MD-83
Maintenance Airframe; Maintenance Powerplant
Situational Awareness; Communication Breakdown
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
General Maintenance Action
Chart Or Publication; Company Policy; Procedure; Manuals; Incorrect / Not Installed / Unavailable Part; Human Factors
It was brought to my attention in May; 2014; that a group of mechanics were assigned to jack an MD-80 aircraft in hangar for other maintenance and raised some Aircraft Maintenance Manual (AMM) concerns about the procedures: Step-3 states: 'CAUTION: MAXIMUM STATIC LOAD LIMIT IS 21;787 POUNDS (9;882.4 KG) AT THE AFT JACK POINT; 58;457 POUNDS (26;515.6 KG) AT EACH WING JACK POINT; AND 14;212 POUNDS (6;446.5 KG) AT THE FORWARD FUSELAGE JACK POINT. MAXIMUM TOTAL AIRCRAFT WEIGHT SHOULD NOT EXCEED 124;000 POUNDS (56;245 KG).' [At our location] we do not have any Load Meters installed on any of our Aircraft Lift Jacks. How can we properly jack this aircraft and be in compliance? It was also pointed out to the Shift Manager that the mechanics needed 3000lbs of ballast per AMM 07-11-00; Page block 201: WING AND FUSELAGE JACKING - MAINTENANCE PRACTICES. In 'Note' directly under Step-3: 'Effective on: ALL Operator Letter (AOL) MD80-9-2262A (available on MyBoeingFleet). The Aft Pressure Bulkhead lower web may oil-can slightly when the aircraft Center of Gravity (CG) moves towards the aft limit during jacking. In order to minimize this condition; 1500 lbs (680.1 kg) of ballast may be added to each side of the fuselage using nose ballast attach fitting at Station 218; prior to jacking. Make sure that the forward CG is not exceeded. Substitution for ballast may be used; which may be sandbags in the Forward cargo compartment; fuel in the Center tank; or equivalent. During jacking; stabilize the suspended weights to prevent damage to the aircraft. When the aircraft is lowered from jacks; check for any deformation of the Aft Pressure Bulkhead lower web. 'Management apparently stated that has never been done; and not really necessary.'Also; as systems were going to be operated while on jacks; the AMM states in Section 4.A.4 'To provide Instrument and Radio Rack cooling with aircraft on jacks (aircraft in Flight Mode); the Instrument Cooling Fan may be operated by installing a Jumper wire between Terminals B1 and B2 on Relay R2-283; located on the Station 110 Relay Panel in the E/E compartment.'  I was told by several mechanics that Management also balked at even performing this rudimentary step. From talking with several mechanics; it's clear to me; from the outside and not directly involved; that some Mechanics were still uncomfortable with pointing out that there were problems with the AMM and historic procedures; and they were concerned about Management's response to their concerns. I was told the aircraft sat unworked all dayshift; and also afternoon shift. I am unaware what procedures were used to ultimately jack the aircraft on a subsequent shift; but am greatly concerned that it may not have been done correctly. Considering I have not seen any significant red-lines [revisions to their procedures]; I fear their concerns may have been justified. I suggest a thorough investigation of how this jack-job was initiated and completed; and others stations queried about whether they have done these steps; to ensure that any discrepancies be corrected and the necessary parties have it made clear; if necessary; what options are available if they find challenges with the AMM.
An Aircraft Maintenance Technician (AMT) questions how a jacking procedure could have been accomplished on one of their MD-80 aircraft without any Load Meters available for their aircraft Lift Jacks and without also addressing the aircraft ballast requirements to prevent an oil-can effect at the Aft Pressure Bulkhead lower web.