Narrative:

I accomplished job card and inspected medium large transport (main landing gear) keel beam door hinge & actuator fitting - non destructive test (ndt); on aircraft X. On the left actuator fitting; I found the bushing migrated about an 1/8 [of an] inch on the forward lug. On the right actuator fitting; I found that the bushing on the aft lug was missing. I commented to the mechanic assigned to the job that the bushing was gone and he told me that it was in the parts bag with the rest of the hardware. I verified that the bushing was in the parts bag.I completed the detailed visual inspections (vdi) and the ndt inspections required by the job card. I created two non-routine work cards in fleet cycle (26-XXXX-X-XXXX/001; sn: 003 and 26-XXXX-X-XXXX/002; sn: 004) with discrepancy descriptions stating that the bushings had migrated. During my next routine shift; I found that the non-routines were signed off and tallied. The completion statement was 'cleaned lug; found bushing installation ok for continued service.' I feel that this was not an adequate corrective action for the discrepancy that I noted and basically nothing was done to correct the discrepancy or notify engineering as required by the job card.I brought this to quality control (qc) supervisor's attention; and he reopened both non-routines to have them worked. At the beginning of first shift; another qc supervisor interviewed me and [a] qc inspector; since [this] qc inspector had bought back the non-routines. Qc inspector mark stated that the machinist called him out to look at the bushings because he couldn't find anything wrong. Qc inspector stated that he did not see anything wrong. The bushings were installed and looked correct. Qc supervisor acknowledged that there needed to be more investigation and at that time; it was left to management to resolve.I believe that undocumented maintenance was accomplished by someone reinstalling the bushings before the machine shop came out to look at the job. Normally when bushing migration is found on this inspection; the machinist will remove the bushing and measure the bore of the fitting. This information is then passed on to engineering for them to use in creating a repair authorization.my immediate concern is that both the left and right medium large transport actuators on aircraft X are not properly installed because the bushings were found to be migrated and then reinstalled improperly. They are to be an interference fit per the documentation. Also; engineering is to provide the repair authorization as stated in the job card; not arbitrarily reinstalled and not documented. I believe that the upper attach points for the medium large transport door actuator for both left and right gear doors be disassembled; the bushings in question be removed and inspected including measuring the bores of the fittings. The findings should then be given to engineering for review and a proper repair provided. Anything less cannot be considered as being in compliance with ad 2015-02-14. Going forward; policies; or protocols should be in place to address issues concerning undocumented maintenance. I would like to see a policy that if an inspector is unsure of the findings and non-routines written by another inspector; that a work stop be placed on the non-routines in question and the matter investigated with the originator of the non-routine. I am giving this information as I see the potential of an aircraft being released into service in an un-airworthy condition.

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Original NASA ASRS Text

Title: A Maintenance Inspector reported the bushings on the aircraft's main gear door actuator migrated; after further review the item was incorrectly signed off.

Narrative: I accomplished job card and Inspected MLG (Main Landing Gear) Keel Beam Door Hinge & Actuator Fitting - Non Destructive Test (NDT); on Aircraft X. On the left actuator fitting; I found the bushing migrated about an 1/8 [of an] inch on the forward lug. On the right actuator fitting; I found that the bushing on the aft lug was missing. I commented to the mechanic assigned to the job that the bushing was gone and he told me that it was in the parts bag with the rest of the hardware. I verified that the bushing was in the parts bag.I completed the Detailed Visual Inspections (VDI) and the NDT inspections required by the job card. I created two non-routine work cards in Fleet cycle (26-XXXX-X-XXXX/001; SN: 003 and 26-XXXX-X-XXXX/002; SN: 004) with Discrepancy descriptions stating that the bushings had migrated. During my next routine shift; I found that the non-routines were signed off and tallied. The completion statement was 'Cleaned lug; found bushing installation OK for continued service.' I feel that this was not an adequate corrective action for the discrepancy that I noted and basically nothing was done to correct the discrepancy or notify engineering as required by the job card.I brought this to Quality Control (QC) Supervisor's attention; and he reopened both non-routines to have them worked. At the beginning of first shift; another QC Supervisor interviewed me and [a] QC Inspector; since [this] QC Inspector had bought back the non-routines. QC Inspector Mark stated that the machinist called him out to look at the bushings because he couldn't find anything wrong. QC Inspector stated that he did not see anything wrong. The bushings were installed and looked correct. QC Supervisor acknowledged that there needed to be more investigation and at that time; it was left to management to resolve.I believe that undocumented maintenance was accomplished by someone reinstalling the bushings before the machine shop came out to look at the job. Normally when bushing migration is found on this inspection; the machinist will remove the bushing and measure the bore of the fitting. This information is then passed on to Engineering for them to use in creating a repair authorization.My immediate concern is that both the left and right MLG actuators on Aircraft X are not properly installed because the bushings were found to be migrated and then reinstalled improperly. They are to be an interference fit per the documentation. Also; Engineering is to provide the repair authorization as stated in the job card; not arbitrarily reinstalled and not documented. I believe that the upper attach points for the MLG Door actuator for both left and right gear doors be disassembled; the bushings in question be removed and inspected including measuring the bores of the fittings. The findings should then be given to Engineering for review and a proper repair provided. Anything less cannot be considered as being in compliance with AD 2015-02-14. Going forward; policies; or protocols should be in place to address issues concerning undocumented maintenance. I would like to see a policy that if an inspector is unsure of the findings and non-routines written by another inspector; that a work stop be placed on the non-routines in question and the matter investigated with the originator of the non-routine. I am giving this information as I see the potential of an aircraft being released into service in an un-airworthy condition.

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.