Narrative:

At XA52 on dec/xa/99, I received a letter of investigation from the FAA. The letter stated a review of engine records of engine serial number wvxy revealed some parts were improperly installed. As per card # 6-7 of the core engine module front stator case assembly log, on jul/mon/98 I verified the matching stator case serial numbers, installed the inlet guide vanes and first stage variable stator vanes in both the upper and lower case halves on dec/tue/98. On this date I also installed the actuation ring segments for both igu and stage 1 vanes. During this installation of the rings, the lever arms for the particular vane stage is also installed. It was shown to me by mr X (CF6-6 stator case engineer) that an igu lever arm and second stage lever arm were installed improperly on the first stage actuation ring. I can state with full honesty that at the time of installation of the lever arms on the stage 1 of this stator case's actuation rings, installed the parts believing them to be the correct parts and installed them according to the procedures stated in the bill of work and job card (CF6-6 engine build manual) and the shop procedures in place at that time to the best of my ability. Callback conversation with reporter revealed the following information: the reporter stated 2 incorrect variable stator vane lever arms were installed in the first stage compressor section inadvertently. The reporter said when this engine was built up the manual had no positive way of identing the various lever arms and the stage match. The reporter stated this incident resulted in a fixture being built that checked the lever arm and idented the stage it matched. The reporter said the procedure now is to identify the arm and then etch the lever arm with the matching stage either '0,' '1,' or '2.' the reporter said the improved procedure was long overdue and will prevent this type of incident from happening again. The reporter stated the FAA has contacted the reporter regarding this incident. Callback conversation with reporter acn 459122 revealed the following information: the reporter stated the lever arms were installed prior to his involvement with the engine compressor case. The reporter stated the engine build up manual has been revised to use a fixture to measure and identify the arms. The reporter said the engine in question operated for 1500 hours when removed for stalling. The reporter stated other engine problems and not the 2 incorrect lever arms may have been the cause of engine replacement.

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Original NASA ASRS Text

Title: A DC10-10 WAS DISPATCHED IN NON COMPLIANCE WITH #2 ENG VARIABLE STATOR VANE FIRST STAGE ASSEMBLED INCORRECTLY DURING ENG BUILDUP.

Narrative: AT XA52 ON DEC/XA/99, I RECEIVED A LETTER OF INVESTIGATION FROM THE FAA. THE LETTER STATED A REVIEW OF ENG RECORDS OF ENG SERIAL NUMBER WVXY REVEALED SOME PARTS WERE IMPROPERLY INSTALLED. AS PER CARD # 6-7 OF THE CORE ENG MODULE FRONT STATOR CASE ASSEMBLY LOG, ON JUL/MON/98 I VERIFIED THE MATCHING STATOR CASE SERIAL NUMBERS, INSTALLED THE INLET GUIDE VANES AND FIRST STAGE VARIABLE STATOR VANES IN BOTH THE UPPER AND LOWER CASE HALVES ON DEC/TUE/98. ON THIS DATE I ALSO INSTALLED THE ACTUATION RING SEGMENTS FOR BOTH IGU AND STAGE 1 VANES. DURING THIS INSTALLATION OF THE RINGS, THE LEVER ARMS FOR THE PARTICULAR VANE STAGE IS ALSO INSTALLED. IT WAS SHOWN TO ME BY MR X (CF6-6 STATOR CASE ENGINEER) THAT AN IGU LEVER ARM AND SECOND STAGE LEVER ARM WERE INSTALLED IMPROPERLY ON THE FIRST STAGE ACTUATION RING. I CAN STATE WITH FULL HONESTY THAT AT THE TIME OF INSTALLATION OF THE LEVER ARMS ON THE STAGE 1 OF THIS STATOR CASE'S ACTUATION RINGS, INSTALLED THE PARTS BELIEVING THEM TO BE THE CORRECT PARTS AND INSTALLED THEM ACCORDING TO THE PROCS STATED IN THE BILL OF WORK AND JOB CARD (CF6-6 ENG BUILD MANUAL) AND THE SHOP PROCS IN PLACE AT THAT TIME TO THE BEST OF MY ABILITY. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED 2 INCORRECT VARIABLE STATOR VANE LEVER ARMS WERE INSTALLED IN THE FIRST STAGE COMPRESSOR SECTION INADVERTENTLY. THE RPTR SAID WHEN THIS ENG WAS BUILT UP THE MANUAL HAD NO POSITIVE WAY OF IDENTING THE VARIOUS LEVER ARMS AND THE STAGE MATCH. THE RPTR STATED THIS INCIDENT RESULTED IN A FIXTURE BEING BUILT THAT CHKED THE LEVER ARM AND IDENTED THE STAGE IT MATCHED. THE RPTR SAID THE PROC NOW IS TO IDENT THE ARM AND THEN ETCH THE LEVER ARM WITH THE MATCHING STAGE EITHER '0,' '1,' OR '2.' THE RPTR SAID THE IMPROVED PROC WAS LONG OVERDUE AND WILL PREVENT THIS TYPE OF INCIDENT FROM HAPPENING AGAIN. THE RPTR STATED THE FAA HAS CONTACTED THE RPTR REGARDING THIS INCIDENT. CALLBACK CONVERSATION WITH RPTR ACN 459122 REVEALED THE FOLLOWING INFO: THE RPTR STATED THE LEVER ARMS WERE INSTALLED PRIOR TO HIS INVOLVEMENT WITH THE ENG COMPRESSOR CASE. THE RPTR STATED THE ENG BUILD UP MANUAL HAS BEEN REVISED TO USE A FIXTURE TO MEASURE AND IDENT THE ARMS. THE RPTR SAID THE ENG IN QUESTION OPERATED FOR 1500 HRS WHEN REMOVED FOR STALLING. THE RPTR STATED OTHER ENG PROBS AND NOT THE 2 INCORRECT LEVER ARMS MAY HAVE BEEN THE CAUSE OF ENG REPLACEMENT.

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.