2014; maintenance technicians X and Y performed replacement of left and right elevator trim tab actuators with new units. After installation; it was noted the trim tabs were not making full travel 'nose-up'. Due to lateness near end of shift; the line item was short-signed that the actuators had been removed and replaced; but was not making the correct travel and that the trim cables required rig; tension and safety after adjustments were made. I; inspector X; short-signed the inspection portion of the line item. The line item remained open for continued entries. The next day; dayshift personnel technician-Z; signed-off that rig tension and safety of the trim cable; trim travels were within limits; the no-takeoff test was accomplished and the aft baggage compartment ceiling was reinstalled and was inspected and the line item signed-off by inspector-Y. In addition; in separate line items; the actuators were lubricated by maintenance technician-a and the left-hand (lh) vertical stabilizer panel reinstalled by maintenance technician-B and both inspected by inspector-Y and these line items were signed-off. Four days later during preflight; the flight test crew alerted maintenance to the control yoke feeling light backpressure. Investigation revealed the elevator bell crank spring was not connected. It was this; the flight test crew member had felt as light. The spring was reconnected on a new work order (west/O). It was determined that an elevator travel check was required and this was accomplished on a separate work order. The lh elevator was found to need two degrees of adjustment to reach 'neutral'. This was accomplished and the line item was closed. Evidently; the method used to remove the elevators to gain access to the elevator trim tab actuators was not from the maintenance manual (M/M). I do not believe the pushrod to the elevator horns were disturbed and the elevator hinge bolts were removed to allow the elevator to be lifted sufficiently to gain access to the actuators. Even so; I inspected the safeties from the right aft side of the vertical stabilizer with an inspection mirror and was not aware of the removed lh stabilizer panel. Line items should have been used to state that the spring was removed and that travels of the elevator were required so that later shift personnel would have seen this.

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Original NASA ASRS Text

Title: An Aircraft Maintenance Inspector reports an Elevator Bell crank spring was found not re-connected after the left and right Elevator Trim Tab actuators were replaced on a Cessna CE-560XL aircraft. Flight Test crew had noted a lighter than usual control yoke backpressure during their Pre-flight Check. Improper maintenance also noted by Inspector.

Narrative: February 2014; Maintenance Technicians X and Y performed replacement of Left and Right Elevator Trim Tab actuators with new units. After installation; it was noted the Trim Tabs were not making full travel 'Nose-Up'. Due to lateness near end of shift; the Line Item was Short-Signed that the actuators had been removed and replaced; but was not making the correct travel and that the trim cables required rig; tension and safety after adjustments were made. I; Inspector X; Short-Signed the inspection portion of the Line Item. The Line Item remained open for continued entries. The next day; Dayshift personnel Technician-Z; signed-off that rig tension and safety of the trim cable; trim travels were within limits; the No-Takeoff Test was accomplished and the Aft baggage compartment ceiling was reinstalled and was inspected and the Line Item signed-off by Inspector-Y. In addition; in separate Line items; the actuators were lubricated by Maintenance Technician-A and the Left-Hand (LH) Vertical Stabilizer panel reinstalled by Maintenance Technician-B and both Inspected by Inspector-Y and these Line items were signed-off. Four days later during preflight; the Flight Test crew alerted Maintenance to the control yoke feeling light backpressure. Investigation revealed the elevator bell crank spring was not connected. It was this; the Flight Test crew member had felt as light. The spring was reconnected on a new Work Order (W/O). It was determined that an Elevator Travel Check was required and this was accomplished on a separate Work Order. The LH Elevator was found to need two degrees of adjustment to reach 'Neutral'. This was accomplished and the Line Item was closed. Evidently; the method used to remove the elevators to gain access to the Elevator Trim Tab actuators was not from the Maintenance Manual (M/M). I do not believe the pushrod to the elevator horns were disturbed and the elevator hinge bolts were removed to allow the elevator to be lifted sufficiently to gain access to the actuators. Even so; I inspected the safeties from the right aft side of the Vertical Stabilizer with an inspection mirror and was not aware of the removed LH Stabilizer panel. Line items should have been used to state that the spring was removed and that travels of the elevator were required so that later shift personnel would have seen this.

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.