B767-300 and 300 ER
Maintenance Airframe; Maintenance Powerplant
Communication Breakdown; Confusion
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
General Maintenance Action
Chart Or Publication; Human Factors; Manuals
On day-shift; around noon; I was assigned oil service on this aircraft with an [Aircraft Maintenance Manual (AMM) Chapter] 12-79-01 [for servicing]. Per the [task] card; I [made] 'Not Applicable' (NA'd) the APU [Task card] steps; as there was no message on EICAS [to service]. I was not assigned an ETOPS check; nor was the aircraft within in a three-hour ETOPS window at that time.My assignment was not part of an ETOPS check (at airport ZZZ; we are assigned to service every wide-body within one hour of arrival; regardless of destination) and I checked the EICAS page; there was no APU OIL QTY message. I also noticed the aircraft was listed as Out of Service (OTS) in our web based system. Later in the day; I observed a crew working the same plane on an ETOPS departure; and no one had physically checked the APU sight-glass. We suddenly realized this was a gotcha; and mechanics were assigned to complete the APU sight-glass on a second 12-79-01 [Servicing card]. Had this conversation not occurred; all agreed this aircraft would have departed out of compliance with the ETOPS requirements.[Recommend to] examine the specific items/ETOPS cards and resolve the possibility of the APU NOT being physically checked and how to avoid non-compliances and/or FAA Letter of Investigation (LOI). The NA is simply too easily missed.
A Line Aircraft Maintenance Technician (AMT) reports how a standard task card procedure to check APU oils on their wide bodied aircraft within one hour of arrival by using the EICAS page to determine if oil servicing was necessary; did not satisfy the requirement to visually check the APU oil sight-glass for ETOPS flights. The B767-300 was originally scheduled Out of Service (OTS); but later had an ETOPS flight scheduled.