This quote is also from my addendum (supplement) to my first report, but it is from a different section of the addendum where I asked the FAA to investigate these serious composite repair noncompliances at Boeing. I skipped ahead to quote this section because it expands upon the last quoted section and contains further proof of wrongdoing at Boeing. Starting here, The next several day's paragraphs can be read sequentially, as I wrote them. It should give pause to anyone thinking about the integrity of composite repairs done by Boeing, and bodes ill for the 787 program, where composite repairs will obviously be more frequent than on past aircraft, as much more composite surface area will be exposed to damage. This is one area of my report the corrupt personnel in the FAA's TAD chose not to investigate, probably due to the seriousness and obvious extent of the problem. Now it is up to the DOT OIG to get the required reforms in the inspections of these critical structural composite repairs before they possibly jeopardize the 787 program and current programs with structural composite parts:
This just in:
I found a stash of official shop stamped off and QA stamped off...Composite Repair Records that supported work done per NCRs. I checked the NCRs listed on them in NCM, and some of them, but not all, as should have been the case, had been scanned into the NCRs they supported. I looked at the forms, and something curious stuck out. They were all repairs on 737NG T/Rs, and all of them showed that the composite repair technician used the wrong material to lay up the repairs! I checked the NCRs again to see if this "substitute material" had been written up on the NCRs on a revision and approved by our PSD engineering and project stress engineering, which is required for repairs done with materials used that are not the same as the drawing required materials per our composite repair document...Nada. No such approval from engineering or stress on any of them. Do you think that a T/R sleeve installed on a 737NG airplane that is probably flying around with people on it right now, with a composite lay-up repair that was done with the wrong material without required engineering approval of that material for the repair, and without the additional required stress approval for use of that material, could be a safety problem? I think so. While the T/R sleeve might withstand the rigors of flight (or may not, in time), it may blow apart during T/R deployment when stresses on it might be greater. But I’m not an engineer. Just a lowly line inspector. I think that these listed repairs are only the tip of the iceberg, obviously, in relation to all of the repairs that probably have been done similarly without full engineering and stress approvals, by at least these two listed composite repair technicians, to unknown parts of unknown criticality to the integrity of the airplane:...
The Last Inspector