Narrative:

I was given the assignment that was issued by maintenance control to verify if 2 specific buttons were installed on the mode control panel (MCP). I checked the aircraft and they were not present. I called maintenance control back to give my findings but the controller that asked for us to look at the MCP was not available. I left the information with the controller that I spoke to. At this time I started to research the illustrated parts catalog (ipc) against what was installed on the aircraft. At this point; I realized that ea 2211-01037 OP1 had already been accomplished; and that the MCP installed on the aircraft was not the correct one. There was still ground time available; to right&right; with the correct MCP. I then ordered the correct MCP; and installed it; per the aircraft maintenance manual (amm). When the aircraft came back; on the following morning; maintenance control wanted the MCP changed; and stated that scimqc needed to be updated; and that according to an I/west note in the ipc; of the part installed; it was the incorrect part. I didn't ever look at scimqc; because the ipc is the superseding documentation to use. I then researched this note; and it stated that if the aircraft that said MCP is being installed on; is a boeing 737 catiiib; it must be downgraded to 'no land 3.' this note should not state that; because [the company] has B737s; but they should not be classified as catiiib; because to have that classification; the aircraft must have 3 RA and 3 ILS; and all of their B737s; in service; currently have only 2 of each; classifying them as catiiia. At this point; the aircraft had already been downgraded to 'no autoland;' so I went out and performed a land verification test on it; and upgraded it to 'full autoland' CAT status; whilst my supervisor was calling and talking with maintenance control; to tell them of what was transpiring. When I signed it off I referenced the amm and [the company's] own CAT awareness cbt which states that for an aircraft to be classified as catiiia it must have at least 2 RA and 2 ILS and for an aircraft to be classified as catiiib; it must have 3 RA and 3 ILS. Maintenance control agreed and was to contact engineering to have this updated in the ipc. From all of my documentation I believe that the aircraft is flying around correctly with full autoland capabilities; but I realized that I didn't document anything about the incident with the ipc I/west note.

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Original NASA ASRS Text

Title: B737-900 Maintenance Technician reported that the information in the IPC was incorrect and misleading.

Narrative: I was given the assignment that was issued by Maintenance Control to verify if 2 specific buttons were installed on the Mode Control Panel (MCP). I checked the aircraft and they were not present. I called Maintenance Control back to give my findings but the Controller that asked for us to look at the MCP was not available. I left the information with the controller that I spoke to. At this time I started to research the Illustrated Parts Catalog (IPC) against what was installed on the aircraft. At this point; I realized that EA 2211-01037 OP1 had already been accomplished; and that the MCP installed on the aircraft was not the correct one. There was still ground time available; to R&R; with the correct MCP. I then ordered the correct MCP; and installed it; per the Aircraft Maintenance Manual (AMM). When the aircraft came back; on the following morning; Maintenance Control wanted the MCP changed; and stated that SCIMQC needed to be updated; and that according to an I/W note in the IPC; of the part installed; it was the incorrect part. I didn't ever look at SCIMQC; because the IPC is the superseding documentation to use. I then researched this note; and it stated that if the aircraft that said MCP is being installed on; is a Boeing 737 CATIIIB; it must be downgraded to 'NO LAND 3.' This note should not state that; because [the Company] has B737s; but they should not be classified as CATIIIB; because to have that classification; the aircraft must have 3 RA and 3 ILS; and all of their B737s; in service; currently have only 2 of each; classifying them as CATIIIA. At this point; the aircraft had already been downgraded to 'NO AUTOLAND;' so I went out and performed a land verification test on it; and upgraded it to 'FULL AUTOLAND' CAT status; whilst my supervisor was calling and talking with Maintenance Control; to tell them of what was transpiring. When I signed it off I referenced the AMM and [the Company's] own CAT AWARENESS CBT which states that for an aircraft to be classified as CATIIIA it must have at least 2 RA and 2 ILS and for an aircraft to be classified as CATIIIB; it must have 3 RA and 3 ILS. Maintenance Control agreed and was to contact Engineering to have this updated in the IPC. From all of my documentation I believe that the aircraft is flying around correctly with full autoland capabilities; but I realized that I didn't document anything about the incident with the IPC I/W note.

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.