This quote is also from my addendum (supplement) to my first report.
References for 6-15-07 reference to lack of required "OK to Install" inspections:
Job (I.D. and (L/N) Line Number) (hydraulic pump installation job) has no "OK to Install" inspection for the hydraulic pump installed in operation 230.
Job (I.D. and (L/N) Line Number) (767 exhaust job) has no "OK to Install" inspection for the exhaust plug and sleeve.
Job (I.D. and (L/N) Line Number) (767 strut blanket job) has no "OK to Install" inspection for the raceway blankets.
Job (I.D. and (L/N) Line Number) (777 inlet installation job) has no "OK to Install" inspection for the inlet. On 4/12/02, I inspected the receival of a Wichita built 777 inlet for a PW4090 EBU (Engine Build-Up) on this O&IR, and I also witnessed the torque on the two shear pins C/T the inlet attach flange of the EBU. During the torque witness, I noticed some damage to the inner edge of the inlet attach flange adjacent to the L/H shear pin. It was not major damage, but rejectable to BCAG standards with displaced metal. It looked like the mechanic had done it when running down the shear pin before the witness. I inspected the rest of the attach flange and documented the original damage on NCR (I.D. number). What’s bad about this is that this was probably the first tag that ever documented such damage to the engine inlet attach flange during inspections prior to inlet installation, as there is no "OK to Install" inspection for the inlet that would catch such damage. Damage that would be covered up prior to final inspection of the job. So, probably hundreds of EBUs have gone out of PSD with such damage, or much more severe damage, undocumented due to the lack of the required "OK to Install" inspection on the O&IR.
The Last Inspector