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A B767-200ER reports having a center duct 'overheat' and EICAS message 'body duct overheat.' technician's proposed fix was to defer and inoperative the left pack.
| Attributes | |
| ACN | 660580 |
| Time | |
| Date | 200506 |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : zzz.airport |
| State Reference | US |
| Altitude | agl single value : 0 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Operator | common carrier : air carrier |
| Make Model Name | B767-200 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | ground : parked ground : maintenance |
| Flight Plan | IFR |
| Person 1 | |
| Function | flight crew : captain oversight : pic |
| ASRS Report | 660580 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | maintenance : technician |
| Events | |
| Anomaly | aircraft equipment problem : critical maintenance problem : non compliance with mel non adherence : far non adherence : published procedure |
| Independent Detector | aircraft equipment other aircraft equipment : eicas warning other flight crewa |
| Resolutory Action | none taken : anomaly accepted |
| Consequence | other other |
| Factors | |
| Maintenance | contributing factor : manuals contributing factor : schedule pressure performance deficiency : non compliance with legal requirements performance deficiency : logbook entry performance deficiency : fault isolation performance deficiency : repair |
| Supplementary | |
| Problem Areas | Environmental Factor Aircraft Chart Or Publication Maintenance Human Performance Company |
| Primary Problem | Maintenance Human Performance |
Narrative:
With a mechanic in the cockpit working another problem; noted that I had a center bleed duct overheat light and amber body duct overheat EICAS message. The mechanic began troubleshooting the problem and called for additional help. Soon had 4 mechanics in cockpit working the problem. They decided that they needed to placard the left pack. This indicated to me a complete lack of understanding of the system and an incorrect fix. They reassured me that they knew exactly what they were doing. Maintenance control issued a placard for the left pack. When they returned to the cockpit we entered into a discussion of the system. After additional troubleshooting they now determined that the problem was not the left pack; but the APU bleed air; and that they needed to placard the APU bleed air. I attempted to point out this only solved the problem of bleed air from the APU but not bleed from the engines to the center duct to run the adp. They reassured me again that they and maintenance control knew the aircraft and this was the proper fix. We moved our discussion to the jet bridge. We were now delayed 40 mins. I then agreed to start the engines; secure the APU and exercise the flaps and flight controls to test whether the light would come back on. It did not; and I agreed to accept the aircraft. En route to ZZZ1 I reviewed the QRH; MEL and operations manual and determined that the fix was wrong and upon arrival at ZZZ1 called maintenance control and they agreed. They said that they would send out a mechanic to correctly placard the APU isolation valve and the center duct isolation valve. I am submitting this report at the suggestion of my chief pilot. He stated that maintenance is the final authority/authorized for aircraft airworthiness. In this case; they released a non airworthy aircraft and I should have refused it. I will not be bullied again by mechanics who do not know the aircraft or its system.
Original NASA ASRS Text
Title: A B767-200ER RPTS HAVING A CTR DUCT 'OVERHEAT' AND EICAS MESSAGE 'BODY DUCT OVERHEAT.' TECHNICIAN'S PROPOSED FIX WAS TO DEFER AND INOP THE L PACK.
Narrative: WITH A MECH IN THE COCKPIT WORKING ANOTHER PROB; NOTED THAT I HAD A CTR BLEED DUCT OVERHEAT LIGHT AND AMBER BODY DUCT OVERHEAT EICAS MESSAGE. THE MECH BEGAN TROUBLESHOOTING THE PROB AND CALLED FOR ADDITIONAL HELP. SOON HAD 4 MECHS IN COCKPIT WORKING THE PROB. THEY DECIDED THAT THEY NEEDED TO PLACARD THE L PACK. THIS INDICATED TO ME A COMPLETE LACK OF UNDERSTANDING OF THE SYS AND AN INCORRECT FIX. THEY REASSURED ME THAT THEY KNEW EXACTLY WHAT THEY WERE DOING. MAINT CTL ISSUED A PLACARD FOR THE L PACK. WHEN THEY RETURNED TO THE COCKPIT WE ENTERED INTO A DISCUSSION OF THE SYS. AFTER ADDITIONAL TROUBLESHOOTING THEY NOW DETERMINED THAT THE PROB WAS NOT THE L PACK; BUT THE APU BLEED AIR; AND THAT THEY NEEDED TO PLACARD THE APU BLEED AIR. I ATTEMPTED TO POINT OUT THIS ONLY SOLVED THE PROB OF BLEED AIR FROM THE APU BUT NOT BLEED FROM THE ENGS TO THE CTR DUCT TO RUN THE ADP. THEY REASSURED ME AGAIN THAT THEY AND MAINT CTL KNEW THE ACFT AND THIS WAS THE PROPER FIX. WE MOVED OUR DISCUSSION TO THE JET BRIDGE. WE WERE NOW DELAYED 40 MINS. I THEN AGREED TO START THE ENGS; SECURE THE APU AND EXERCISE THE FLAPS AND FLT CTLS TO TEST WHETHER THE LIGHT WOULD COME BACK ON. IT DID NOT; AND I AGREED TO ACCEPT THE ACFT. ENRTE TO ZZZ1 I REVIEWED THE QRH; MEL AND OPS MANUAL AND DETERMINED THAT THE FIX WAS WRONG AND UPON ARR AT ZZZ1 CALLED MAINT CTL AND THEY AGREED. THEY SAID THAT THEY WOULD SEND OUT A MECH TO CORRECTLY PLACARD THE APU ISOLATION VALVE AND THE CTR DUCT ISOLATION VALVE. I AM SUBMITTING THIS RPT AT THE SUGGESTION OF MY CHIEF PLT. HE STATED THAT MAINT IS THE FINAL AUTH FOR ACFT AIRWORTHINESS. IN THIS CASE; THEY RELEASED A NON AIRWORTHY ACFT AND I SHOULD HAVE REFUSED IT. I WILL NOT BE BULLIED AGAIN BY MECHS WHO DO NOT KNOW THE ACFT OR ITS SYS.
Data retrieved from NASA's ASRS site as of January 2009 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.