An engine shop inspector reports their inspection management is directing shop inspectors to perform...

Narrative:

This report is related to a (pratt whitney) pw-2000 engine; serial number south/north xxxxx; that was signed-up for a final inspection at xa:15pm december 2010. This engine was minus the eec and had two incomplete mechanic job cards. The engine release form was also incomplete. The engine shop operations manual clearly states that engines will not be signed-up for final inspection until this form is completed. Despite this; day and swing shift final inspectors were directed by inspection management to perform the final inspection on this incomplete engine.this has happened several times in the eight years that I have been a final inspector. The last time was less than three months ago. I believe the shop operations manual is just as binding as an far and should be followed at all times. If the operations manual is found to be too restrictive than it should be changed; this has not been done. But until it is changed; it should be followed. That is stated in the operations manual cover page; the air carrier's quality policy; quality alert bulletin and the (international standards organization) iso 90000 procedures [standards for quality management]. If the manual calls for more than we really intend to do; the manual must be changed before we do less.

Original NASA ASRS Text

Title: An Engine Shop Inspector reports their Inspection Management is directing Shop Inspectors to perform Final Inspections on Pratt Whitney PW-2000 engines even though the engines are minus the EEC's and Mechanic jobcards are not completed.

Narrative: This report is related to a (Pratt Whitney) PW-2000 engine; Serial Number S/N XXXXX; that was signed-up for a Final Inspection at XA:15pm December 2010. This engine was minus the EEC and had two incomplete mechanic job cards. The Engine Release form was also incomplete. The Engine Shop Operations Manual clearly states that engines will not be signed-up for Final Inspection until this form is completed. Despite this; Day and Swing shift Final Inspectors were directed by Inspection Management to perform the Final Inspection on this incomplete engine.This has happened several times in the eight years that I have been a Final Inspector. The last time was less than three months ago. I believe the Shop Operations Manual is just as binding as an FAR and should be followed at all times. If the Operations Manual is found to be too restrictive than it should be changed; this has not been done. But until it is changed; it should be followed. That is stated in the Operations Manual cover page; the air carrier's Quality Policy; Quality Alert bulletin and the (International Standards Organization) ISO 90000 procedures [Standards for Quality Management]. If the Manual calls for more than we really intend to do; the Manual must be changed before we do less.

Data retrieved from NASA's ASRS site as of April 2012 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.

Attributes
ACN	922654
Time
Date	201012
Local Time Of Day	1201-1800
Place
Locale Reference	ZZZ.Airport
State Reference	US
Environment
Light	Daylight
Aircraft 1
Make Model Name	No Aircraft
Component
Aircraft Component	Turbine Engine
Person 1
Function	Inspector
Qualification	Maintenance Powerplant Maintenance Airframe
Events
Anomaly	Aircraft Equipment Problem Critical Deviation - Procedural Published Material / Policy Deviation - Procedural FAR

An engine shop inspector reports their inspection management is directing shop inspectors to perform final inspections on pratt whitney pw-2000 engines even though the engines are minus the eec's and mechanic jobcards are not completed.