This quote is also from my addendum (supplement) to my first report.
This section really illustrates how screwed up the whole quality system at Boeing really is, how desperately Boeing's Production Certificate needs to be pulled ASAP, and how a surprisingly large percentage of workers at Boeing don't give a damn whether the work they do is done correctly or not--they only care about "getting the garbage out the door" as one of my former coworkers said. and playing petty, grade schoolish games with the lives of the people who fly on Boeing airplanes, even though it may never enter their uncaring minds they are risking those many lives by their actions. It also documents what was told to me (part of which I had witnessed) by my fellow workers about the drunk Boeing mechanics and vendor mechanics/inspectors that Boeing allows to work on the jet engines that propel Boeing aircraft:
This just in: While I had been recently substituting for (line inspector's name) on 777 EBUs (Engine Build-Ups) while he was on a work related trip, an NCR, (number) was written on a galled MS21902-6R union C/T the PS3 air valve supply cover C/T the engine core diffuser and combustion case of the (vendor I.D.) engine I was assigned to inspect. (Name), the 777 EBU Manufacturing Lead for the shift, put the tag up for inspection on the call sheet. I stamped into it and did my usual perusal of the work, even if it had been signed off by the (vendor) representative on the NCR attachment as acceptable to him.
I talked to the Boeing mechanic who had done the replacement. She gave me the bag that the replacement part came in when I asked if she still had it. She began to get angry with me when she realized that I was going to inspect the work. She said that the representative had signed off on the work, so my inspection of the work was not necessary. I looked at the bag and it was marked for a MS21902J6 union. I looked at the coding stamped on the side of the union that was installed. It was a MS21902J6 union, not the MS21902-6R union that was required per the NCR. I looked in (the online specification library), and the MS21902-6R union was made of 321 CRES (Corrosion Resistant Steel), which had higher heat resistance and higher strength properties (than) 304 CRES, which the substituted MS21902J6 union was made of.
Also, I knew that substitutions couldn’t be made on NCRs without engineering concurrence. I told (the Manufacturing Lead) about the discrepancy. He said that the rep had signed for the work so I had to buy it. I then routed the NCO for the tag back to him stating in the comments on the NCO and on the call sheet that the wrong part had been installed. (The Manufacturing Lead) then immediately put the tag back on the call sheet as complete with the same wrong part installed, telling me that he could "play this game all day if he needed to." I stamped into the tag and I asked him if he had the phone number for the rep so I could call him and ask him a few questions. He said he thought that he did, but that he wasn’t going to give them to me because I only should just buy the work off, as the vendor had signed for the work.
A little while later I saw (name), MRB Coordinator, in the area and I asked if he had the phone number of the (vendor) rep. He said he did. I asked him if he would email me the phone number when he got back to his office. He said he would. I got the email a short while later and called the rep who had signed off the work, (name), who was actually the (vendor) inspector, I later found out. I told him about the wrong union being installed on the engine. He said that he had authorized that substitution, and he had authorized that same substitution before. I believe he asked what our AMM (Airplane Maintenance Manual) said. I told him that the part was not shown on our AMM. I asked him for the (vendor) IPC (Illustrated Parts Catalog) and Engine Manual document numbers so I could see if PSD had a copy of them so I could look at them. He gave the numbers to me.
After the call, I went back onto the jig and told (name), the other inspector on 777 EBUs, that I was going up to Engineering to see if I could find the (vendor) Engine Manual as the wrong union had been installed per the NCR I was inspecting and I wanted to see if the substitution was authorized in the manual. She then told me that she had already bought the tag I was stamped in on!
I was amazed. Apparently (the Manufacturing Lead) had gone to her, bypassing me, to get the tag bought off as I was not quick enough to roller stamp it for his liking. I asked her why she bought it. (Name) said that she had bought it because the vendor had signed for the work, and that that was all that we were ensuring when we bought the tag. I told her I always looked at the work because I had found many instances when the work was screwed up in the process. I told her I was going up to look for the (vendor) Engine Manuals anyway.
It was about ten after one O’clock at that point, so the day was pretty much over as most of the mechanics went home at 1:30. After walking around the entire three story Engineering office and asking a few people, I found the (vendor) manuals in the microfilm station on the second floor. I looked at the (document number and vendor name) IPC index. Only one MS21902-6R union was used on the entire engine. I forwarded to the referenced section 72-41-00 figure 3. In the figure, item 380 was the union in question. I looked at the figure table for the item number. The item’s part number was MS21902-6R. No surprise. Looking below that P/N in the table, I was also not surprised, from what I knew of vendor reps. No substitute unions at all were authorized in the IPC for that union. It was past my quitting time at that point, on that Friday day. I resolved to fix the problem on Monday.
On Monday, I wrote a revision to NCR (number) stating the new discrepancy, that the wrong part was installed. I couldn’t simply have the tag opened up, as (the Manufacturing Lead) would just get it bought off without rework as he had done before. I attached the IPC pages I had printed out from my Friday microfilm research to the NCR so no one could question that I was right or not again about the subject.
I found out later that the revision was dispositioned to remove the MS21902J6 union and to replace it with the correct MS21902-6R union. Problem solved. Of course, I don’t know if that disposition was ever carried out, as I did not inspect that rework, as it was done on second shift that night--maybe.
Later that day, (the vendor inspector) and his ((physical description)--that’s all the I.D. I have on him, as I didn’t catch his name) mechanic showed up and asked what was going on with the tag with many expletives interspersed. I calmy told (the vendor inspector) what had happened, and about the revision I had written. They left.
(Another Boeing line inspector), who had taken (name of Boeing inspector who had originally rollerstamped the NCR)'s place on 777 EBUs, was there listening to the conversation.
(Name), our lead, arrived on the FME (a huge jig on which the engines were mounted and worked upon), and (the line inspector) and (the QA Lead) began to discuss the legendary "on the job inebriated status" of the (vendor) reps who had just left. They said it would be unwise to put them in a room with our PSD personnel that are similarly affected, (name) and (name) and have one of them light a match.
Anyway, the above incident should be somewhat illuminating on the seemingly "who cares what parts we install" attitudes of allegedly drunk vendor representatives who rework the "two strikes you’re a glider" engines at PSD.
The Last Inspector