Narrative:

Mechanic was instructed to completely replace top, bottom skins and honeycomb core on ground spoiler. B737-200 part number 65-46452 is an aluminum honeycomb sandwich -- built and bonded together using molds and autoclave. This spoiler was rebuilt to a much lower strength than original, using only vacuum bag methods and no molds. After 3 attempts to pass inspection (bond voids were found), it is now in the parts system. The greater problem is that this 'new' process has been adopted for other damaged aluminum flight controls. Have tried to correct problem with internal hotline call without resolution. Have suggested that the on-site boeing representative be asked if rebuilding flight controls using only vacuum bag methods is acceptable -- says he is not an enforcement agency. There is a memo from engineering which changes the reading of srm instructions to allow vacuum bag only on curved surfaces. This saves several million dollars in molds and autoclave equipment, and gives us a leg up on the competition (who use autoclaves). Callback conversation with reporter revealed the following information: the reporter stated the procedure that engineering has allowed for flat composite surfaces which is in conflict with the structural repair manual has now been approved by the company engineering to use on curved surfaces. The reporter said this problem has been ongoing for a long time and has resulted in flight control surfaces from all aircraft owned by the company cycling through the shop with poor service time. The reporter said without the proper tooling a good repair cannot be accomplished.

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Original NASA ASRS Text

Title: A B737-200 WAS DISPATCHED IN NON COMPLIANCE WITH A GND SPOILER REPAIR MADE IN CONFLICT WITH THE MAINT MANUAL AND STRUCTURAL REPAIR MANUAL.

Narrative: MECH WAS INSTRUCTED TO COMPLETELY REPLACE TOP, BOTTOM SKINS AND HONEYCOMB CORE ON GND SPOILER. B737-200 PART NUMBER 65-46452 IS AN ALUMINUM HONEYCOMB SANDWICH -- BUILT AND BONDED TOGETHER USING MOLDS AND AUTOCLAVE. THIS SPOILER WAS REBUILT TO A MUCH LOWER STRENGTH THAN ORIGINAL, USING ONLY VACUUM BAG METHODS AND NO MOLDS. AFTER 3 ATTEMPTS TO PASS INSPECTION (BOND VOIDS WERE FOUND), IT IS NOW IN THE PARTS SYS. THE GREATER PROB IS THAT THIS 'NEW' PROCESS HAS BEEN ADOPTED FOR OTHER DAMAGED ALUMINUM FLT CTLS. HAVE TRIED TO CORRECT PROB WITH INTERNAL HOTLINE CALL WITHOUT RESOLUTION. HAVE SUGGESTED THAT THE ON-SITE BOEING REPRESENTATIVE BE ASKED IF REBUILDING FLT CTLS USING ONLY VACUUM BAG METHODS IS ACCEPTABLE -- SAYS HE IS NOT AN ENFORCEMENT AGENCY. THERE IS A MEMO FROM ENGINEERING WHICH CHANGES THE READING OF SRM INSTRUCTIONS TO ALLOW VACUUM BAG ONLY ON CURVED SURFACES. THIS SAVES SEVERAL MILLION DOLLARS IN MOLDS AND AUTOCLAVE EQUIP, AND GIVES US A LEG UP ON THE COMPETITION (WHO USE AUTOCLAVES). CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE PROC THAT ENGINEERING HAS ALLOWED FOR FLAT COMPOSITE SURFACES WHICH IS IN CONFLICT WITH THE STRUCTURAL REPAIR MANUAL HAS NOW BEEN APPROVED BY THE COMPANY ENGINEERING TO USE ON CURVED SURFACES. THE RPTR SAID THIS PROB HAS BEEN ONGOING FOR A LONG TIME AND HAS RESULTED IN FLT CTL SURFACES FROM ALL ACFT OWNED BY THE COMPANY CYCLING THROUGH THE SHOP WITH POOR SVC TIME. THE RPTR SAID WITHOUT THE PROPER TOOLING A GOOD REPAIR CANNOT BE ACCOMPLISHED.

Data retrieved from NASA's ASRS site as of July 2007 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.