B767-300 and 300 ER
Maintenance Airframe; Maintenance Powerplant
Maintenance Technician 27
Communication Breakdown; Situational Awareness
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
General Maintenance Action
Equipment / Tooling; Chart Or Publication; Human Factors; Procedure
September 2012.  I discovered both support rods damaged from impact damage on Aircraft X; a B767-300 aircraft. Here at ZZZ; we only had one rod in stock. This damage is caused by bulging containers in the forward cargo compartment that extend beyond the floor stops. There is nothing to protect the structure in the recirculation compartment other than a feeble curtain. Almost all the 767-300s I've encountered had this condition. In fact; in the latest episode; Management didn't want to rob the support rod from another airplane because they knew the odds were great that it too would be deformed. Instead; Management directed us to call for a Line Maintenance Engineering Authorization [for deferral].We only stock six support rods in the [parts] system for our fleet of B767-300 airplanes; [that] we know are prone to this damage. There is no deferral for damage [to the rods] other than the minuscule limits of Maintenance Manual (M/M) 21-25-05-6.  It's often left to the whim of the specific Engineer on the phone whether he'll grant dispensation. There is no continuity in deferring or preventive maintenance on the support rods. [Our] air carrier refuses to acknowledge that these support rods are problematic. Therefore; the extent of damage throughout the B767-300 fleet is unknown. In a previous communication; Engineering noted; 'our position is that neither an Inspection Program; nor redesign of the installation is warranted.'  Yet; local Management at ZZZ is fully aware of the trend regarding these rods and instructed me not to attempt to rob [cannibalize] the part from another B767-300 aircraft.  Fortunately; up to this point I have only found damage to the rods. However; bulging containers could easily inflict damage to other components in the recirc compartment. Even the Captain on this B767-300 couldn't believe the bulging containers were being ignored. A barrier is required between the forward cargo and recirc compartment. Till then; the company should increase its inventory of support rods.
Reporter stated he finds bent or damaged support rods for the recirc filter box either during overnight maintenance or when he has to trouble shoot for the source of fluid leaking from the cabin lavatory or galley into the equipment bay in the aft section of the forward cargo pit. There are two types of fiberglass containers that are used; LD2/LD3 to hold passenger bags and loose items with a soft curtain for closing the front of each container. The LD3 containers were specifically designed for the B767 cargo pit and one LD3 is large enough to cover the side to side width of the forward pit.  When loading freight; a large flat pallet may also be used which may have multiple pieces of cargo that could be shrink wrapped; or have a net covering the pallet contents; or both.Reporter stated they commonly see overloaded LD2/LD3 containers and freight pallets that are jammed in position requiring Maintenance to go out to the B767-300 aircraft and help remove the containers or pallets. He is not sure at this point whether the freight pallets; or the LD2/LD3 containers are damaging the support rods in the equipment bay. He does not know if cargo loading personnel have procedures to verify that no protrusion into the equipment bay behind the neoprene curtain has occurred after loading the pit. But there is heavy pressure on the ramp crews and maintenance to meet departure schedules. Only cargo pit floor stops hold the containers or pallets in place. The cargo containers may shift on takeoff; possibly contributing to the rod damage.Reporter also stated the support rods are hollow and the Maintenance Manual (M/M) only allows one-quarter of a rod's diameter to be bent; otherwise Engineering has to write an Engineering Order (E/O) to allow the rod to be deferred. No Engineering Fleet Campaign has been done to determine the number of B767-300 aircraft with damaged rods. His aircraft was released with the bent support rod beyond limits; using an Engineering Order (E/O) and told to wrap Speed Tape around the bent rod.
A Line Mechanic questions whether cargo pit loading procedures include verification by cargo loaders that intrusion into the forward pit; aft equipment bay neoprene curtain area has not occurred on B767-300 aircraft. He continues to find damaged support rods for the recirculation filter box assemblies behind the neoprene curtains.