# SILVERBERG GOLDMAN, L.L.P. ATTORNEYS AT LAW GeorgetownPlace • Suite 300 · 1101 30th Street, NW • Washington, D.C. 20007 Voice Direct (202) 944-3300 • Facsimile (202) 944-3306 VlAFEDEX 

### Federal AviationAdministration 600 Independence Avenue, S.W. WilburWright Building Suite 2W1000 Washington, D.C. 20591 January 30,2015


### t-tl:i 

## 01 2015 

## HEARING DOCKET (Attention: Hearing DocketClerk, AGC-430) Re: Inthe Matter ofAirborne Maintenance and Engineering Services Docket: FAA-2013-0291 FAA Case No.: 2011S0290032 Dear SirorMadam: Enclosed for filing in the above-referenced case please find an original and one copy of Respondent's Motionfor Summary Judgment. Also enclosed is an additional copy ofthe Motion, without the accompanying Exhibits, and a pre-addressed, postagepaid envelope. Please date-stamp the additional copy ofthe Motion and return itto our office in the enclosed envelope. Thank you for your assistance. Please call me at the telephone number listed above if you have any questions regarding this matter. Verytruly yours, SILVERBERG GOLDMAN, L.L.P. Attorneysfor AIRBORNEMAINTENANCE AND ENGINEERING SERVICES

# R BEFORE THE

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### fJ

# zZQ'5 U.S. DEPARTMENT OF TRANSPORTATION 

### rt. . v 1 OFFICE OF HEARINGS 

## H.-ARII\lr:: DOCKET

WASHINGTON,D.C. C 

### u Inthe matter of AIRBORNEMAINTENANCE AND ENGINEERING SERVICES Respondent DocketNo. FAA-2013-0291 FAACase No. 2011S0290032

Administrative Law Judge J.E. Sullivan MOTIONFORSUMMARYJUDGMENT 

### I. Introduction Pursuantto 14 C.F.R. § 13.218(f)(5) ofthe Rules ofPractice, Airborne Maintenance and Engineering Services ("AMES")hereby moves for a decision dismissing the Complaintinthis matter, with prejudice, as there are no set offacts pleadedbythe Complainantthat would allow itto prevail consideringthe circumstances ofthis matter and, therefore, Respondent is entitledto such a decision as a matter oflaw. Briefly stated, the FAAhas alleged that AMES failed to properly "rig" so-called "flying doors" whenAMES reinstalled them after it completedreplacing mainlanding gear ("MLG") assemblies on three B-727 cargo aircraft operatedbyAMES's customer, Capital Cargo International Airlines, Inc. ("CCIA"). Specifically, the FAA alleges that the installation andrigging ofthe landing gear doors were not accomplished in accordance with the B-727 Aircraft MaintenanceManual (AMM) because "bushings and shims were missing from the attach fittings andbushing and shims were misplaced on the attach fittings." Complaint at

**'I!~[**4.d and e.

### Rigging is importantbecause the flying doors mustbeproperlyfaired in order for the doors, when closed, to tuckinto the aircraft structure thereby insuring aerodynamic smoothness with the aircraft fuselage. The FAA, however, has no direct evidence to supportits allegations because the principal investigating Inspector (FrankLipinski) only viewed the three aircraft months after AMES performedthe work. During that time, the three aircraft conducted a total of 1,584flights and the landing gear were exercisedno less than 3,168 times, collectively, that, without doubt, caused wear andtear on the landing gear doors and associated structures. Fromthe outset, AMES responded to the FAA'sLetter ofInvestigation and subsequentformal Complaint noting that whatever discrepancies were identifiedbythe Inspector, they were the productofnormal "wear and tear" and not evidence ofthe failure to properlyrig the flying doors. Incredibly, the Inspector now denies any possibilitythat wear and tear couldhave contributedto the condition ofthe aircraft as observedby the Inspector eventhough the workperformedbyAMES was completed as many as 10 months earlier. The case law allows the FAAto provemaintenance violationsby reliance on circumstantial evidence, ifsuch evidence is specific and conclusive andthere is no intervening maintene,becausethe FAAtypically is not in apositionto inspect aircraft at the very pointin time when maintenance is first performed and completed. This, however, is notthe typical case such that theFAAcan sustain its burden ofproofthat a violation occurred on thebasis ofcircumstantial evidence alone. First, the gap between the original maintenance and the FAA's subsequent inspectionofthe three aircraft in question is far too great as shown in the chartbelow

- 2-suchthatit can simplybe assumed that the substantial intervening operations wouldhave hadno impactwhatsoever on the condition ofthe flying doors: Aircraft N287SC N898AA N899AA MLGReplacem'tDate March 22, 2010 September29, 2009 July 31, 2009 FAAInsp. Date May 25,2010 May 25,2010 May 25,2010 Gap in Months 2 8 10 See Exhibit4. This is significantbecause, even as theFAA admits (EIR, SectionB at 3), Exhibit 1hereto, each of the three aircraft were in regular andfrequent Part 121 cargo line operations after the gear change andbeforethe FAA's May 25,2010inspection in Toledo, Ohio. Moreover, there canbe no denying that the flying doors, representing large structures that are raised andloweredin the slipstream, operate in a hostile environment and are subjectto significantwear andtear. Second, allegations that hardware was naissing ornaisplaced, the allegation upon whichthe FAA's entirecaserests (see Complaint atq[q[ 4.d.-e.), canreadily be disnaissed because when AMES tookthe aircraftbackinto its facility inWilnaington, Ohio to address the Inspector's concerns, landing gearhardware associated withthe MLG changes were only shown to be "worn" fromuse andnot naissing. (Atubularbearing was missing on one ofthe aircraft, whichwas discovered on April 18, 2010, butthis was likelythe result ofan interveningtire change andnot AMES's replacement ofthe MLG. See Infra. page 20.) Norwas any suchhardware found to havebeen "naisplaced" accordingto the recordevidence. Subsequently, AMES replaced any wornhardware. Moreover, theFAA's own evidence demonstrates that addressingtheInspector's findings only required a series of"minor"repairs supportingAMES'spostion thatthe "damage"

- 3 -

### observedbytheInspector was causedbynormal wear and tear or, in one case, documented intervening maintenance. Third, ifas allegedbythe FAA, AMES didnot properlyrig the flying doors on any ofthe three aircraft, suchrnisrigging would logicallyhave immediately come to the attention ofthe operator, CCIA. Not once did the operatorcomplainto AMES that the work was not satisfactoryperformeduntil the FAAInspectorraised the issue on May 25, 2010, even thoughby that point CCIAhad operatedthe three aircraft for acombinedtotal of20 months. 1 

### In otherwords, despite the Inspector's attemptto make it appearthe flying doors were not properlyrigged in the first instance, the lack ofa single prior complaintbythe aircraft operator andthe documented lowerlevel ofcorrective action taken byAMES to address the Inspector's findings, contradict any conclusionthatAMES failed to performthe flying door riggingwhen the workwas first accomplished. Another aspect ofthe FAA's case against AMES is thatitfailed to use the correct sections ofthe CCIA aircraft maintenance manual (AMM) when rigging the flying doors after installation ofthe new main landing gear. InspectorLipinski, however, later admittedthatthe section he believedAMES should havereferenced andfollowed when rigging the flying doors (AMM 32-12-ll/401) is notthe section specifiedin the AMM. Upon reinstallation ofthe flying doors removed from the aircraft to facilitate the landing gear change, the mechanic is directed to follow the procedures laid out in section 32-12- 11/501. AMES cannotbefound to have failed to follow the steps in the AMMwhen it correctly did so simplybecause an Inspector thinks it wouldhave been advisable, in his individual opinion, to do the workin accordance with yet another section the AMM.
1 

### Infact, the operatorevenpraisedAMES for the quality ofits workon aircraftN287SC. See 

### Exhibit 13.

- 4-One final preliminary point. This case was broughtby the FAA despite the troublingbackdrop ofa charge ofbias and prejudice on the part ofthe principalFAA Inspectortowards AMES. The Inspectorfirst demonstrated a hostile attitude when CCIA was contemplatingmoving some ofits heavymaintenance from another repair station to AMES, thereby biasinghis views onthe quality ofthe maintenance performedbyAMES and giving rise to an exaggerated claimthatthe flying doors were significantly damaged because oftheir allegedimproperinstallation. Thehostile attitude ofthe Inspector carriedforward overthe years culminating in an outburst thatAMES was "evil" and makingthreats about its certificate status. Mr. Lipinski made even more extreme and troubling comments to representatives ofAMES's customer-- CCIA about AMES and his attitude toward the repair station. TheFAA's case againstAMES is hopelessly infected withInspector Lipinski's biased and prejudicial attitude towardAMES andthe Inspector's "evidence" shouldbe viewedinthat light. However, even withoutconsideration ofthe prejudicial actions of Inspector Lipinski, the Inspector's clearly mistaken claims regarding (i) the alleged missing or misplacedbushings and shims and (ii) the application ofthe wrong AMM Sectionto the workAMES performed, provide more than sufficient supportfor Respondent's summaryjudgmentmotion suchthat no specific finding ofprejudice need bemade in orderto grantthis Motion. 

### II. The FAA's Complaintand Respondent's Answer OnJune 20, 2013, the FAA filed a Complaint against AMES alleging that it had violated sections 43.13(a), 43.13(b) and l45.205(a) ofthe Federal AviationRegulations andrequestingthat an orderbeentered againstRespondent assessing a civil penalty in the



### - 5-amount of$61,875 for the purported violations. See Complaint, dated June 20, 2013, page 2-3. The alleged violations stem from MLG replacements that AMES pelformedin 2009 and 2010 on three B-727 aircraft that CCIA used at the time in its Part 121 all-cargo operations. See id at 'i['l\3 and 4. Specifically, the Complaint alleges that: (l) on or about March 2010, AMES replaced bothMLG, includingreinstalling and rigging the landing geardoors, on CCIA's B-727 aircraft regisu·ation no. N287SC; (2) on or aboutAugust 2009, A.c\1ES replacedbothMLG, including reinstalling and rigging the landing gear doors, on CCIA's B-727 aircraftregistration no. N899AA; and (3) on or about October 2009, AMES replaced bothMLG, including reinstalling andrigging the landing gear doors, on CCIA's B-727 aircraft registration no. N898AA. See Complaint at 

### U 4.a.-c.2 The FAA claims with respect to each ofthe MLG changes that the installation and 1igging ofthe landing gear doors was not accomplished in accordance with the B-727 AMMbecause 

### "[i]nparticular, the doors were improperly installed and rigged in that bushings and shims were missingfrom the attach fittings and bushings and shims were misplaced onthe attach fittings." Complaint at 1['1[4.d.-e. (emphasis added).AMES answered the FAA's Complainton July 18, 2013. In its Answer, AMES admitted that on or about the dates stated inthe FAA's Complaint itreplaced bothMLG

2 In YourHonor's Order Granting in Part and Denying in Part the FAA'sMotionto Compel the Respondent to AnswerFAA Interrogatories Nos. 2 and 12, dated April 17, 2014, you ruled that the physical condition ofthe three aircraft ondates as set out in the Complaint are the relevant dates. Therefore, itis the burden ofthe Complainantto conclusivelyprove that the condition ofthe three aircraft onMay 25, 2010 --months after the main landing gears were replacedbyAMES -- was the same conditionthe aircraft were in onthe relevant dates. 

### - 6 -on the three aircraft identified inthe Complaint,3 includingreinstalling and rigging the landing gear doors, and specificallynoted in its Answerthat the landing gear doors that it reinstalled werethose that were installed onthe three aircraft immediately priorto the replacement ofthe MLG. See Answer

**at'![~[** 4.a.-c. Among otherthings, AMES specifically denied that the reinstallation and rigging ofthe landing gear doors that it performed onthe three aircraft inconnection with the MLG changes were not accomplished in accordance with the B-727 AMM (see Answer 

### 'II 4.d.) and further denied that the doors were improperly installed and rigged inthat bushings and shims were missingfrom the attach fittings and bushings and shims were misplaced onthe attach fittings, as the FAA alleged in its Complaint. See Answer 

### 'II 4.e. 

### III. The Burden ofProofand SummaryJudgment Standard TheFAAbears the burden ofproofinthis and every other civilpenalty matter. 14 C.F.R. §13.224. A decision can be renderedinfavor ofthe FAA only iftheruling is supported by and 

### in accordance with reliable, probative and substantialrecordevidence. 14 C.F.R. §13.223. The FAAhas not and cannot meet its burden andhence, disnaissal of the Complaint against AMES is appropriate at thisjuncture ofthe proceeding. Summaryjudgmentis appropriate when "the movant shows that there is no genuine dispute as to any material fact and the movantis entitledtojudgment as a matter oflaw." Fed. R. Civ. P. 56(a). This is the same standard used in§ 13.218(f)(5) ofthe Rules ofPractice. Ofcourse, arequirement that therebeno "genuine issue as to any material fact" does notmeanthat summaryjudgmentis inappropriateifthere is some dispute as to any fact. "Byits very terms, this standard provides thatthe mereexistence
3 The specific dates that AMES completed the MLGchanges on the three aircraft are stated inthe table above and showninExhibit4.

- 7-

### ofsome alleged factual disputebetweenthe parties will not defeat an otherwiseproperly supported motion for summaryjudgment; the requirement is that there be no genuine issue ofmaterial fact." Anderson v. LibertyLobby, Inc., 

### 477 U.S. 242, 247-48 (1986). Rule 56 "mandates the entry ofsummaryjudgment against aparty who fails to make a showing sufficientto establish the existence ofan element essential to that party's case, and on which that party willbearthe burden ofproofat trial." Celotex Corp. v. Catrett, 

### 477 U.S. 317,322 (1986). As noted, the Rules ofPractice provide that the administrative lawjudge canrule in aparty's favor "only ifthe decision or ruling is supportedby, and in accordance with, the reliable, probative, and substantial evidence contained in the record." 14 C.F.R. § 

### 13.223. The caselaw establishes that Complainantcanuse circumstantial evidence to sustain its burden ofproofand, in some instances, circumstantial evidence canbeviewed as reliable, probative, and substantial. See HamptonAir Transport Systems, Inc., 

### FAA Order No. 97-11 at 4 (Feb. 20, 1997) (citing In the Matter of America WestAirlines, 

### FAA OrderNo. 96-3 at 31 (Feb. 13, 1996) (referring to certain circumstantialevidence as "strong")). That Complainant canuse circumstantial evidence does not, however, obviate the requirement in the Rules ofPractice that the evidencepresentedbythe FAAto sustain its burden ofproofmust be "reliable, probative and substantial." For example, when there is a substantialperiod oftime betweenthe alleged violations andtheir discovery, the case law establishes that the circumstantial evidence mustbeclosely examinedto determine its sufficiencyto establish the violations charged. InAdministratorv. Lewis, 

### NTSB OrderEA-1177, 3 NTSB 1241, 1978 NTSB LEXIS 51 (Aug. 17, 1978), the Boardheld that "whenthe gap in timebetweenthe alleged violations


### - 8 -and their discovery is as long as 14 months, the record willbe carefully scrutinizedto insure that the quality ofthe evidencepresentedby the Administrator is sufficientto establish the reasonable inference that the deficient condition also existed at the time of, and resulted from, therespondent's earlierrepair and/or inspection." ld at*16-17. In Lewis, the Boardfound thatthe record provided "only a tenuous and circumstantial connectionbetween respondent's acts and deficiencies noted 14 months later" and concluded that given the substantial amount ofelapsedtime "theAdministratorhas not borne the burden bythe requisite substantial,reliable, and probative evidence." !d. In the Matter of Florida Propeller & Accessories, Inc., FAA OrderNo. 97-32, 1997 FAALEXIS 1280 (Oct. 8, 1997) is another example ofa case that was dismissed where the circumstantial evidence was found to be insufficientto meet the FAA'sburden ofproof. Inthat case, theFAA Administrator affirmed theinitial decision ofthe AdministrativeLaw Judge dismissing a complaint alleging that FloridaPropeller approved an aircraft propellerfor return to service with blades that were worn too thin. See id at 1. The FAA argued in Florida Propellerthatit was impossiblefor theblades to wear down so muchinthe short time that hadpassed since FloridaPropeller's overhaul and therefore, accordingto theFAA, FloridaPropeller musthaveretuned thepropellerto service with undersizedblades. See id at 4. Inthat case, the airplanehadlogged 125 hours offlight time on approximately 120 flights betweenFloridaPropeller's overhaul and the discovery ofthe undersized blades, and 46 days passedfrom the date the aircraft ownerreinstalled the propeller onthe aircraft after FloridaPropeller's overhaul until the date the ownerremovedthe propellerto have othermaintenanceperformed thatresulted in the discovery ofthe undersizedblades. See id at *5, n. 10.



### - 9-TheAdministrator explained that "[t]he lawjudgenoted that Complainant's witnesses testified that it would be extremelyrare for a propeller 'to go below its measurementlimits ... in so short a time.' Atthe same time, however, the lawjudge found crediblethe testimony ofthe FloridaPropellermechanic thathe had measuredthe blades during the overhaul and eachblade was at tolerance." ld at *6. The Administrator statedthat "[a]ccording to the lawjudge 'justenough time [had] passed and ... flights [had] occurredin wintery conditions' that he felt compelledto rule in FloridaPropeller's favor." ld. The Administratorupheld the administrative lawjudge's decision because the lawjudgefound credible the FloridaPropellermechanic's testimonythat hemeasured the propellerblades and they were notundersized at the time ofthe overhaul andbecause the experttestimonyinthe record did not take into accountthe harsh, wintery weather in which the propeller operated. See id at *11-12. Inthis case, we have the testimony ofthe FAA Inspectorwho admits that his findings are based on long after-the-fact observations ofthree aircraft that were worked byAMES two to nine months earlier.4 See Exhibit 2 (Lipinski Tr. at 203)5 The Inspector also admitted that henever saw any ofthe aircraft with the flying doors actually closed, which is necessary to prove whether ornot the doors proper!yfaired -- his underlying charge against AMES. See id(Lipinski Tr. at203); Exhibit 3 (BeckerTr. at 71). Thepersonaltestimony ofthe AMES witness, with actual knowledge ofAMES investigationofthe FAA allegations, explainedthat eachdocumented corrective action
4 The shortestintervalbetweenthe MLG change and the FAAinspection (64 days) is 18 more days than were in issue in Florida Propeller. 5 The gap betweenthe MLG changes and the FAA'sinspection on May 25, 2010 was referred to during the Lipinski andBeckerdespositions as beingbetweentwo and nine months. However, as documentedinExhibit4 and shown inthe table onpage 3 above, the actual! gap was between two months and almost 10 months.

- 10-taken was of aminor nature typical ofthe impact ofnormal wear and tear on the aircraft overthe intervening months. Further, the AMES official testified that in one important case, an interveningtire changebythe operator was more likely the reason why the FAA found a tubularbushing (sometimereferred to as abearing) associated with the flying door mechanism was missing and that the AMES mechanic who originallyperformedthe work specificallyrecalled installingthe tubularbushing/bearing. See Exhibit 3 (Becker Tr. at 123-127). Inotherwords, the FAA's allegations are based on an FAA inspection that was too remote in time from the original maintenance to be probative, and the minor nature of the needed corrective action indicates that the forces ofnormal wear and tearon the aircraft, for which AMES, a repair station, cannot beheld responsible, explain the condition ofthe aircraft at the time ofthe FAAinspection. The careful analysis ofthe evidence called for bythe decision inAdministratorv. Lewisprecludes simply accepting the unsupported conclusions ofthe FAA Inspector who does not even attemptto explain away the obvious affects ofwear and tear on the flying door structures. Your Honor can dismiss the Complainteven at this stage ofthe proceedingbecausethe weight and quality ofthe FAA's evidence is simp!y not strong enough to rise to the level ofreliable, probative and substantial evidence. 

### IV. StatementofUndisputed Facts Theparties do not dispute that (I) on or about March 2010, AMES replaced both MLG, includingreinstalling and rigging the landing gear doors, on CCIA's B-727 aircraft registration no. N287SC; (2) on or about August 2009, AMES replaced both MLG, including reinstalling and rigging the landing gear doors, on CCIA's B-727 aircraft

- ll -registration no. N899AA; and (3) on or about October 2009, AMES replaced both MLG, including reinstalling and rigging the landing gear doors, on CCIA'sB-727 aircraft registration no. N898AA. See Complaint at

**~I'll**4.a.-c.; Answer at '1['1[4.a.-c. More specifically, A.\1ES completed changingthe MLG on aircraft N287SC on March 22, 2010, completed changing the MLG on aircraft N899AA on July 31, 2009 and completed changingthe MLG on aircraft N898AA on September29, 2009. See Exhibit4; Exhibit 1 (EIR, Section Bat 3)(describingthe MLG changes as occurring duringJuly 2009, September 2009 andMarch 2010). Further, it is uncontested that inconnection with the MLG changes AMES performed on these dates thatAMES reinstalled on each ofthe three aircraft the original landing gear doors thathadbeenon the aircraft immediately beforetheMLG changes and signed offthe work citingthe AMM steps applicable to the reinstallation ofthe existing doors. See Answer at 

### '\I'll 4.a.-c. The FAA concedes that the workpackages show that AMES reinstalled and rigged the landing gear doors on the three aircraft in accordance with section 32-11-00 of the B-727 AMM (inthe case ofN898AA and N287SC) and SectionAL(in the case of N899AA). See Exhibit l(EIR, SectionBat5-6). Moreover, the FAAcannotreasonably dispute that paragraph AL(19) is included within Section 32-11-00 ofthe AMMor within subsectionAL (the provisions oftheAMMAMES referenced when signing offon the work) and that paragraphAL(19) directs mechanics to refer to sectionAMM 32-12- 111501 to adjust and rig the landing gear door whenbeingreinstalled in connection with a MLG change. See Exhibit 5 (AMM Section 32-11-00, Page 423). Althoughthe FAA contendsthat AMES shouldhave followed the procedures in Section 32-12-11/401 ofthe AMM, the FAA is unable to point to a singlereference in Section 32-11-00 or 32-12-

- 12-111501 ofthe B-727 AMMthat directs mechanics to use Section 32-12-111401 to

· reinstall and rig the flying doors whenbeing accomplished in connection with a MLG

change. See Exhibit 2 (Lipinski Tr. at 28-36). Indeed, the FAA admits that paragraph AL(l9) directs the mechanic to Section 32-12-111501 andnot to Section 32-12-111401 (see id (Lipinski Tr. at 28-29)) and that there is no cross-referencein Section 32-12- 11/501 to Section 32-12-111401. See id (Lipinski Tr. at 33). In addition, the FAAInspector admits that ithe did not see any ofthe three aircraft whenAMES changedthe MLG on the aircraft on July 31,2009, September29, 2009 and March 22, 2010. See id (LipinskiTr. at 202-203). The FAA Inspector also admits that he didnot see the three aircraft until his surveillance onMay 25, 2010- anywhere from two to nine months afterAMES performed theMLG changes. See id (Lipinski Tr. at 203-204). TheFAA Inspectorfurther admits that he did not see any of the three aircraft aftertheywerereturned to the AMES facility for corrective action, that he did not see gear swings conducted onthe aircraft (which is necessary to determine if the doors were out ofrig (Exhibit 3 (BeckerTr. at 71)), and thathe did not at any time actually see how the doors faired (i.e., how they actually tucked smoothlyinto the fuselage stmcture). See Exhibit 2 (LipinskiTr. at 203). Further, itis undisputed that CCIA conducted extensive operations with the three aircraftbetween the time AMES performedthe MLG changes and the time the FAA viewedthe aircraft onMay 25, 2010. As noted above, CCIA operatedN287SC for two months betweenthe time AMES completedthe MLGchange onMarch 22, 2010 and the FAA's surveillance ofthe aircraft on May 25, 2010; CCIA operatedN898AAfor almost eight monthsbetweenthe time AMES completed the MLG change on September 29,

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### 2009 and theFAA's surveillance ofthe aircraft on May 25'h; and CCIA operated N899AA for almost 10 months betweenthe time AMES completedtheMLGchange on July 31, 2009 andtheFAA's surveillance ofthe aircraft May 25'h. It

### is further undisputedthat during this time the landing gear on N287SC were extended and retracted 344 times (172 complete cycles); the landing gear on N898AA were extended and retracted 1,256 times (628 complete cycles); andthe landing gear on N899AA were extended and retracted 1,568 times (784 complete cycles). Indeed, even Inspector Lipinski admits that after AMES pedormedtheMLGchanges that all three aircraft "operatedcontinuously" and "for many months and cycles." Exhibit 1

### (EIR, SectionB at 3 (notingthat N899AAhad784 cycles amassed, N898AAhad 628 cycles amassed, and N287SChas 172 cycles amassed)). Incredibly, however, the FAA Inspector denies that wear and tear couldhave played any role in the condition ofthe flying doors as he found them onMay 25, 2010. See 

### Exhibit 2 (Lipinski Tr. at 204-205). V. Argument A. 

### The Evidence Shows thattheFlyingDoors Were ProperlyInstalledbv AMES and No Bushings or Shims Were Missing orMisplaced The FAAlays out its case against AMES through InspectorLipinski's Statement ofthe Case andFactors Affecting Sanction designated as Section B ofthe FAA-compiled EnforcementInvestigationReport ("EIR"). See 

### Exhibit 1. 

### The EIRcontains many source documents relied upon by the FAAto document its case. Each grouping of documents is assigned an Item ofProofnumber. Three such Items ofProofconsist ofthe AMES maintenancerecords (referred to as "workpackages") documenting the work associated withthe change ofthe main landing gear, right and left, andreinstallation of the flying doors as to 

### all fhree aircraft. The records are detailed allowing anyone to

- 14-determine which mechanicperformed and signed offthe work, along with the identities ofthose who performed additional required inspections (so-called "RII" inspections). SectionB ofthe EIR states atpages 5-6 that the work packages demonstrate that the landing gear changes, including the reinstallation ofthe flying doors, was signed off byreference to AMM section 32-11-00 orSectionALin the case ofeach aircraft and with respect to the right and left main landing gears that were replaced. See Exhibit l (EIR, Section B at 5-6). Although the Inspector states thatAMES apparently skipped rigging the flying doors becausethe documents do notreference the steps in AMM Section 32-12-ll/401 (see id (EIR, Section B at 6), he otherwise states that in everycase there were sign offs ofthe work completed in accordance withAMM Section 32-11-00 including step AL. See id (EIR, SectionBat5-6). StepAL(l9) refers the mechanic to AMM section 32-12-11/501 (Exhibit 5 atPage 423), which includes the reinstallation of the previouslyremoved flying door (necessary to changethe landing gear) and the rigging ofthe reinstalled doors 6 Respondent need notburden this Motion by including copies ofeach ofthe workpackages since the FAA is not contesting the fact that in each case AMES signed offhaving completed StepAL (1) through (19). And there was also included inthe EIR another set ofwork packages consisting of the documents used byAMES to document the FAAInspector's observations aboutthe condition ofthe flying doors atthe time ofthe May 25, 2010 inspection conductedin Toledo. Otherdocuments inthese Items ofProofcontain the AMES descriptions ofthe work required to correctfor any ofthe FAA-observed discrepancies and the steps taken byAMES to correctthem (so-called "corrective action") once the aircraft were return to
6 AMES addresses in Section V. B. ofthe Motionthe significance ofthe different references in the AMMto Sections 401 and 50l.

- 15-the AMES facility and given athorough inspection. Copies ofthese three workpackages documenting the corrective action taken by AMES whenthe aircraft were returned to its Wilmington, Ohio facility in late May 2010 are attached hereto and assigned Exhibits 7, 8 and 9. As stated above inthe Introduction, AMES has vigorously defended its position in this matter because, among other factors, the corrective action as reflected in these Exhibits and as testified to byMr. Jeffrey Becker, AMES Director ofQuality Assurance and Training, only required minor type repairs, meaning that whatever deficiency was noted would notjeopardize airworthiness by definition. See Exhibit 3 (Becker Tr. at 1 02). In turn, this supports the AMES position that whatever "damage" was observedby Inspector Lipinski, it was related to, given the documented substantialpassage oftime, expected and obvious wear andtear onthe flying door structures and attach fittings and not due to any mis-installation oftheflying doors when the landing gears were changed out months earlier7 FAA counsel tookthe deposition ofMr. Becker and asked him about each ofthe steps taken byAMES in late May, 2010 when the three aircraft were returned to AMES's Wilmington facility to address all FAA-noted discrepancies. Mr. Becker's testimony is

7 In many cases, Mr. Lipinski exaggerated the extent ofthe "damage" to the flying doors, but the AMES records indicting the steps necessary to correctfor the "damage" onthe AMES forms, signedby individual mechanics and Rllinspectors putting their FAAissued licenses onthe line when doing so, are the bestevidence ofthe condition ofeach ofthe aircraft atthetime ofthe FAA'sMay 2010inspections. (As noted, Inspector Lipinski never saw any ofthe three aircraft either before or after the May 2010 surveillance includingthe time they were inWilmingtonfor repairs, nor did heever witness a gear swing to determine ifthe doors were faired. See Exhibit 2 (Lipinski Tr. at 203-204). In any event, the repairs were affected and the aircraft were returned to the operator, CCIA, and the FAAhas not allegedthat this follow-up maintenance to address wear and tear was incorrect or inadequate.



### - 16-highly instructivebecause he states that either the discrepancies were inaccurately stated, orifstatedcorrectly, required only minor maintenance to address. In so stating itmustbe notedthatMr. Beckerpersonal!y inspected each ofthe aircraft when they were flown to AMES afterthe Toledo inspections. See Exhibit 3 (Becker Tr. at 75). Mr. Becker saw the aircraft on a dailybasis while they were at the AMES facility and coordinatedwith the customer's DirectorofMaintenance making sure to address all ofthe issues raisedby the FAA and any additional customer-requested action. See id (Becker Tr. at 75-76). When askedbyFAAcounsel if, when the FAAinspectedthe aircraft, the doors were out ofrig, he notedthat no one couldpossibly know the "rig ofthe doorunless you swing the gear" to determine ifthe flying door was properly faired. ld (Becker Tr. at 71). As to this importantpoint, InspectorLipinski admittedthathe never saw gear swings on any of the three aircraft whenthe landing gears were earlier changedoutby AMES; he admitted he never saw the aircraft at any time thereafter until hedid so onMay 25, 2010 or thereafter when the aircraft were flown to AMES; or afterward when AMES took all necessary corrective action, including conducting gear swings, to confirm whether the doors faired. See Exhibit 2 (Lipinski Tr. at 203-204). Lipinski's inspection was conducted onthree static aircraft never once observing a gear swing to determine (by the only conclusive means ofdoing so) whether the flying doors were faired or not. These facts alone are sufficientto grantthis Motion as the FAA's evidence simp!y does notrise to the level ofbeing sufficientlyreliable, probative and substantial. As noted above, the FAAhas allegedthat the flying doors wereimproperly installedby AMES specificallybecausebushings and shims were missing fromthe attach fittings and bushings and shims were misplaced on the attachfittings. See Complaint at

- 17-**~['![4.d.-e.** So the question is, do any ofthe documents reflecting AMES cmrective actions refer to either missing or misplacedbushings and shims and, if so, is thefact that they were missing or misplace attributable to AMES. Ifnot, then the Complaintmustbe dismissed. Thereason for the emphasis on missingbushings and shims seems to trace back to the Toledo inspection whenMr. Lipinski and Mr. Becker wereinspectingthe aircraft. Mr. Lipinskimadethe point with Mr. Beckerthatthe washers installed on the forward hinge should also havebeeninstalled onthe aft hinge ofaircraft N287SC. See Exhibit 3 (BeckerTr. at 70). The conversationbetweenthe Inspector and the AMES representative resultedinAMES photographingtheforward and aft hinge assemblies while inToledo showingwashers and shims insertedintheforward hingebutnotthe after hinge. Exhibit 12 are pictures offirst theforward and then afthinge assemblies. Mr. Beckertestified that while he did not expectthe Inspectorto have memorizedthe AMMprovisions regarding the installation of spacers, (and nor shouldhe have expected the AMES representativeto have it memorized) it turned outthat the AMM did not call for washers or shims inthe afthinge eventhough the Inspectormistakenly statedhis opinion in Toledo that washers should also havebeen installed onthe afthinge. 8See Exhibit 3 (BeckerTr. at 71) 9 In other words, there were no "missing" or "misplaced" washers on N287SC when viewed carefullyinrelation to therequirements ofthe AMM.

8 In SectionB, page 2 the Inspector criticizes the AMES representatives in Toledo for not being sufficientlyfamiliar with section 32-11-00 ofthe AMM. See Exhibit 1. In this instance itturned outthat the FAA Inspector was also unaware ofthe details ofthe AMM frocedures.

AMM 32-11-00, step AL(2) on Page422 states "Insertwashersbetween lugs ofthe forwardhinge". There is no similarinstructionregarding afthinge spacers. Exhibit 

### 5. In

- 18 -Futther, with respect to N287SC, the only reference in the AMES rework package to a missing part is to a missing "stop strip" on the right hand flying doorthat was replaced, Exhibit 7 (Work OrderZone Item 0006), However, in the case ofthe right hand flying door, as testified to byMr, Becker, there was intervening maintenance (replacementoflanding gear outer cylinder) on the right hand main landing gear that was signed offby the aircraft operator a monthbefore the Toledo inspection, See Exhibit l0; Exhibit 3 (BeckerTr, at 100), This intervening maintenance makes itimpossible to attribute the missing "stop strip" to the actions ofAMES, putting aside the impact of wear and tear on the structure, In pressing its case, the FAA should have taken into account the legal and factual implications ofthis intervening maintenanceby a party otherthanAMES, As to all ofthe other corrective action taken on N287SC, Mr, Becker was asked by FAA counsel about each ofthe noted discrepancies and the corresponding corrective action, See Exhibit 3 (BeckerTr, at 93, 97-103), In summingup the discussion ofthe various corrective actions taken by AMES to correct any deficiencies, Mr, Becker responded to FAA counsel's question as follows: Q, Okay, Woulditbefair to say that, setting aside the pinchedconduit [discussed below], your opinion would be that almost all ofthat work was not something thatwas necessary to be done but was either minor or cosmetic? A, All those items are eitherwear and tear or customerrequests, Exhibit 3 (Becker Tr, at 102-103), fact, no washers are to be installedbetween the aft hinge and lug despite Inspector Lipinski's incorrectknowledge ofthe AMM,

- 19 -Although notreflected in the AMES reworkpackage, theFAA alleges in Section B at pages 1 and 4 oftheEIR, Inspector's Lipinski Statement ofthe Case, thatAMES failed to install a requiredbushing (sometimes referredto a thetubularbushing or bearing) whenitreplacedthe mainlanding gear on N287SC and signedoffthe work on March 22, 201010 This FAA conclusion was basedonthe fact thatthebushing was found not to be inplace onApril18, 2010 whenthe landing gear was the subjectofa needed (andunrelated) repair, However, three days after the gear changewas accomplishedbyAMES on March 22, 2010 and the aircraft wasbackin line operations, an outboardtire was changedby CCIA. See Exhibit 11 (CCIAAircraftTechnicalLog Report). ML Beckertestified that thebearing very likelyfell outwhen theflying door was movedoutofthe way to facilitate the tire change. SeeExhibit 3 (BeckerTr, at 42-47 and 124). This happens when a boltholding the bearing is removed as a shortcutfor allowing the flying doorto be movedout ofthe waytherebyprovidingneededclearance to removethe aircraft tire. Usingthis short cutthe bearingmayfall out and notbe noticed. ML Beckerwas questioned onthe subject and notedthat whenhehadpreviously hadthe matter investigated, the mechanic who performedthe original gear change stated thathe specificallyrecalledreplacing the subjectbushing at the time. See Exhibit 3 (BeckerTL at 125-127). Further, ML Becker statedthat ifthebearinghadbeenmissing when AMES accomplished the gear change, it wouldhavebeen uncovered at the time of the gear swing and no deviation was noted. See id (Becker Tr, 126). Similarly, the effect

10 Significantly, InspectorLipinski makes no similarfinding in theEIRwith respectto N898AA andN899AAeventhough this is the crux oftheFAA's case as statedin its Complaint. See Complaint at

### 1['ll4.d.-e. -20-ofthe missingbearing wouldhave been felt immediately after the aircraft was returned to service and it was not. See id (Becker Tr. 126). Indeed, CCIA complimented AMES on the thoroughness ofits work on N287SC when the aircraft was turned back over to CCIA. See id (Becker Tr. 126) and Exhibit 13. In short, despite the Inspector's statementin Section B at page I oftheEIR (Exhibit!) (and the statement ofCCIA in response to theFAALetter ofInvestigation) attributing the missing bushingto AMES, the much more likely scenario is that this intervening maintenance was causative. Indeed, whether it was causative or not, the documented intervening maintenance in and ofitselfundercuts the FAA's theory that it can prove a violationbased on circumstantial evidence alone. One last note on aircraftN287SC. Much attention was focused upon the right handmain landing gear antiskid conduit that the Inspectorclaimed was "crushed" (Exhibit I (Section B ofEIR at 2) butthat a picture shows to have only been "pinched" according to Mr. Becker. See Exhibit 14 (picture ofconduit); Exhibit 3 (Becker Tr. at 52). Mr. Lipinski's willingness to exaggerate the description ofthe conduit is indicative ofhis approach to this case. 11 See Exhibit 3 (Becker Tr. at 56-57). Mr. Becker was clear inhis testimony that the landing gear with the conduit already clampedinto position was suppliedto AMES from the CCIA landing gearvendor. AMES didnot supply, assemble orbuildup the MLGcomponents. AMES was contracted to install the landing gear suppliedto itby the landing gear vendor identifiedby Mr. Becker as ATI. See id (Becker Tr. at 58). This firm unfortunately misroutedthe conduit at the time and the MLG

11 Describingthe conduit as "crushed" would suggest the wires running inside the conduit were damaged but such was not the case as there were no pilotreports ofany issues with the aircraft's antiskid system. See Exhibit 3 (BeckerTr. at 56-57).

- 21 -assembly was installed as it was given to AMES to do so. See id (Becker Tr. at 57-58). Mr. Lipinski is all too willing to attribute any finding ofa deficiency to AMES even in the absence ofany proofofAMES having securedthe conduitinplace. Mr. Becker was also asked about the records for aircraft N899AA. Atthe outset, Mr. Beckernoted that this aircraft hadbeenin operationfor nine months priorto the FAA Toledo inspection and in that time AMES neverreceived any complaintfrom CCIA that there were any in service problems relating to the new landing gear orthe operation ofthe flying doors. 12 See Exhibit 3 (Becker Tr. at 109-110). Nor, during that period was AMES responsible for the daily operation ofthe aircraft. As to whether or not any components were found to havebeen "missing" or "misplaced," there were four nonroutine cards (Work Order Zone Items 03, 04, 09 and 011) that noted "improperhardware stack up". 13 See Exhibit 9. Although this reference does not necessarily imply any misplaced bushings or shims, were it to be so interpreted, AMES notes that the maintenance records reveal that on closerinspection the stackups werefound to be acceptable withthe notation "verifiedhardware" meaning the stackups were as required. Exhibit3 (BeckerTr. at 113-114). Therewas areference in the non-routine record, item014 to missing cotterpins. Mr. Becker carefullyexplainedthat the pins were noted as notbeing installed after AMES had addressed certain gimbalfittings thatrequired corrective action when the aircraft had been returned to the AMES facility. See Exhibit 3 (BeckerTr. at 118-120). The aircraft never flew after the landing gearchange almost 10 months earlier with
12 Notbeingthe operator ofthe aircraft, AMES has no detailed informationregarding the operations and maintenance ofthe aircraft overthat extendedperiod oftime. 13 A "stackup" refers to a series ofdifferent width washers and shims that are combined to fill gaps, inthis case, between the afthinge and lugs.

- 22-

### missing cotterpins although Mr. Lipinski was all too willing to argue such was the case nottaking the care necessary to understandthe sequence ofevents. FAA counsel askedMr. 

### Becker about each ofthe mechanic logs and related documents regarding the third aircraft-- N898AA. This aircraft hadbeenin line operations for almost eight months before the FAA May25,2010 inspection when InspectorLipinski made his findings. As the case with the othertwo aircraft, during that time AMES was notin control ofthe aircraft. See 

### Exhibit 3 (Becker Tr. at 132). In any event, Mr. Becker explainedeach ofthe steps taken byAMES to performcorrective action to address bothFAAnoted discrepancies and to beresponsive to the requests of the customer, CCIA. Often AMES tookthe most expedientmethods to correct a situation, such as replacing aflying door ratherthan re-rig the existing door. See id 

### (Becker Tr. at 137). Importantly, none ofthe "write-ups" and the corresponding corrective action suggest the original maintenance performedbyAMES was suspect. Rather, the affects ofwear and tear were observed, and as noted, AMES, notbeing the aircraft operator, was not in aposition to observe the flying doors during the almost eight months of

### line operations. See id 

### (Becker Tr. at 127-142). The onlyhardware noted as being "missing" inthe N898AA non-routine work documents were two missing screws and one missing fastener. See 

### Exhibit 8 (Work OrderZone Items 0017 and 0018). There is no indication that InspectorLipinski actually saw these small items as being missingbut in any event, theirmissing status can readilybe explainedbythe action ofmonths ofoperational wear andtear. Exhibit 3 (Becker Tr. at 86, I00, 103). Apartfrom these few missing items, all ofthe other corrective action taken on N898AA was consistent with the action ofnormal wear and

- 23-tear onthe flying door structure or whenthe customer askedAMES to make the aircraft "likenew" which then drove AMES to replace parts that may have shown wearbutnotto the point that the hardwarerequiredreplacement. ld (Becker Tr. at 76, 86, 133). Again, as withN899AA, there is no evidence that anybushings or shims were missing or misplaced onN898AA Anotheritemthe FAAhighlights to attempt to show AMES did not follow the AMMrelates to the need to reposition "swivelclamps" onthe lefthandlanding gear on N898AAthat were incorrectly positioned andthat perhaps couldbe characterized as having been "misplaced" although these clamps cannotbe saidto be misplacedbushings or shims. See Exhibit 8 (Work Order Zone Item 0022). Mr. Beckerexplainedthatthe supplier ofthe landing gearto CCIA mis-positioned the clamps. AMES would not have located or changed the position ofthe swivel clamps when itinstalled the landing gear. See Exhibit 3 (BeckerTr. at 145). Mr. Beckerexplainedthe significance ofthe fact that the corrective action was signed offbyreference to the landing gear overhaul manual and notthe AMMlanding gearreplacement section indicatingthat the clamps were not part ofthe gearreplacementprocess. See id (Becker Tr. at 145). In any event, swivel clamps are not "bushings or shims" that the FAA Complaint alleges that were misplaced. B. AMES Properly Signed Offonthe

### MLG Changes and Used the Required Sections ofthe AMM to Install and Rig the Landing Gear Doors The FAAmaintains in the EIR that AMES "did not follow the approved Capital Aircraft Maintenance Manual (AMM)'' in connection with the

### MLG changes onthe three B-727 aircraft and thatthe "referencedAMMchapters were incorrect for the maintenance actions[]" performedbyAMES. Exhibit l (EIR, Section B at 2). This statement appears to be supportfor the allegations in sections 6.a and c. ofthe Complaintin which the FAA -24-alleges AMES failure to use the applicable AMM when performing the landing gear change and reinstallation ofthe removed flying doors. If, in fact, AMES followed the dictates ofthe AMM then the violations to sections 43.13(a) and 145.205(a) that the FAA alleges in sections 6. a and c. ofthe Complaint mustbe dismissed. Withrespect to the MLG changes AMES initial!y performed on each ofthe three B-727 aircraft, the FAA explains that the workpackages for each aircraft "show the maintenance actions completed, the Rllinspections completed, andthe AMMreferences used." Exhibit 1 (EIR, Section B at 5-6). The FAA acknowledges for each aircraft that "AMM section 32-11-00 is shown" in the aircraft work packages but states that "AMM section 32-12-11 is not and that section is required for MLG and FlyingDoors rigging as well as RllInspection steps." ld. The FAA correctly states in the EIR that "[t]he requirement to utilize AMM section 32-12-11 [to adjust andrig the flying doors] is listed in AMM section 32-11-00 Step 5, Section AL(19)...." I d. Since the FAAhas not disputed that each ofthe workpackages shows that the MLG changes were completed in accordance with section ALorAMM Section 32-11-00, and section AL(19), which addresses the adjustment and rigging ofthe flying doors is included within these provisions, is was not necessary to separately list AMM section 32-12-11 in the documentation. In addition, the FAA is most certainly wrong is in its assertion on page 6 ofthe EIRthat mechanics are required to "useparagraph4 steps ... for installation including figure 401 entirely ...."whenthe original flying door is beingre-installed on the aircraft after a MLGchange. To the contrary, AMM section 32-11-00 Step 5 (Installation Main Landing Gear), SectionAL(l9) explicitly states "Adjust (rig) wing door (AMM32-12-
-25-11/501)." 

### Exhibit 5 (AMM Section 32-11-00 at Page423(emphasis added)). Thus, when the original flying door is being reinstalled onthe aircraft after aMLG change, as was invariably the case with respect to the initial MLG changes AMES performedfor CCIA, the mechanic is unambiguously directed to Page 501 ofthe AMM titled "Main Gear WingDoor- Adjustment/Test" for instructions onhow to adjust andrig the flying doors. SeeExhibit 6. Nowhere in AMM section 32-11-00 is the mechanic directedto or required to use the steps in 32-12-11, paragraph 4 to re-install the flying door after a MLG change as the FAA claims in the EIR. InspectorLipinski concedes this point. See 

### Exhibit 2 (Lipinski Tr. at 33). Further, as Jeffrey Beckerexplained during his deposition, "[i]fthe flying doors are removed andreplacedconsistent with the landing gear change, then, no, you do not use Section401." Exhibit 3 (Becker Tr. at 192-193). Moreover, Mr. 

### Becker's positionis supportedbyAMM section 32-12-11, paragraph 1., A. which describes the instructions found on pages 401 through 408 ofthe AMMfor removal and installation oftheflying doors as applying to "routine removal" (see 

### Exhibit 6 (AMM Section 32-12-11, paragraph 1., A.)) 

### and not removal and installation ofthe flying doors to accommodate the replacement ofthe landing gear, which is addressed in AMM 32-12- 11/501 14

14 

### To be sure, AMM 32-12-11/50I 

### (Exhibit 6) does indeedinclude detailed information for mechanics regarding the degree to which the landing gear doors shouldbe faired. For example, paragraph 1, I. 

### ofAMM 32-12-11/501 states "[i]fdoor is more than 0.05 inch above or0.20 inch below wing contour, adjust actuation rod until door fairs within above limits[]" and paragraph 1, 

### K. states "[i]nstall and adjustforward upstop bumperuntil wing door fairs within± 0.06 inch with wing contour." AMM 32-12-11/501 goes on to instruct mechanics inparagraphs 1.L. and 1.M. to suspend weight from the inboardend ofthe door andthen to "[s]hortendoor actuation rod until sag at forward inboard corner ofdoor is 0.15 ±0.05 inch." Finally, paragraph l.S. requires the mechanic to "[a]ddor remove shims from under safety stops until bottom ofendplate clearsbumperplate of outboard wheel door by0.05 inch" and paragraph 1. T advises the mechanic that "[g]ap -26-InspectorLipinski asserts, however, that AMES should also have referenced 32- 12-ll/401 in order to complete the process ofinstalling and rigging the flying doors. See Exhibit l (EIR SectionB at 6); Exhibit 2 (Lipinski Tr. at 33-34). His authority for this position is that "Boeing [the aircraft manufacturer] assumes that you [the mechanic] ... know how to go to the rigging section to putthese shims in and out." Exhibit 2 (Lipinski Tr. at 32). InspectorLipinski makes this bold assertion even though he spoke with no one atBoeing to know what Boeing assumed when drafting the B-727 AMM (see Exhibit 2 (Lipinski Tr. at 32)) and there is no support for his position in the AMM itself. His claim is also based onhis statement and that "anybody that qualified on a 72[7] knows to go to that section. Jd(LipinskiTr. at 33). Everyoneperhaps that is except Boeing, whose AMM does not direct the mechanic to any sections ofparagraph4 of32-12-11. Consequently, his assertion that AMES naissed a step whenrigging the flying doors rings hallow and lacks any objective supportinthe provisions ofthe AMM. InspectorLipinski may not like how the B-727 AMM instructs mechanics to adjust and rig the flying doors when done in connection withMLGchanges,buthis personal opinion does not and cannot overridethe clearprovisions ofthe applicable AMM. The AMM is a Boeingdeveloped document approvedby the FAAfor use by entities perfornaing maintenance on B-727 aircraft. CCIA adopted the BoeingAMM as its controlling document. See Exhibit l (EIR, Section B at 2 and 9). Ifthe FAAthinks the instructions contained in the AMM are inadequate for some reason, it is incumbent on the agency to orderthe manualbe between edge ofdoor and adjacent structure to be within 0.10 and 0.25 inch[]" and that the "[g]apbetweenhinge line and flap trackto bebetween0.18 and 0.35 inch." Thus, AMM 32-12-111501 canhardly be read as failing to provide guidance to mechanics on the manner and degree to which landing gear doors shouldbefaired whenreinstalled in connection with MLGchanges. -27-revised. Butthat is no basis for taking enforcement action against arepair station that does as instructed byfollowing the sequence ofsteps called out in the applicable sections ofthe AMM. Accordingly, sections 6.a. and c. ofthe Complaint should be dismissed because as a matter oflaw, a certificateholder cannotbe held to an unpublished standard assumed to exist in the opinion ofa single FAA Inspector. This is particularly so since theInspector, over along period oftime, evidenced abias against AMES and the decision ofCCIA to use its services as described in Section C. below. C. ThePrincipal FAAInspector Pursued This EnforcementAction Against AMES Because ofhis BiasTowardthe Repair Station Declarations submittedby representatives ofCCIA, the AMES customer, and its parent company, Air Transport Services Group, Inc. ("ATSG") show that Inspector Lipinski, made intemperate and inflammatory statements regarding CCIA's decision to use the services ofAMES. First, when the Inspector was at the AMES facility in Wilmington, Ohio in 2009 to inspect the repair station to determine ifit had the qualifications to performheavy maintenance for CCIA, he complained ofthe fact that CCIA was beingforced to use the services ofAMES, becauseAMES and CCIA were affiliated companies with a common parent company. His derogatoryterm was that AMES was being forced to use the services ofthe "mother ship" Exhibit 3 (Becker Tr. at 63-64 and 67). Mr. Lipinski did not contradict this testimony ofMr. Becker onthis point saying ifhe was quoted as having saidit, then Mr. Becker's memory on the subjectis betterthan his (Exhibit 2 (Lipinski Tr. at 169)) which is hardly a contradiction. Mr. Becker also testified that he thought the comments ofInspectorLipinski were "unprofessional" and "unusual." Exhibit 3 (Becker Tr. at 65-66). The Inspector even went so far to saythathe preferred CCIAuse the services ofFlight Star-- an unrelated -28-repair station. See id (BeckerTr. at 63 and 64). Attempting to streer an air carrierfrom onerepair station to another specificrepair station is far afield from the normal duties of an impartialFAA maintenance inspector. Apparenlty continuingto be angeredbythe fact that CCIA was using the services ofAMES, Mr. Lipinski went evenfurther with his remarks-clearly displaying an inappropriate andbiased attitude against AMES. Specificallyhewas quoted by representatives ofCCIAthathe, InspectorLipinski, was going to "war" with AMES. A colleague ofInspectorLipinski corroboratedthe fact thathe calledAMES "evil" in a meetingbetweenrepresentatives ofCCIA and the FAA. See Exhibit 16 (Deposition of James D'Arcy, Tr. at 76-78). Lipinski was also quoated as saying he would take "no prisoners" and that "shitis going to start" inthe contextofquestioning whyAMES was still aprovider ofheavy maintenance servicesto CCIA going so far as to statehis goal is to have theAMES certificate suspended and otherintemperate andinflammatory remarks. 15 Mr. Lipinski's attitude toward CCIA and AMES was so far out oflinethat CCIA andits parentcompany, ATSG, even tookthe extraordinary step offormally complaining about the Inspector's conduct, recognizing that doing so couldpose a risk to theworkingrelationship between the carrier andthe FAA. The Inspectorpervasive and deep seatedbias, provenbyhis wholly unprofessional and intemperate remarks to representatives ofAMES, CCIA and even anotherFAAinspector, are reason enoughto dismiss the Complaint as taintedbythe Inspector's prejudice. However, favorable action onthis Motion need notbebasedupon 15 The Declarations ofJames Savastano, John Sullivan andW. Joseph Payne attached to Respondent's Oppositionto Complainant's Motion to CompelProduction andReplyto Complainant's Oppositionto Respondent's Motionto Compel, dated March 25, 2014, are attached hereto as Exhibit 15. 

### -29-this evidence ofbias. Thefact is that the FAAhas not and cannotprove the condition of any ofthe aircraft when AMES first completedthe MLG changes because ofthe passage oftime, the weakness in the FAA's documentary evidence showing any missing or misplace bushings and shims, and the fact that the FAA lacks any support for the allegationthat the wrong section ofthe AMM was usedbyAMES. Hence, the Complaintcan and shouldbe dismissed with prejudice making it unnecessary atthis juncturefor a specific ruling on the issue ofthe prejudice ofthe Inspector. Shouldthe Inspector's commentsbefound to be sufficientto prove prejudice onhis part, then this wouldbe yet anotherbasis for granting the instantMotion. 

### VI. Conclusion The FAA's entire caserests on its erroneous assertion that AMES did not follow the B-727 AMM when it completedthe MLG changesbecausebushing and shims were missing or misplaced as stated in paragraphs 4.d. and 4.e ofthe Complaint. Areview of the workpackages, however, shows thatbushing and shims were not found to be missing ormisplacedby AMES during any ofthe MLG changes onthe three aircraft. In addition, as explainedabove, AMES followed the correct AMM Section (32-12-11/501) to adjust andrig the flying doors in connection with the MLG changes and properly signed offon the work. Anyflying door discrepancies were minor in nature and theresult ofmonths of wear and tear on moving structure that operate in a hostile environment. Sincethe undisputed evidence favors the position ofAMES andbecausethe FAAis clearly mistaken about the quality and weight ofthe evidence, summaryjudgment shouldbe grantedin Respondent's favor.

- 30-Dated: January 30, 2015 Respectfully submitted, SILVERBERG GOLDMAN, L.L.P. Attorneys for 

### AIRBORNE MAINTENANCE AND**ENGI~G** 

### SERVICES By:

# ?~II?UL Robert P. Silverberg, Esq. 

# '7 1101 30'h Street, N.W. Suite 300 Washington, D.C. 20007 Tel: (202) 944-3304 Fax: (202) 944-3306 Email: rsilverberg@sgbdc.com

- 31 -CERTIFICATE OF SERVICE Ihereby certify that on this 30'h day ofJanuary 2015, I causedthe foregoing Motion for SummaryJudgment to be served by FedEx upon the following: Federal Aviation Administration 600 Independence Avenue, S.W. WilburWright Building Suite 2Wl000 Washington, D.C. 20591 (Attention: HearingDocketClerk, AGC-430) Tel: (202) 267-0377 (original and one copy) The Hon. J.E. Sullivan Administrative LawJudge Office ofHearings, M-20 U.S. Department ofTransportation 1200 New Jersey Avenue, S.E. (El1-310) Washington, D.C. 20590 Tel: (202) 366-2132 Fax: (202) 366-7536 Christopher R. Stevenson, Attorney Federal Aviation Administration Office ofthe Regional Counsel, AS0-7 Southern Region 1701 ColumbiaAvenue College Park, GA 30337 Tel: (404) 305-5200

### Exhibit 1 Exhibit 2 Exhibit 3

**E~ibit4** 

### Exhibit 5 Exhibit 6 Exhibit 7 Exhibit 8 Exhibit 9 Exhibit 10 Exhibit 11 Exhibit 12 Exhibit 13 Exhibit 14 Exhibit 15 Exhibit 16 List ofExhibits 

### FAA's Enforcement Investigative Report (EIR), Section B Transcript Pages from Deposition ofFrankLipinski takenDec. 18, 2014 Transcript Pages from Deposition ofJeffrey Beckertaken Oct. 29, 2014 AMES Documents ShowingDates MLG Changes Completed B-727 Aircraft MaintenanceManual (AMM), Section 32-11-00 B-727 Aircraft MaintenanceManual (AMM), Section 32-12-11 WorkPackage Documenting CorrectiveActions Taken on AircraftN287SC WorkPackage Documenting CorrectiveActions Taken on AircraftN898AA WorkPackage Documenting Corrective Actions Taken on AircraftN899AA CClA Log Page Documenting Replacement ofLanding Gear Cylinder on Aircraft N287SC CClAAircraft Technical LogReport Documenting Tire Change on AircraftN287SC Pictures ofthe Forward andAft Hinge Assemblies onAircraft N287SC E-Mail Correspondencefrom CClAVP ofMaintenance to 

### AMES Complementing AMES on its Work Picture ofRight HandMainLanding GearAntiskid Conduit on AircraftN287SC Declarations ofJames Savastano, John Sullivan andW. Joseph Payne Transcript Pages from Deposition ofRichardD'Arcy Taken Oct. 28, 2014

# Exhibit 1 FAA's Enforcement Investigative Report (EIR), SectionB

# ) File Number 2011 S02)1\JQ32 

### EIR# 2011S0290032SECTIONBSection B, Page 1 

### Statement ofCase and Factors Affecting Sanction Statement ofCase Summary Airborne Maintenance and Engineering Services (AMES) (FAA Certiftcate# ABXROO!A), on three occasions performed landing gear changes on Capital Cargo International Airlines (Capital) B-727 (N287SC, N899AA, and N898AA) aircraft incorrectly. AMES is a large aircraft Maintenance Repair Organization (MRO) located atthe Wilmington, Ohio airport. AMES has Operations Specifications (Ops Specs) issued for Limited Airframe and Power Plant ratings thatincludes the B-727 aircraft and the associated JT8D engine. AMES is authorized to conduct maintenance on Capital B-727 aircraft Capital, atthat time had AMES on its Ops Specs D-91 paragraph Sub.,tantial Maintenance.Providers list. On April 16,2010 a Capital B-727, N287SC took offfromthe Cincinnati/Northern Kentucky International Airport(CVG) and had to return to the airportin an emergency situation due to severe in-flight-vibrations above 270knots. The CVG Flight Standards DistrictOffice (FSDO) conducted an Occurrence Investigation (Occ # OGL0520100084) and found during their(Assigned Inspector Bobby Evans) investigationthat a bushing/bearingfor the rightMain Landing Gear (MLG) had been left out during a MLG change on the aircraft. The initial MLG change tookplace while the aircraft was in a ""C" type inspection at AMES on or about 22 March 20l0. A subsequentrightMLG removal dueto warranty repairs tothe MLG tookplace on or aboutApril18, 2010 at CVG andthe work was performed by AMES. The missingbushing/bearing was discoveredby Inspector Evans during this removal and replacement while he was investigatingthe occurrence. The bushingfbearing had been left out duringthe initial replacement ofthe MLG duringthe "C" Check conducted by AMES. The missing bushing/bearing is usedfor the MLG Wing (Commonlyknown in the B-727 world as the "Flying Door") outer FlyingDoor actuator fitting. The bushing/bearing being left outcreated a "LooseDoor" situation and above 270 knots the doorbuffeted severely against the airframe. The CVG FSDO (Inspector Evans) opened an Investigation and sentan LOI (EIR # 20lOGL050030) to Capital. The response from Capital to Inspector Evans resulted in aLetter ofWarning being issued to Capitalforthe incident. Subsequentto this incidentthe Capital Principal M<rintenance Inspector (PM!) conducted inspections during the 25-28 May 2010 time frames onthethree aircraftthat had received MLG changes byAMES. The inspections tookplace at the ToledoInternational Airport (TOL) during routine line station surveillance and the PMl was accompanied by another Capital Certificate ManagementTeam (CMT) member (Jack Gasche, AC OPS). The inspections revealed that all three aircrafthad all Flying Doors (inboard and outboard)installed incorrectly. The improper Flying Doors' installations resulted in doors damage, doors attach fittings damage, airframe damage, flap track f<riring damage, and door attach fitting covers damage. Associated structures includedthe inboard flap track fairings, Flying Doors attach fittings covers, and wheel well fairings. FOR OFF!CAL USE ONLY 2011S0290032

# J

) FileNumber2011
**S02~tJ032** SectionB, Page2 Inaddition to the improper installations on all three aircraftN287SC had the wheel brakes anti skid conduit on the right N1LG was -improperly positioned to the front ofthe gear and had been crushed by the gear door againstthe wing mating surface. The MLG Doors were ail obviously out ofrig. The findings were reportedto the Capital Maintenance department atTOLandthe aircrafthad to be removed from service. All three aircraft had to be ferried to the AMES facility to effect repairs on the doors, airframes and to havethe doors correctly installed. The AMES Director ofQuality Assurance (DQA) and Director ofMaintenance (DOM) carne to TOLto look at the aircraftprior to the ferry flights to the AMES facility. The PMl's discussions withboth revealedthat AMES was notfamiliar with the B-727 MLG replacementprocedures and how the MLG doors had to be rigged afterthe MLG's werereplaced. Both could not showthe PMlthe correct section ofthe AMM to use for door rigging and both could not show the PM! where the references in the MLG replacement instructions requ1re the doors to be rigged and inspected. Subsequently,thePM! conducted areview ofthe MLG replacementworkpackagesthat were used by AMES for Capital and thatreview revealed that AMES did not follow the approved Capital Aircraft Maintenance Manual (AMM) (Boeing instructions accessed through myboeingfleet.com). The referenced A1Y1M chapters were incorrect for the maintenance actions. The Required Inspection ltem tests and inspections procedures for the MLG replacements were not used. An LOJ was sent to Capital for failure to ensure proper inspection and maintenanceprcocedures were used and followed and failure to detect the installations and damage after the inst:all,,ti The LOI response from Capital to the PM! revealed the failures ofAMES to use approved AMM instructions, CapitalRll procedures, AMES procedures, and a lack ofAMES personnel qualifications to completethe tasks. Capital's Continuous Airworthiness Maintenance Program (named the MIP which is an acronym for Maintenance Inspection Program) authorized by Ops Specs paragraph D-72 requires the usage ofBoeing727 Aircraft Maintenance Manuals (AMM) as revised by Boeing. Those manuals clearly describe the steps and give complete instructions to change MLG's (AMM Chapter 32-ll00) and FlyingDoors (AMMChapter 32-12-l 1) and properly rig both. AMES was supplied these manuals to use, by Capital as required, by bothentities approvedmanual systems and Ops Specs authorizations. No AMM reference could be found in any records reviewed for any ofthe aircraft thatproved AMES used any ofthe Flying Doors rigging section. The only AMM references found were for the gear replacements and then, only some ofthose required in that Al\1M section could·be faund in records reviewed. FOR OFF!CAL USE ONLY 2011S0290032

# ) FileNumber2011 S02W032 SectionB, Page3
The MLG change and door rigging is designated as aRequired inspection item (Rll) as described in 14CFR§l2l.369(b) (2), in the Capital General Maintenance Manual Rll section. The MLG change records for all three aircraft had Rlllnspector sign offs however they could not have been inspected or atthe least inspected properly as the wrong AMM references were used and no AMM door rigging references were used. The proofis the ensuing damage from improper maintenance actions. N899AAhad its MLG changes at AMES duringJuly 2009, N898AA had its MLG changes during September2009, andN287SC had its MLG changes during March 20 !0. All three aircrafthadbeen operated continuously in that condition for many months and cycles. N899AAhad 784 cycles amassed, N898AA had 628 cycles amassed, and N287SC had 172 cycles amassed for atotal ofI,584 cycles operated when the PM! found the discrepancies. As previously mentioned, upon review ofthe maintenance records by the PMJ for all three aircraft's MLG changes it was apparentthat incorrectprocedures were used by AMES. As a result ofthe damage observed and areview ofthe documentation an LOI was sent to AMES and this EIRis the result ofthe findings.

AMES failed to adhere to....-- approved programs, Capital's approved AMM,AMES's **approved~anual** (RSQM), and authorizing Ops Specs issued to AMES.

FOROFFICAL USE ONLY 2011S0290032

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# J File Number2011S02:nJ032 Section B, Page 4 Discussion On April 21, 2010 a copy ofService Difficulty Report# C8GA201000009was sentto the Capital Principal MaintenanceInspector (PM!) via email attachment sent from the Capital Manager of Quality ControL The SDR reported an emergency return ofB-727 N287SC operated by **Capita~** to the KCVG (Cincinnati) airportbecause ofahigh frequency aerodynamic vibration.The SDR identifiedthe cause as the upper rudder attach fittings and therightMain LandingGear (MLG)Wing (Industry common name, "FlyingDoor")door bushing needed replacement (lOP 1). As a result ofcommunications in the matter between the Capital PMJ and the Capital DOM the PMlreceived an email from the DOM that saidthe aircraft (N287SC) had flown 5flights with no problems since having the RH MLG Flying Door actuatorbushing replaced (lOP 2). An Occurrence Report from the CVG AirTraffic Control branch was senttothe CVG FSDO for investigation and a copy was supplied tothe PMl from the CVG FSDO Inspector conducting the lnvestigation (Inspector BobbyEvans) (lOP 3). As a result ofcommunications between the Capital PMl and CVG FSDO InspectorEvans, (who was conducting the Occurrence investigation for the Air an email was from lns]>ecto_!

Inspector Evans sent an LO! to Capital for the improper maintenance/missingbushing (lOP 5). The Capital response to InspectorEvans' LOI uncoveredthe fact thatthe aircrafthadjusthad the MLG's changed atAMES during a "C" Checkconcluded on or about22 March 2010. The bearing/bushinghad been left out atthattime by AlvlES maintenance personnel conducting the MLG change. Capital generated Corrective Action Reports (CAR's) to AMES andvowedto institute immediate fix corrective actions to ensurethis type ofevent would not recur (lOP 6). As a resultofthe LOl responsefrom Capital and Capital's corrective actions for the missing bushing/bearing incident Inspector Evans closed out his Investigation with a Letter ofCorrection (lOP 7). As a resultofInspectorEvans' findings the PMl conducted surveillancelinspectinns attheTOL airporton the aircraft involved in the Air Return and two other B-727's thathad MLG changes at the AMES facility contractedto by Capital for the MLG changes. Much damage was found on all three aircraftbythe PMl. The PMJ generated an Inspector Statement as tothefacts found (lOP 8). AnotherInspector (Charles Gasche) from ASO CMO 29 TeamD accompaniedand assisted the PMl duringthe aircraft inspections. Inspector Gascbe generated an Inspector Statement as well (IOP9). 

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# )

) ) FileNumber 2011S02'1v032 SectionB, Page 5 Acopy ofthe AMES work package for the LH and RH MLG changesfor N899AA is supplied. The lOP shows AMES Non Routine cards and the back side ofthe Non Routine Partial Work Accomplished pages. Pages 1through 5 ofthe lOP are for the Left MLG. Pages 6through 11 are for the Right MLG. Pages 1through 3 ofthe lOP package show maintenance actions completed, Rll inspections completed, and AMM references used. AMM section 32- 11-00 is shown but AMM section32-12-11 is not and that section is required for MLG and Flying Doors rigging as well as Rlllnspection steps. Pages 6through 9 ofthe lOP package show Rll inspections completed and AMM references used. AMM section 32-11-00 is shown but AMM section 32-!2-11 is not and that section is required for MLG and FlyingDoors removal, installation, and rigging as well as Rll Inspection steps. The requirementto utilizeAMM section 32-12-11(10P 14 Main Gear Wing Door Removal/Installation and Rigging) is listed in AMM section 32-11-00 Step 5, SectionAL (19), (lOP 13 Main Landing GearRemoval and · lOP 5 and lOP page 8 A copy ofthe AMES workpackage forthe LH and RH MLG changes for N898AA is supplied. The lOP shows Non Routine cards and tbe back side oftheNon Routine Partial Work Accomplishedpages.Pages 1through 5 ofthe lOP are fortheLeft MLG. Pages 6through 10 are forthe Right MLG. Pages 1through 3 ofthe lOP package show maintenance actions completed, Rll inspecrions completed, and AMM references used. AMM section 32-11-00 is shown but AMM section 32-12-11 is notand that section is requiredfor MLG and Flying Doors rigging as well as Rll Inspection steps. Pages 6 through 8 ofthe lOP package showmaintenance actions completed, Rll inspections completed, and AMM references used. AMM section 32-1!-00 is shown butAMM section 32- 12-11 is not andthat section is requiredforMLG and FlyingDoors removal, installation, and rigging as well as Rlllnspection steps. The requirementto utilize AMM section 32-12-11(lOP 14Main GearWing Door Removalllnstallation and Rigging) is listed in AMM section 32-11-00 Step 5, SectionAL (19), (lOP 13 Main Landing Gear Removal and Installation, page23)-IOP page 2 entry 1and lOP page 7 entry 1 show of AL virtue ofthe sign offs AMM section 32-11 A copy ofthe AMES workpackagefor the LH and RH MLG changes forN287SC is supplied. The lOP showsNonRoutine cards and the back side oftheNon Routine Partial Work Accomplishedpages. Pages 1through 7 ofthe lOP are forthe LeftMLG_Pages 8through 14 are for the Right MLG. Pages I through 5 ofthe lOP package show maintenance actions completed, Rll inspections completed, and AMM references used. AMM section 32-11-00 is shown but AMM section 32-12-11 is not and that section is required for MLG and Flying Doors rigging as well as Rlllnspection steps. Pages 8through 12 ofthe lOP package show maintenance acrions completed, Rll inspections completed, and AMM references used. AMM section 32-1!-00 is shown butAMM section 32- 12-11 is notand that sectionis required for MLG and Flying Doors **remova~** installation, and rigging as well as Rlllnspection steps. FOR OFF!CAL USE ONLY 2011S0290032

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# J J FileNumber 2011S02:;v032 SectionB, Page 6 Therequirement to utilize AMM section 32-12-11(!0P 14 Main Gear Wing Door Rernoval!!nstallation and Rigging) is listed in AMM section 32-1!-00 Step 5, SectionAL (19), (lOP 13 Main Landing Gear Removal and mornttau.!:!!b 12 The Boeing AMM Chapter 32-11-00 for MLG Removalllnstallation oftheB-727 MLG, authorized by Ops Specs issuance and MlP approval for Capital is supplied. On pagetwo ofthe lOP section 3 F gives instructions for the removal ofthe Wing (Flying Doors) Doors priorto the removal ofthe MLG. lOP page 23 (AMM reference Step 5 beginning on lOP page 16 and ending on page 24) shows AMM Step 5, Installation ofMLG section, AL (19) and that section shows the requirementto use AMM chapter32-12-11 to adjust and rig the wing doors afterMLG **~~"!icms** which on all three aircrafts The BoeingAMMChapter23-12-11 for Main Gear Wing (Flying) Door Removal/Installation authorized by Ops Specs issuance andMlP approval for Capital is supplied. lOP pages 1and 2 shows the requirements to follow for routine removal on page 1, 1. General, paragraph A and instructs the mechanicto use paragraph4 steps (lOP page 2) for installation includingfigure 401 entirely (lOP pages 3-5). Paragraph4 step L instructs the mechanicto Adjust (Rig) wing doorper AdjustmentfTest section. The AdjustmentfTestsection (lOPpages 9-11) show the necessary fits andtolerances that must be achieved in order for the doors to be aligned to the airframe, and This is an and mustbeadheredto.

Based on the findings an LOJ (ElR # 2010S0290120) was sentto Capital forthe incidents (lOP 15). Capital's LOl exonerate Capital and the ElRfor the the response did show that AMES did did notperform Rll inspections properly, did not return the three aircraftto service !AW approved procedures, did not follow Capital'sAMM and GMM insofar as the Rll program was ignored for the gear doors, and AMES did notfollow its approved manual (lOP 16). A Copy ofthe Capital Aircraft Flight and Maintenance Log (AFML) pages for N287SC dated 4118/2011 are supplied along with the Capital AFML Supplemental Sheets forthe Air Return for vibration. lOP page 1, (AFML page 88224) item 1shows the vibration write up and the corrective action side shows excessive free play on the Flying Doorand directs the reader to seethe continuation sheetfor the corrective action. The corrective action on lOP page 2 item 6 shows replacement ofthe MISSING bushingfor the Flying Dooras the corrective action and the mechanic provides the correctAMMreference however the mechanicsfor AMES still don'tfind the improperdoorrigging. FOR OFF!CAL USE ONLY 201 1S0290032

# ) 

# l File Number 2011S02Yu032 Sectionl::l, Page ) The right MLG was found to be faultyjusttwo days later, 4/2012011 (The aircraft had not flown since the Air Return) and the gear was removed nnd replaced by A..NIES under warranty. See lOP page 4 (AFMLpage 88226) item I. The corrective action shows the AMM chapterfor R&R of the gearand a gear retraction was accomplished butonce again AMES failed to conduct RJl inspections ofthe Flying Doorproperly and ensure properrigging. AMES for atleast this aircraft had three occasions to get itright and failed all three times (lOP 17). An LOl was sent by the PM! to the AMES Responsible Personfor the actions (lOP 18). rec,e•v•,ci from AMES and AMES takes this opportunity to correctthe release dates for actions. AMES disavows anyresponsibility for the cmmuJT that crushed. AMES fails to address theirfailure

go with additional training however no mention is made for correction of departmentthat was irresponsible in theirperformanceforthe events. by Capital and Capital contracted instruction perSonnel onthe B-727 and B-757 priorto the capital CMT adding AMES to the Capital D-91 Ops Specs. The Capital CMTobservedthe training and the landing gear and associated airframe and systems were addressed sufficiently for AMES to conductmaintenance with. The MLG change was identified and stressed as an Rll item and the use ofthe B-727 AMM as describedin the lOP 13 and 14 discussion section previously identified was the only direction supplied by Capital for AMES to use. AMES wentto greatlengths to provide manymore corrective action items for the MLG change afterthe LOI for Capital was sentto Capital but, ifAMES followed the AMM references and inspected the MLG changes as required, that'sall AMES would havehad to do to ensure that all the steps were done correctly. In essence, AMES fails to recognize or take responsibility forthe failure to follow approved procedures and accepted procedures for inspections ofcriticalto flightitems prior to release of those aircraft. Subsequenttothis violation AMES has receivedanother LO! (ElR# 201 IS0290037) for failure to follow the approvedAMM and Rllprogram for critical to flight Nose \Vbeel Steering maintenance

A copy ofthe 8130-3 forrn and MLG build up directions from the MLG component maintenance manual referenced in the AMES LO! for N287SC's RMLG is supplied. ATl Aviation Services LLC is the vendorthatreleased the gear to service. Page 2 ofthe lOP shows correctconduit 

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# J File Number **2011S02~v032** Section B, Page 8 Capital CAR's generatedto AMES for thefindings identifiedby AMES in the LOJ response are supplied. All three show Corrective Actions Takenby AMES to satisfy Capitals requirements to respond to the CAR(lOP 21). A copy ofthe AMES Training Module developedto satisfy the LOI response is supplied. The trainingmodule has pictures ofthe improper door installations and damage that ensuedfrom the improper installations. Thetraining references come directly out ofthe Boeing 727 A.l\A,M_ lOP page 3 bottom view has the wrongAMM reference. AMM 32-10-11 does not exisl The correct 12-1!. A copy ofthe AMES Task cards that they developed for B-727 MLG changes as referenced in the LOlresponse is supplied. The taskcardsparrotandmimictheB,727 AMM for MLG changes. A copyofthe corrective actionsthat AMES had to effect on N899AA after the
for themaintenance steps are included (lOP 24). A copy ofthe corrective actionsthatAMES had to effect on N898AA TOLof and **insp•e_cjj,~** for the maintenancesteps are included (lOP 25). A copy oftbecorrective actions thatAMES had to effecton N287SC after the PMI's llllUlrt!',S ofimlJrooermaintenance and inspe<:tion for the maintenance steps are included (lOP 26). A copy ofthe Capital Rll section ofthe Capital GMM is supplied and shows the requirements of the MLG and Doors removal as Rll required. The Rll section is required to be used by the Capital MlP and is referenced in the MIP. lOPpages 4 and 5 showsthe effective dates ofthe GMM RJ1 section and coverthe datesfor all three aircraft. Page 4 wouldbe forN899AA andN898AA. Page 5 would be forN287SC. Section 32ofthe Rlllistshows MLG replacement, operational checks, and rigging and/or adjustment as Rll required(lOP 27). A copyofthe Capital Operations Specifications D-72paragraphis supplied. D-72 authorizesthe Capital MIP (lOP28). FOR OFF!CAL USE ONLY 2011S0290032

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# J File Nwnber 2011S02;.u032 SectionB, Page 9 A copy ofthe Capital B-727 MIP Volwne I LOEP approval page that was in effect at the time of the violations is supplied. MlP volume l is the controlling document for the CAMP (lOP 29). Acopy ofthe Capital MJP section 00 thatshows the Volume 1and 2 revision level in effect at the time ofthe violations. Volume I and 2 contain the description and controls for the Rll program, Boeing AMM usage, Service Checkrequirements including Airworthiness Release (AWR), and the A and C Check requirements including AWR (lOP 30). A copy ofthe Capital MIP Volume I section 01-2 that was in effect at the time ofthe violations is provided. This section shows the abbreviation meaning ofAMM as used in the MJP. Section 0l C controls the basis for Capital's MlP using the Boeing B-727 MPD. Section 01 D shows the control ofthe Capital Rll program and requires the usage ofthe Rll section ofthe GMM for compliance with the Rll regulations. Section 01 E shows the requirement for Capital to utilize the Boeing AMMfor all maintenance actions (lOP 31). Acopy ofthe AMES Operations Specifications (Ops Specs) issued by the DTW FSDO authorizing AMES to conduct maintenance on the B-727 aircraft is supplied_ AMES is authorized Limited Airframe and Power Plant rating forthe B-727 and its engine, the JT8D The Director of Quality and Training has signed for AMES. AMES is required by Limitations to conduct work in accordance with the manufacturer's currenttechnical data, the customer's Air Carrier manual lAW 14 CFR 145.205 or otherdata approved by the Adrninistrator.ln this case the Boeing AMM (lOP 32). AMES has an Ops Specs manual housed in it RSQM. The Ops Specs manual has the current Ops Specs issued along with its EASA Approval Certificate and Capability List. AMES states in the AMES RSQM Introduction section that it will not operate in violation ofthe station certificate, · lOP 21 -

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# • The approval page ofthe AMES RSQM shows the approval ofthe RSQM in effect for the violations (lOP page I) and the LOEP page I shows the approval page ofthe approval section (lOP page 5) (lOP 34). 

# ..

The AMES RSQM Introduction section lists the statements ofcompliance to the manual, Ops Specs, and certificate ratings (lOP page!) and states it willnot approve for service any article it does nothave the required technical data or trained personnel for (lOP page 2) for. The AMES defmition ofan article is aircraft, airframe, aircraft engine, propeller, appliance, or component part (lOP page 3) (lOP 36).

FOR OFFICAL USE ONLY 2011S0290032

# )

\ 

### __) File Number 2011S02YU032 Section B, Page 10 The AMES RSQM Organization section shows the General Manager as the responsible person for complete overall operation ofthe repair station (lOP page l), the Director ofMaintenance ensures quality ofthe maintenance program (lOP page 3) and adherence to all CFR's (lOP page 4). ln the AMES RSQM (Section 02.00) the DirectorofQuality Assurance and Training (DQA) is responsible for the quality ofthe inspection program to includetraining, qualification, procedural compliance,tooling, and necessary interfaces and controls (!OP page 6). The DQA is responsible for the Repair Station Training and internal Evaluation Programs (lOP page 7). The DQA is respon.sible to ensure compliance with regulations and quality as relatedto the customers approved CAMP (lOP page 8). The DQA is responsible to ensure all technical data used is current and when doing maintenance on customeraircraft, ensure customer manuals are used and where they are located for AMES personnel to use (lOP page 9)(10P 37). TheAMES RSQM Training section (03.00) says thatthe DQA is responsible for training requirements for all AMES employees and will ensure training is accomplished foreach maintenanceperson to ensure the person has the knowledge and skillsto perform assigned maintenance tasks (lOP page 1). TheJob SpecificTraining Requirements forCustomer Aircraft section lists the training requirements (Systems) for customer aircraft maintenance and Rll inspections (lOP page I0). The DQA will request the training needed to ensure that customer aircrafttraining will be accomplished priorto performingmaintenance tasks on those aircraft and documentthattrain.ing (lOP page 12) (lOP 38). TheAMES RSQM Personnel section (03.0I) shows the Accoun.table Manager(General Manager) as responsible for all actions atthe Repair Station and will en.sure that Repair Station. personnel follow the regulations (lOP page 1A. (1)). The DQA is respon.sible to the General Managerfor compliance with all procedures (lOP page l B. (l)) Therepair Station will ensure that enough qualified, trained, knowledgeable, and experiencedpersonnel to ensure all work is performed IAW 14 CFRPart 43 and all supervisors must oversee and en.sure all work is performed underthe authorizations ofthe certificate and Ops Specs issued (lOP page 1C.(!), (2), (3). Personnel authorized to conduct maintenance and inspections for AMES must show experience to understand methods, techniques, and equipment used to determine airworthiness of the aircraft (lOP page 2 A. (1) through (5). The Repair Station must make available to all personnel currentspecifications and procedures and Air Carrier manuals for use (lOP page 3 B.). Personnel assigned to AMES are required tofamiliarize themselves with the regulations required by AMES this includes 14 CFRParts 43 and 121 which have the requirements for propertooling, qualifiedpersonnel to conduct maintenance on an aircraft and an aircraft certificated for operations under 14 CFR Part 121 and, the requirements to utilize the approvedmanual system for thatAir carrier (lOP pages 3 and 4 C. (l) through (13)). Prior to performing maintenance on a customer's aircraft, in this cise **Capital~s** the mechanics and supervisors must beauthorized and trained and qualified to do so (lOP page 6, 6 A., B., and C.) (lOP 39).

FOR OFF!CAL USE ONLY 2011S0290032

# )

) File Number 2011 S029U032 Section B, Page 11 The AMES Repair Station Policies section (04.00) says that AMES will havethe correct tools to perfonn maintenanceand will use them !AW the RSQM, Ops Specs issued, and 14 CFR43 (lOP page l A. (l)through ( 4). The AMES DQA is responsible to oversee corrective actions for all Endings including Discrepancy Notices, FAA Inspection findings, Internal Audit ftndings, customerfindings etc.

**Defi~iencies** noted are to be investigated, root cause provided, and immediate action taken to correct the discrepancy to preventrecurrence ofthe discrepancy. QA audits ofcorrective actions must be performed (lOP pages 14 and 15 section 16 entirely). AMES is required to utilizetechnical dataand trained personnel for all maintenance it conducts. TheAirCarrier's approved manuals are required to be used and suppliedto AMES. AMES must make the technical data available to its maintenance personnel (lOP pages 17 and 18 section 19 entirely). The AMES DQA is responsibleto ensure maintenance performed on an Air Carrier's aircraft is perfonned lAW the carriers approved manual system. The DQC is responsible for keepingthe carriers rnanuaJ revised and determiningthat the carrier's manual is current prior to using that manual (lOP page 19 section 21 entirely) (lOP 40).

FOR OFFIC.U USE ONLY 2011S0290032

# J ) File Number2011 S029U032 Section B, Page 13

Accordingly, aLetter ofInvestigation (LOI) was sentto Capital Cargo International Airlines (lOP# 18). The carrier has responded to the LOI (lOP# 19). Factors Affecting Sanction Nature ofthe Violation These alleged violations are for the AMES Certificated Repair Station and are maintenance related · nature. The-aircraft were maintained, inspected, and returned to service improperly. lbeca1use AMES failed to adhere to the prescribed and approved methods ofits manual D>>erati1ons Specifications authorizations, and Ratings and Limitations approved by the FAA. 

# tl!!!!!!l!t. __ The aircraft were ultimately operated in an unairworth condition because Al'vtES failed to adhere to the requirements oft e approved Capital instructions for replacement ofthe MLG's. AMES failed to adhere to the Capital "Critical to Flight" inspection tasks delineated in the Rll inspection section ofthe Capital MlP. AMES failed to utilize the entire section ofthe MLG removal and replacement section ofthe approved AMM for Capital andjust ignored the Flying Doors removal, replacement, and rlgging section ofthe approved AMM. AMES failed to adhere to the Capital CAMP, approved AMM, and Inspection procedures along with, failure to follow its own manual system put in placeto ensure this kind offailure didn't happen. The lOP's are many and irrefutable. No part ofthe approved AMM section 32-12-11 was followed. The M1M allowed three aircraftto be released to service in an un:;in.vo1rth'< The AMES failure to follow the Rll program resulted in a inspected for a critical safety offlight sy,;cern' Whether the Violation was Inadvertent and Not Deliberate

FOR OFF!CAL USE ONLY 2011S0290032

# J Certificate Holder's l.e;el of Experience AMES has been ceniftccted u:1du ).:; C**~I<~** :.:;.5. 'S': experience with**rnul~ipie** 

### ;>**pe~** cf aw .. :rah AMES had to ha·>e .1urn-=rDu5**S:st~m:~** anc**;-~".m:-•a:tr"<!:t,!r~** ... ••.Jrsc.)**::-r·;:_:u..._c_·~:** t.:·**t~·-** because olrcpcatt'G m:stakes**tei;1~** :T.oid-:.: b:, :\:\·iCS**~::,** C..:.1p·:a.!**::::~·..:~:::-'r** ..'.**:--,:1-~-** f,:_::r _ · :h:.:**.:.\~!-** ') facility. The mistakes continued until Capiwl rem(>::d**i.hti~** :ii';::,-,!f"'; :·;urr. _:o,\.;t<,**~1nL** r-**:·~,-!\\** ' ..**J\1,:-''''-~** another MRO for hca\·:, mainlenance Alv1ES has recei\·ed r\'u m:.re LUI·.::. {:201 'S02r.)UU.;O a11G :2Ui lSCJ2lJ()())7: :;-x :;;o1!u1c tu**:r~)L'** ..:'"

Degree ofHazard

FOR OFFICAL LSE ONLY 2011S0290032

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) File Number 20l!S02'iv032

**~ectwn** tJ, Yage J) Use ofa Certificate The alleged violatorholds ar Air Agency 14 CFR § 145 Certificate and shouldhave been conducting its maintenance and inspection actions under the highest possible standard ofsafety and care. Violation History

Ability to Absorb Sanction 1t is unknown whetherthe carrier can absorbthe sanction delineated in current guidelines for this violation ifthe AMES has close to 500 and is not a

Whetherthe Violation was Reported Voluntarily These alleged violations were not reported voluntarilypriorto the investigation outlined above. Corrective Action None OtherInformation Rellabilit)· ofthe Evidence Theevidence is absolutely reliable ard was supplied by the CMT PMJ, Capital, AMES, and by FAA data bases. Conflicting Evidence None FOR OFFICAL USE ONLY 2011 S0290032

# Exhibit 2 

# Transcript Pages from Deposition ofFrankLipinski taken Dec. 18, 2014

# In The Matter Of: 

# In the matter ofAirborneMaintenance andEngineering

FrankLipinski December 18, 2014
LYONREPORTING, INC.

Certified CourtReporters P.O. Box 8l124 Atlanta, Georgia 30366 770/458-5500 800/767-2030

Original File 121814airb-jlp.txt

# ' 2i 3! i 

### BEFORE THE US DEPARTMENT OF TRANSPORTATION OFFICE OF HEARINGS

WASHINGTON, DC 4 In the matter of: ) Docket No. FAA-2013-0291 ) FAA case No. 2011S0290032 5 AIRBORNE MAINTENANCE AND) ENGINEERING SERVICES, ) 6 ) Administrative Law Judge Respondent ) J.E. Sullivan 7 ) 8 9 

### FRANK LIPINSKI 10 11 Deposition of FRANK LIPINSKI taken on behalf of 12 Airborne Maintenance and Engineering Services, at the 13 Federal Aviation Administration, Office of the Regional 14 Counsel, Southern Region, 1701 Columbia Avenue, College 15 Park, Georgia, commencing on December 18, 2014, at 16 9:25 a.m. before Jennifer L. Pope, Certified Court 17 Reporter and Registered Professional Reporter. 18 19 20 21 

# 22 23 24. 25 LYON REPORTING, INC. Certified Court Reporters P.O. Box 81124 Atlanta, Georgia 30366 770/458-5500 800/767-2030 LYON REPORTING, INC. 11 

### Q. Okay. Well, we'll get to that. 2 A. Okay. I don't know what else I can give 3 you but besides that answer. 4 

### Q. All you can give me is answers to my 5 questions. 6 

### A. That's my honest input to you. 7 

### Q. Now, as I understand it, you have indicated 8 

### that 32-12-11 Section 401 would have been the 9 correct reference for use of those maintenance 10 steps; correct? 11 A. If you remove the doors and you have to rig 12 the doors, the only data that give the specific 13 other than the general statement in 32-11, the 14 tolerances, the fittings -- when you're rigging a 15 door, when you're actually putting a door in, other 16 than doing the actuator arm extension -- it gives 17 18 

### you the specifics of the extensions. It's 16 turns, 1 inch. I don't remember exactly what it is -- and 19 it also says to shim, if you need fore and aft or 20 N play or bumper play, as I remember. You have to 21 go to a specific section to get those tolerances. 22 Q. Did the Boeing 

### AMM direct the -- in 23 Step AL (19) to 401 -- 32-11 -- 32-12-11 401? 24 A. No. 25 Q. It didn't, did it? LYON REPORTING, INC. 281 2 3 4 

### A. Q. 

### A. Q. No. Okay. No. Let's just -- because I want to ask some 5 questions. 6 A. All right. 7 MR. SILVERBERG: Let's mark this as 8 Exhibit 3. 9 (Defendant's Exhibit 3 was marked.) 10 BY MR. SILVERBERG: 11 

### 12 13 Q. A. Q. This is your item of proof 14. All right. Now, we may have gone a little bit too 14 quickly over this. 15 A. All right. 16 . 17 

### Q. But we've been talking about Section 401. But you agree that Step AL (19) directs the 18 mechanic to Section 501 in 32-12-11; correct? 19 20 

### A. Q. Yes. So did Boeing Air, in directing the 21 mechanic to 501 instead of 401, when they 22 established the logic of these two complementary 23 sections of the airplane maintenance manual? A. No. They direct you to 501 appropriately. All right. And we can go there. 29

24 25 

## I

**L-----------------------------------------------------~** 

### LYON REPORTING, INC.1 2 

### Q. A. 

### Where are you looking? Page 501, about four pages back. Step 1. 3 In 501, it starts, main gear door wing adjustment. 4 5 6 7 8 9 

### Q. A. 

### Yes. And as we read through this, you're directed to do this. It speaks to upper stop bumpers. It gives you a weight, et cetera, et cetera. It gives you a caution. exposed after adjusting the rod end. 16 threads That's 10 actuator rod that goes on the door, commonly known 11 '; as 12 Q. 

### And this is all in 501? 13 A. 501, correct. And the next page is 502. 14 It gives you a diagram. Ig gives you 15' views. It gives you rod end clearances. It shows 16 hinge bolts, hinge pens, shimming washers, the wing 17, door, etcetera, etcetera. And you can see that ln 18 19 

### 20 view 1. shims. Q. 

### It gives you the position. It gives you Then you continue on.

Well, let me focus you. I mean, I asked 21 did Boeing make a mistake in directing the mechanic 22 

### 23 to Section 501. A. 

### No, no. You said no. But I'm continuing on to answer 24 your question. And so -- 25 MR. STEVENSON: Why don't you -- he asked a LYON REPORTING, INC. 301 2 3 4 5 6 

### 7 8 9 

### question. You said no. ask another question. he wants to ask. BY MR. SILVERBERG: It sounds like he wants to So let's let him finish what Q. Well, please finish your answer to the question. But the point is, AMM Section 32-11-00, Step AL (19) directs the mechanic to 501. expressed a preference to 401. You've I want to understand. Did Boeing make a 10 mistake in the logic of the interplay between these 11 chapters to direct the mechanic to 501? 12 MR. STEVENSON: Objection; mischaracterizes 13 what the witness has stated. 14 Go ahead and answer him. 15 16 

### 17 18 

### THE WITNESS: Okay. We go through the procedures of 501, including retractions, checking. We go further on to page 503 of 501. It has you retracting the gear. It tells you to check the 19 edges of the peripheries, et cetera, et cetera, the 20 fore and aft. It speaks to all of that. Step U 21 says if it's necessary to adjust the door in a fore 22 

### or aft direction. It gives you generalities of 23 putting shims in. 24 Boeing doesn't tell you to go to each and 25 every -- especially in these archaic manuals that LYON REPORTING, INC. 31

### 1 have not been revised for other than maybe clerical 2 

### issues. Boeing does not support the 727 as it does 3 the 73, new generation 74, 75s, where they'll 4 link-- they'll tell you to go to this section, that 5 section. 6 Boeing assumes that you know to go to 401 7 to get your tolerances. And if you don't use 401, 8 

### you can't do this job right. I can't guess at 9 

### clearances at 20,000s or 10,000s. Neither could he. 10 Neither can any of us. 11 Q. So you're saying that despite the direction 12 contained in Section 32-11-00, Step AL (19), that 13 the reference to 501 was not adequate? It should 14 have been amplified by Section 401 but it's not? 15 MR. STEVENSON: Objection. That's not what 16 the witness said. 17 Go ahead and answer him. 18 

### 19 all. THE WITNESS: No. I'm not saying that at Boeing assumes that you as a 727 individual 20 know to go to the rigging section to put these shims 21 in and out. You can't do it any other way. 22 BY MR. SILVERBERG: 23 Q. Who at Boeing did you speak with to 24 determine that this is their assumption? 25 A. I didn't speak to Boeing at all. LYON REPORTING, INC. 321 

### 2 3 

### Q. 

### So you're saying you believe this is what Boeing assumed? A.

**-~ybody** 

### who's qualified on a 72 knows to go 4 to that section. I'm not assuming anything. 5 Q. 

### If they wrote if they went to 6 Section 401 and signed off Section 401, would they 7 have been following the Section 32-11-00, Step AL, 8 dash paren, 19? 9 

### A. 

### If they were making any rigging adjustments 10 that they needed to use 401, yes, they're exactly 11 right. 12 Q. 

### They're telling you in Section 501 how to 13 rig, aren't they? 14 15 A. Q. No. 

### Well, did they make any other 16 cross-reference -- no, let me finish my question. 17 A. 

### Go ahead. 18 Q. 

### Did they make any other cross-references in 19 501 and you looked at several pages there. They 20 make no reference to 401, do they? 21 22 

### A. No. 

### There's no reference to 401 in here. I thought I answered that question earlier. There's 23 no reference here to how to put the bolts in and use 24 standard practices either, or safety-wire the piano 25 hinges so the pins don't come out. That's not LYON REPORTING, INC. 

### 33

### 1 mentioned in here either. 2 3 

### Q. A. 

### Okay. So you got to go to those sections. And if 4 you know the Boeing AMM, you know that that's the 5 section you have to go to. 6 

### Q. But Boeing itself didn't say that? That's 7 

### not the instruction in the maintenance manual? They 8 just refer to Section 501? 9 A. Yes. They drive you to 501 to do the 10 preliminaries. And then it tells you -- if you read 11 the whole section, it tells you what to look for 12 13 14 when you put the gear up. Okay. Let's put the gear up for the first time. Is it chaffing here? Is there too much here? Is there this? Is there that? 15 Kind of what I saw on the airframes where the doors 16 were chaffing and binding on the airplane. 17 

### Q. 

### So if that's -- if you did the operational 18 test, you do the gear swing? 19 A. The bump. 20 Q. Okay. Then you see that the door doesn't 21 fair. Isn't 501 telling you to adjust the door 22 forward or aft or in the manner in which it can be 23 adjusted to fair it? 24 A. It does. 25 Q. Okay. And isn't that the essence of what LYON REPORTING, INC. 341 2 3 4 5 6 

### the adjustment rig is all about? A. It is in essence, but you must use the correct instructions. Q. The correct instructions are as stated in the AMM, are they not, 501? A. I'll just read to you once again so we're 7 perfectly clear. 8 

### Q. Answer my question first. The correct 9 instructions are as stated in the AMM, the 10 cross-reference to 32-12-11's 501? 11 12 13 A. Q. A. Yes. It directs you to 501. That is the correct instruction? That is the instruction to use. And 14 then -- and then check all around. 15 Q. Right. And that's what 501 tells you to 16 do? 17 

### A. That's exactly right. It doesn't tell you 18 what the clearances are for those shims, which are 19 finite, finite. 20 Q. If Boeing didn't choose to put those 21 clearances in that section, that's a decision that 22 Boeing made? That's the airplane maintenance 23 manual? We can't debate that, can we? 24 A. I'm not going to go to debate. I'm going 25] to go to what I know about how to read a Boeing LYON REPORTING, INC. 35I 1 I 2! 

## I ' I - ' 

## i manual. Q. Okay. And do you see already answered the question. a -- and you've You see no reference 4 to 401 when you get to 501? 5 

### A. No. 6 

### Q. So this is your view that 401 should have 7 been accomplished in lieu of 501? 8 

### A. I didn't say in lieu of. I said if you had 9 to do rigging here, you had to use the proper 10 rigging section. And I'm not mixing words on that. 11 I know to go to 32-12-11 401 and pull the correct 12 specs out. 13 Q. Okay. So in page -- on 501, 32-12-11, main 14 gear door, wing door adjustment, that's not rigging? 15 A. The majority of this rigging is for the 16 

### actuator rod. It gives specifics of the actuator 17 

### rod. You see all these specifics, J 

### through Q. 18 

### There are specifics there. There are no specifics 19 for the flying door, the rest of the flying door 20 rigging, because there's another section for that. 21 

### Q. Another section, sir, that is not called 22 out; correct? 23 A. Okay. 24 

### Q. It is not called out? 25 MR. STEVENSON: Objection; asked and LYON REPORTING, INC. 36

### 1 The affiliation between the two companies? 2 MR. STEVENSON: Objection to facts not in 3 evidence. 4 But go ahead and answer. 5 THE WITNESS: ATSG owned -- bought Capital 6 and ATI from Capital Holdings, but they already 7 

### owned AMES and ABX Air. And so all of us kind of 8 refer to them as the mother ship, ATSG. 9 BY MR. SILVERBERG: 10 

### Q. Well, didn't you question why Capital was 11 going to start using the services of AMES, and at 12 the time that you were doing your inspection, the 13 D091 inspection? 14 A. Well, it was pretty obvious why they were 15 going to use them. I mean, you know, why would you 16 ship work out to an entity that's not owned by the 17 mother ship, so to speak? We all had these 18 discussions, and so many of them. 19 Q. But for some reason, you -- at least 20 

### Mr. Becker believes, you mentioned it to him in a 21 way that suggests that maybe this isn't the best 22 approach for Capital. 23 A. Well, he's got a better memory than me. 24 I'll just say that. 25 Q. Okay. Fair. Fair enough. LYON REPORTING, INC. 1691 

### different points of view on some technical issues. 2 3 4 5 

### A. Q. A. Wouldn't that be conflicting? No. What would be conflicting evidence? There was nothing submitted for us as 6 conflicting evidence in this. 7 

### Q. Well, you agreed with me that there were 8 

### statements made by AMES that contradicted what 9 

### Capital had stated in response to their LOI, and 10 

### they made those points clear to you; right? 11 

### A. Let's see. This was -- this case, if this 12 was Capital's no. This is AMES. 13 Q. 

### This is AMES. 14 15 16 17 18 19 

### A. Right. There wasn't anything conflicting with the findings. The findings were -- Q. 

### No. This is conflicting evidence, not findings. Evidence. A. Right. Conflicted evidence. I found no conflicting evidence. I still don't see any 20 conflicting evidence. 21 Q. Even though you saw contradictory 22 statements from AMES and Capital? 23 24 25 

### A. Q. with it. Statements are not evidence. Now, we started with this, so let me end

You say that you didn't see the aircraft LYON REPORTING, INC. 202

### 1 at the time the main landing gear were changed? 2 3 

### A. 4 answered.That's correct. MR. STEVENSON: Objection; asked and 5 BY MR. SILVERBERG: 6 

### Q. You didn't see the aircraft for months 7 after that work was first performed, anywhere from 8 nine to two months; correct? 9 10 

### A. 11 answered. (Nods head affirmatively.) MR. STEVENSON: Objection; asked and 12 BY MR. SILVERBERG: 13 

### Q. You didn't see the aircraft at the time 14 they were returned to the AMES facility? 15 A. (Shakes head negatively.) 16 

### Q. 17 swing? 18 19 

### A. 

### Q. You didn't see the -- you didn't see a gear (Shakes head negatively.) You didn't see the doors fair, being tucked 20 in underneath? 21 22 23 A. Q. 24 question. 25 

### (Shakes head negatively.) You saw none of that? MR. STEVENSON: Objection; a compound MR. SILVERBERG: Now, he affirmatively was LYON REPORTING, INC. 203

### 1 indicating up to a point, going along with -- 2 

### THE WITNESS: I'm listening to you. 3 

### MR. SILVERBERG: -- by the nodding of his 4 head -- 5 

### THE WITNESS: I'm listening to you. 6 BY MR. SILVERBERG: 7 

### Q. Okay. We agree that's the case? 8 

### A. Yeah. 9 

### Q. Those are facts which are not in dispute. 10 You didn't see the aircraft at those times 11 I just indicated? 12 13 14 15 16 17 18 19 20 21 

# I 221 231 

### A. That's correct. Q. Okay. Now, so whether or not the work performed months earlier was substandard such that it presented itself on May 25th when you saw the aircraft, after those intervening months and hours of operation, you -- your position is that, based on your observation of the condition of the flying doors -- A. Yeah. Q. -- and the rigging, that all of that, all of those discrepancies you noted were all, without exception, attributable to the original work that 204



### 24

5 I'L_w_a_s __ d_o_n_e_b_y_AM_E_S_? __________________________ _j 

### . A. I would say yes. LYON REPORTING, INC.

### 205 1 

### Q. 

### With no intervening event that would 2 preclude any other finding? 3 

### A. 

### I would say yes. 4 

### Q. 

### And that includes any intervening 5 maintenance? 6 

### A. 

### (Nods head affirmatively.) 7 

### Q. 

### And tire changes, wheel changes, brake 8 

### changes? 9 

### A. 

### (Nods head affirmatively.) 10 Q. 

### And that includes wear and tear? 11 

### A. 

### Yes. 12 Q. 

### Okay. That's your position? 13 A. 

### As I previously stated, yes. 14 

### MR. SILVERBERG: Off the record. 15 (Recess from 3:16p.m. to 3:21p.m.) 16 MR. SILVERBERG: Okay. Those are our 17 questions for today. Do you have any redirect? 18 

### MR. STEVENSON: I have no follow-up. We 19 are going to request a read and sign. 20 (Deposition concluded at 3:21p.m.) 21 (Signature reserved.) 22 

# 231 24 

### 25 LYON REPORTING, INC.

# Exhibit 3 Transcript Pages from Deposition ofJeffrey Becker taken Oct. 29, 2014

# In The Matter Of: 

# AirborneMaintenance andEngineeringServices

JeffreyBecker October29, 2014 LegalRealtimeReporting 622 E. 

# CentralBlvd.

Orlando, FL 32801

OriginalFile 102914 Becker fmal.txt1 

### 2 3 4 5 6 7 8 9 

### 10 11 

### 12 13 14 15 16 

### 17 

### 18 19 20 21 22 

### 23 24 25 BEFORE THE U.S. DEPARTMENT OF TRANSPORTATION OFFICE OF HEARINGS

WASHINGTON, D.C. In the matter of AIRBORNE MAINTENANCE AND ENGINEERING SERVICES Respondent 

## * * * * * * * * Docket No. FAA-2013-0291 Case No. 2011S0290032 Administrative Law Judge J.E. Sullivan 

### * 

## * * * * * DEPOSITION OF JEFFREY BECKER DATE TAKEN: October 29, 2014 TIME: COMMENCED: 8:55 a.m. CONCLUDED: 2:55 p.m. PLACE: 215 North Eola Drive Orlando, Florida 32801 REPORTED BY: Rita G. Meyer, RDR, CRR, CBC, 

## * * * 

## * * * * * 

## * * * * * * 1



## *

CCP 

## *42 

### specific individuals. 1 2 3 

### 4 5 6 

### 7 8 9 

### Q. But my understanding from what you just said is that at the time that AMES was internally investigating this, you interviewed these people and they could not provide any information other than A. Q. A. Q. Correct. This is what the records are? Correct. Okay. And again, same question. With regards 10 to N287SC and the main landing gear replacement performed 11 in March of 2010, is that the same situation, those 12 individuals cannot provide additional information beyond 13 identifying the records? 14 15 

### A. 

### Q. Correct. Okay. Now, there have been references in your 16 discovery responses to a, if I understand correctly, a 17 tire replacement on N287SC that occurred after AMES 18 replaced the main landing gear but before the vibration 19 incident on April 10 of 2010. Do I 

### understand that 20 correctly? 21 22 

### 23 24 25 

### A. Q. changed? Right. Okay. And how do you know that the tire was A. I was provided, from Capital Cargo, a print out of the maintenance performed on that aircraft over a time

### 43 1 period -- I believe it was from the time it left our 2 facility on or about the middle of March to the time that 3 it left Cincinnati after the vibration work. 4 

### 5 out? 6 7 8 9 

### 10 11 

### 12 13 14 15 the Q. Okay. And do you have a copy of that print MR. SILVERBERG: It's in our materials. A. I believe it is part of the omnibus. I mean discovery materials. MR. SILVERBERG: I have a copy of it. MR. STEVENSON: Okay. MR. SILVERBERG: You should have a copy of it. MR. STEVENSON: Can you identify what number that was? 

### MR. SILVERBERG: 111. 

### While you're rooting through your files, let's go off the record. I'm 16 going to take a quick bathroom break. 17 (Proceedings recessed at 9:43 a.m.) 18 (Proceedings resumed at 9:53 a.m.) 19 BY MR. STEVENSON: 20 Q. All right. So I understand correctly, the tire 21 change took place on March 25th, 2010, which would've 22 been three days after the landing gear was approved for 23 return to service by AMES? 24 25 A. Q. Correct. And do you know what physically is involved in

### 44 1 changing the tire on a 727? 2 A. Yes. Based on the procedures both published by 3 Capital Cargo and that are in the AMM, yes. 4 5 6 7 8 9 10 11 12 

### Q. And can you summarize those? A. Well, again, I'd like to have the documents because I can point specifically to it. It's easier for me to communicate the steps and make sure I don't miss any key items. 

### Q. I understand. I'm not asking you to go into it in detail. But I mean, you said you knew what the procedures were. I'm just asking you in general terms what the procedure is. We can look at the documents at 13 some later time if we want, but right now I'm just asking 14 you -- 15 16 17 18 

### 19 20 21 

### 22 23 24 25 

### MR. SILVERBERG: Do you have the document that you're referring to? MR. STEVENSON: I'm guessing no, unless you provided it to me, since this document was not identified in your discovery response such that I realized what it was. MR. SILVERBERG: So you're just asking this witness to summarize his understanding of the document? We don't have the document in front of us? MR. STEVENSON: We're not -- I'm not handing1 

### 2 3 

### him a document. MR. SILVERBERG: Okay. MR. STEVENSON: I'm asking him to summarize 45



### 4 his understanding of what is involved in changing 5 

### the tire on one of the main landing gear on a 727. 6 

### A. As it applies to the flying door, one of the 7 

### steps -- and this is for the outboard tires only -- the 8 

### flying door is in the way of removing the tire. And 9 

### there is a banana link or what's called an actuating rod, 10 

### I believe, in the maintenance manual, and there's some 11 

### steps in order to move the door out of the way in order 12 

### to get access to the wheel. 13 

### BY MR. STEVENSON: 14 

### Q. Okay. And how do you know -- okay. Let me -- 15 

### you said that that was for an outboard tire? 16 

### 17 18 19 Mm-hmm. 

### A. Q. Do you know if this was an inboard or outboard tire that was replaced on March 25, 2010? A. On March 25th, it was an outboard. It was a 20 number four, based on my memory. 21 

### Q. Okay. And are those -- how are the tires 22 numbered for the 23 A. Left to right, it's 1, 2, 3, 4. 24 25 

### Q. And just for the clarity of the record, as is usual with aviation, I presume that left to right is from

### 1 the point of view of somebody sitting in the cockpit? 2 3 

### A. Q. Correct. And so, if I understand correctly, AMES' 4 position is that it's possible that the missing bushing 5 that was observed in April of 2010, could or would've 46



### 6 been caused by some -- whoever was doing the tire change? 7 A. What I believe -- what our belief is is that 8 there was a statement that no additional maintenance was 9 done on that right-hand side after it left our facility. 10 And what our point is, is in fact, there was maintenance 11 performed, and maintenance performed that did involve the 12 flying door. 13 Q. Okay. Is that something -- do you dispute that 14 there was a missing bushing on the aircraft at the time 15 of the vibration incident in April of 2010? 16 

### A. No. 17 Q. Okay. So how would that bushing have come to 18 be fallen off or be left off during the course of the 19 tire change? 20 A. Again, it's a line maintenance environment. 21 Line maintenance has to move the flying door out of the 22 way in order to change the tire. That link is what holds 23 the flying door to the landing gear. 24 Q. When you say that they moved the flying door 25 out of the way, are they removing the flying door?1 2 

### A. Q. No. They are just repositioning it. Okay. And are they repositioning it -- may I 3 presume that you're saying they repositioned it further 4 than they would just by opening the landing gear? 5 A. Correct. 6 7 8 9 

### 10 

### Q. And it is AMES' belief that it's possible that the bushing could've fallen out during that procedure? MR. SILVERBERG: Objection. Asked and answered. Go ahead and answer. 

### A. Correct. 11 BY MR. STEVENSON: 12 

### Q. There are some -- with respect to this 47

13 component, there are references to a bushing or a tubular 14 bearing. Are you aware of any difference between those 15 or are they referring to the same thing? 16 17 

### 18 19 

### 20 21 22 

### A. I've seen it listed different ways in the AMM depending on where you look. I've seen it stated as a tubular bearing or tubular bushing. 

### Q. Okay. But those would be references to the same component? A. Right. 

### Q. You're aware that CCIA told the FAA that the 23 missing bushing was the result of AMES' actions in 24 reinstalling the landing gear in March of 2010? 25 MR. SILVERBERG: Objection as to the form of

### 52 1 specific. There was two aircraft. I recall specifically 2 287. And my memory fails me, but there was one other 3 aircraft. I believe 898 was still there. The Toledo 4 mechanic informed Dan and I when he met us at the gate 5 that, quote unquote, Frank let, I'm sorry, one of the 6 airplanes go and I believe it was 899. But again, I may 7 have the two tail numbers 898 and 899 confused. One of 8 them actually flew on the Rochester and Bradley before it 9 then ferried back to Wilmington. 10 Q. Okay. And were all three aircraft ultimately 11 ferried back to Wilmington? 12 13 

### 14 15 16 

### Yes. A. Q. All right. So as best as you can recall, what happened when you - you said that when you had gotten to Toledo, you were met by the CCIA line mechanic -- line station chief. He took you in to meet Inspector Lipinski 17 and what happened from that point? 18 19 

### 20 A. You know, since it's been over four years, the sequence of events may be a little bit skewed. I believe we met in the office. We went out to the aircraft. I 

### 21 specifically recalled 287, and it's because of the 22 conduit that was pinched. Dan Boggs had a digital camera 23 with him and as Frank was pointing out his concerns, we 24 were snapping pictures just so that we could go ahead and 25 have a reference when we went back to the office, we can1 

### 2 3 

### 4 5 6 

### A. memory. Again, you know -- and I'm talking from my It's based on the way that Mr. Lipinski phrased it in the EIR. I'm trying to remember exactly where the word crushed came from and I believe it's in the EIR. think it misrepresents those people that are not knowledgeable. 7 Crushed, to me, has a connotation of that it 8 

### was beyond use. That it wasn't doing its job. That it 9 

### was -- it created an airworthiness issue, which I

10 

### Mr. Lipinski is completely incorrect in that assessment. 11 

### Q. Okay. So one of the things that you mentioned 12 

### would be if the conduit couldn't be -- sorry. That the 13 

### word crushed would imply that the conduit couldn't be 14 

### used. 56

15 16 

### A. Q. Right. Okay. So when Inspector Lipinski says that the 17 

### conduit is crushed, do you think that that's just a 18 question of degree from pinched or do you think it's 19 

### completely out there? 20 21 

### A. I believe it's completely out there. This aircraft had no history. That's an antiskid conduit, 22 there's wires running through the conduit from the 23 antiskid sensors in the wheel. This airplane had no 24 history of antiskid issues. So you would believe that 25 there would be logbook write ups and issues regarding so

### 1 antiskid issues if, in fact, that conduit was crushed to 2 the point where the wires were affected inside. 3 

### Q. Okay. Now, do I understand, if I understand 4 correctly, AMES has represented that this improperly 5 routed conduit was work that was done by another vendor 6 and then presented to AMES to be installed on the 7 aircraft? 8 

### 9 

### 10 

### A. Q. A. No. Incorrect. Okay. During the work performed to troubleshoot the 57

11 vibration issue out of Cincinnati, Capital Cargo took the 12 opportunity to have some warranty work done on that 13 right-hand landing gear and they had a vendor, their 14 vendor, their landing gear vendor, another 145 repair 15 station come in and replace the outer cylinder. And as 16 part of the replacing of the outer cylinder, the routing 17 of that conduit is part of the work. 18 19 

### Q. A. Okay. Not only that, but the vendor's QC department 20 bought off on the installation. And on top of that, 21 Capital Cargo's Cincinnati rep. signed off on the 22 airworthiness, the rigging and the checks on that gear. 23 

### Q. Okay. And was that the work that's in 24 reference to work being reformed on April 18 of 2010? Do 25 you know if that's the same work?

### 58 1 

### A. I do know, I recall that the log page number 2 that specifically lists Mark Summer signing off all the 3 work and the ATI QC inspector signing off the work is Log Page Number A8226. 4 5 

### Q. All right. And do you know if AMES had any 6 involvement in any of the work being done on the aircraft at that time? 7 8 9 

### A. We provided labor for this. And it was, again, it was the helping and assisting where necessary. 10 where in the documentation that I saw that I see 11 specifically were AMES helped Capital Cargo or the So, no
12 landing gear rep. signed off the work. So therefore, 13 they are responsible. 14 Q. And do you know who the -- you said it was CCIA 15 had another vendor? 16 A. Right. The name of the landing gear vendor is 17 ATI. Not affiliated with the airline that -- 18 Q. Okay. Yes. And that would be -- is that ATI 19 Aviation Services? They were referred to as ATI. I'm not sure. 20 21 A. Q. Okay. All right. So you had the opportunity, 22 you and Mr. -- it was Mr. Boggs? 23 A. Right. 24 Q. -- had the opportunity to visually inspect and 25 photograph the condition of the landing gear and the

### 1 about Frank's feelings about AMES. At that point in 2 time, what was your understanding of Frank's feelings 3 about AMES? 4 5 

### just A. Urn, I shouldn't say just about AMES. I mean, 

### I mean, in my job as director of quality for 6 AMES, I get an opportunity to meet with director of 7 8 9 

### qualities and quality departments of all the airlines. work with many different regions within the FAA. just -- I mean, I'll be honest. I felt very And I 10 uncomfortable with how aggressive Frank was in his 11 approach towards AMES and from what I heard, Capital 12 Cargo. 13 

### Q. Okay. Was it your understanding that this 14 approach was -- I guess it was not your understanding 63

I

15 16 

### that this approach was specific to AMES. AMES and Capital Cargo? It was at least 17 A. Yeah. I mean, I think some of the specific 18 dialogue, like the declaration that we provided, I think 19 that all happened after this event. 20 But leading up to that event, you know, an 21 example was during our D91 audit when Frank was auditing 22 us to put us on Capital Cargo's op spec, he made 23 continuous -- several references to being -- Capital 24 Cargo being forced to do maintenance at AMES and he 25 quoted, quoted the mother ship, meaning our holding64 

### 1 company, was dictating that Capital should do, perform 2 maintenance at AMES and that he specifically said that he 3 preferred Capital Cargo having their maintenance done at 4 Flight Star. 5 

### Q. Was Inspector Lipinski correct that the holding 6 company that owns both AMES and CCIA had? 7 A. I have no knowledge that they did or didn't. 8 Q. Do you have any knowledge as to the -- beyond 9 what you were present at Inspector Darcy's deposition 10 yesterday when this was discussed to some extent. Beyond 11 that, do you have any knowledge of the quality of the 12 work performed by Flight Star? 13 A. I mean, I have my own personal opinion, but it 14 isn't related to anything specific with regard to Capital 15 Cargo's maintenance. 16 17 

### Q. A. What is that personal opinion? Just that Flight Star is another one of those 18 MROs and I've never really had heard anything overly 19 positive about them. Nothing specific. Just how they 20 operate, how they, you know, how they handle customer 21 service and customer work and so forth. 22 Q. Okay. I mean, just for the sake of clarity, 23 you say you hadn't heard anything overly positive. Does 24 that -- do you literally mean you just hadn't heard 25 anything positive or does that mean you had heard things

### 1 that were negative? 2 A. I'm trying to remember at the time. I guess I 3 should rephrase it. I should really say that my 4 '! 

### impression of Flight Star was that it was just another 5 one of those MROs. And when I say just another one of 6 those MROs, I mean recalling AMES, where AMES came from. 7 I mean, the average experience level of our technicians 8 was 15 to 18 years. Most of the management team that 9 manages AMES, all the management team that manages AMES 10 have been together well over a decade. 11 Q. At Inspector Darcy's deposition, he gave an 12 opinion to the effect that he felt that the people at 13 Flight Star were far more experienced in working on 727 14 aircraft. Do you agree with that assessment? 15 A. That was the first time I had heard about 16 Flight Star having that much experience. 17 18 

### Q. A. Okay. Yeah. All that I had heard about -- I guess 19 what I should also add is from Flight Star, from what I 20 understand, at least this is through conversations, what 21 I believe was that Frank used to be the PMI of Flight 22 Star. And I remember that came up during the D91 audit 23 and I remember thinking that's awfully suspicious. And why do you think that's suspicious? 65

24 25 

### Q. A. I don't believe that an FAA inspector should be

### 66 1 making comments about where an operator should send their 2 maintenance and the fact that he was the PMI for Flight 3 

### Star and he's recommending Flight Star, you know, that he 4 recommends to Capital Cargo, that that's where they 5 

### should send it. I don't think that that's the role of an 6 FAA inspector. 7 

### Q. Do you think that it is unusual for an FAA 8 inspector to discuss with a certificate holding entity 9 that he supervises, what sort of vendors would or would 10 not be helpful for the company to use? 11 

### 12 13 

### 14 15 16 17 

### A. 

### I think it's unprofessional. It's not the purpose for a regulator or an inspector. Q. 

### Well, let me ask then, do you think that -- I understand you think it's, you said it's unprofessional. Do you think it's unusual? A. 

### Yes. In my opinion, yes. Q. Although an FAA, one part of an FAA inspector's 18 job is ultimately going to be to approve or not various 19 vendors or subcontractors, either for an air carrier or a 20 repair station -- 21 22 23 A. 

### Q. A. Mm-hmm.



### -- right? Okay. I mean, you've got to realize we had not -- I 24 didn't know Frank Lipinski before the D91 audit came. 25 And so, you know, I understand -- you're asking me what I67 

### 1 think and I'm telling you, the first time you meet an FAA 2 inspector, he comes in on a D91 audit, which is a formal I 

### 3 1 

### FAA audit, and proceeds to tell me, who represents 4 another MRO, that, yeah, he prefers this other and he 5 doesn't understand why the mother ship is forcing this. 6 

### I mean, it was a discussion about economics and running 7 of an airline, which again, that's -- I mean, I believe 8 my impression was, as I said, this inspector needs to be 9 focusing on his part of the responsibility. 10 

### Q. 

### Okay. 11 

### A. There was also comments made by Mike Loline, 12 who was the manager of quality assurance at the time that 13 

### was there for the D91. I recall those comments and he 14 jokingly referred to Frank as the other CEO of Capital 15 Cargo. You know, I'm a 145. I've been, you know -- I 16 

### have a customer coming in. I want to make that customer 17 happy, but I'm hearing all these comments. Which again, 18 made the impression for me about Frank and about how he 19 works. 20 

### Q. 

### Is Mike Loline, was he at AMES or at CCIA? 21 A. He was the Capital Cargo manager of quality 22 control at the time. 23 Q. 

### Now, you heard Inspector Darcy talk about some 24 of what he felt to be deficiencies in AMES during an 25 initial inspection that AMES later corrected. Did you

### It's an internal investigation document. We initiated those to the departments that had performed the work and we went through a very thorough investigation of the issue. And that's really-- I mean, I don't recall with any real specific details about what we did beyond that.

### Q. Okay. Well, let me go back to Toledo for a 70 1 2 3 4 5 6 

### 7 8 9 

### second. So on May 25th, you had looked at 287SC. Before 10 11 

### 12 you left for Wilmington, did you look at any aircraft other than 287SC while you were in Toledo? A. You know, I vaguely remember that we walked 13 we may have walked over to the other airplane, but I 14 don't think we took any pictures. It was just more of 15 Frank saying, hey, we're seeing this rubbing or whatever 16 

### on these other airplanes. I do remember him pointing to 17 the aft hinge and I don't remember which airplane it was, 18 and pointing saying, see, there's some missing shims or 19 

### washers. Because look, the front hinge has it and the 20 aft hinge doesn't. 21 Now, subsequently, in our investigation, we 22 found that there's not supposed to be any washers in the 23 aft hinge. But I do remember Frank making that comment 24 and pointing and that's why we took pictures of the aft 25 hinge. It's in the group of pictures.1 

### 2 3 

### Q. Okay. And this is the aft hinge on 287? A. Right. Yeah. You notice there are no hinges or no washers on each side. And I remember him pointing 4 to that. 5 Now, you know, just like us, I don't expect 6 Frank to have the AMM memorized. I'm sure, you know, he 7 pointed to it and he said, hey, look there's no washers, 8 not knowing that per the AMM, there's not supposed to be 9 any washers there. 10 Q. Okay. Do you know at the time that you 11 observed 287SC on May 25th and 26th, whether the flying 12 doors on that aircraft were out of rig? 71

13 14 

### A. First of all, you can't check the rig of a door unless you swing the gear. So seeing an airplane, I 15 don't know how anybody, including Mr. Lipinski can look 16 at a door and say, hey, it's misrigged. You can't do 17 that until you swing it. 18 Q. Okay. Did you -- I'm going to provide you with 19 a document that's been marked for this deposition as 20 Exhibit E. It is identified on its face as an FAA 21 memorandum dated September 28, 2010 from Jack Gasche to 22 

### Frank Lipinski. It was contained in the EIR. I'll let 23 Mr. Silverberg review it. 24 (Exhibit E Received and Marked) 25 MR. SILVERBERG: It appears to be one of the75 1 

### Q. Okay. And do you have any reason to believe 2 that he would write something down in a statement for an 3 EIR that he did not believe to be accurate? 4 

### MR. SILVERBERG: Objection. You're asking him 5 

### to speculate about Mr. Gasche's state of mind. 6 

### A. Yeah. I was going to say, again, I've never 7 met Mr. Gasche. That letter is the extent of any, any 8 sort of knowledge I have of him. 9 BY MR. STEVENSON: 10 

### Q. Sure. 11 

### A. But I repeat that he somehow put that together 12 three months later. 13 

### Q. Now, we have been talking about the time that 14 you were in Toledo. Did you ever personally examine 15 these aircraft after they were back in Wilmington? 16 

### A. Oh, after they ferried from Toledo to -- and 17 Bradley to Wilmington? 18 

### Q. Yes. 19 

### A. Yes. I went down and at least on a daily 20 

### basis, walked around the aircraft and talked to Charles Working, who was the director of maintenance that was there for Capital Cargo prepping the airplanes and 23 

### talking to my inspectors. 24 

### Q. Okay. Did you have the opportunity to 25 personally examine the other aircraft like you had with1 

### 287SC? 2 3 4 5 6 

### A. Q. Yes. Okay. And what, if anything, do you remember observing about the condition of those aircraft? A. Yeah, I mean, we were under direction -- we were under direction from Charles Working. We were -- I 7 

### recall that our marching orders from the operator, which 8 

### is completely understandable in the case, was we need to 9 10 

### make this like new. We want this -- we want these landing gear or these flying doors immaculate. We don't 76

11 

### want any opportunity for Frank or any other FAA inspector 12 

### to inspect any of these airplanes after the fact and find 13 

### any more problems. 14 So I do recall that my inspectors were asked to 15 

### inspect the flying doors and the areas with a fine tooth 16 

### comb. They wanted us to write up every nick, every minor 17 

### flaw -- which is not normal, by the way, in a "C" 

### Check 18 

### environment or anything else. Unless there's a specific 19 

### job card that drives you to a specific area. 20 21 22 

### 23 24 25 

### Q. Sure. Do you have any personal recollection of what, if any, nicks or flaws were on these aircraft? 

### A. Urn, 

### no. I 

### mean, most of my dialogue -- I 

### mean, I knew that there was nonroutines. Written, many nonroutines. I remember talking to Dan Boggs about it and saying, yeah, there's a lot of nicks and bumps and

### 1 ask it again. 2 Are you aware of any maintenance actions that 3 AMES took that weren't necessary? And by necessary I 4 mean that would not have been called for by CCIA's 5 maintenance requirements, or the Boeing AMM, but were 6 7 8 9 10 11 

### 12 13 

### just things that you were doing because CCIA wanted them done?A. Yeah. I mean, really, you know, in my opinion, almost all the work done, I mean, again, we've never stated or agreed that the doors were misrigged to begin with. And specifically, not misrigged when they left AMES's facilities or control. You know, when I reviewed the specific 86

14 nonroutines, again, all I see is wear and tear, blend and 15 treat. You know, fixing nicks. Replacing a worn seal. 16 Again, to me, these are normal operational type wear and 17 

### tear items. When the airplane comes in for a "C" Check, 18 yes, a lot of these things may be written up, but not to 19 the detail that was written up in the May visit. 20 

### Q. I'm curious. I think you referred a couple 21 times today to blending damage and the impression that I 22 get when you refer to that is that you don't consider it 23 a significant thing. 24 A. No. 25 

### MR. SILVERBERG: Objection. Leading. If you

### 1 as item numbers 2, 3, 8, 9 and 10. 2 3 

### 4 5 6 

### 7 

### 8 9 10 A. Correct. Correct. 2, 3, 8, 9, 10. MR. SILVERBERG: Where's the 2? THE WITNESS: Right here. He's going off of this item number here (indicating). MR. SILVERBERG: Starting in H, it starts 10. A. Referring to nonroutines 2, 3, 8, 9 and 10. BY MR. STEVENSON: Q. Okay. Now, for the sake of completeness, let me also mark as I think I'm up toM -- this was an 93

11 item of proof from the EIR and it was the package, and so 12 it's going to have some duplicate documents in here. But 13 I'm just going to keep it as a complete item in case that 14 it ends up mattering later. These were produced by, I 15 would presume by AMES to Inspector Lipinski. And then 16 this includes, by my reading, items 1 and 4 that were not 17 in the other discovery response. So let me give this to 18 you guys to review. 19 MR. SILVERBERG: What item of proof? 20 MR. STEVENSON: I did not note the item of 21 22 23 24 25 proof number. MR. SILVERBERG: Is this rework? THE WITNESS: No. This is the -- yes. MR. SILVERBERG: What airplane? 287? THE WITNESS: 287.

### 1 2 3 

### 4 5 6 

### which he thinks were necessary or unnecessary and once he let's me know that, then I can have follow ups as appropriate. MR. SILVERBERG: Let's take it one at a time then. A. Yeah. And since, since those are incorporated 7 in this, I'm just looking at that Exhibit M. 8 BY MR. STEVENSON: 9 10 

### Q. A. 

### Okay. I mean -- yeah. Item number 1, I mean, we 11 removed the left-hand main gear wing door, inspected hardware and we replaced the door. Again, the door was not out of rig. Did not find any hardware. Q. A. Q. Well, now, item 1 -- I'm using -- Sounds like, I mean, item 1 is a remove the door and replaced it, right? 97



### 12 13 14 15 16 17 18 19 20 

### 21 22 23 24 25 

### A. No. Left-hand main gear wing door reported for discrepant condition. Suspect worn bushings. We removed the door and we replaced bushings. Again, there's no -- you're asking me my opinion about where these -- let me make sure I characterize it correctly. You're asking me to review these and identify those items that I believe are outside the maintenance program or outside of the approved -- the requirements for doing this.

### 98 1 

### Now, let me state, too, that, you know, again, 2 this is May. This happened -- we're signing off on May 3 31st, between May 27th and May 31st. Again, this was two 4 months after we performed the change. So this airplane 5 was in operation for several months outside of AMES' 6 

### control. I have no idea what kind of maintenance, other 7 

### than what's listed in that omnibus report or the 8 

### operation of the airplane. 9 

### 10 Q. A. Sure. So any of these indications I 

### do find, again, 11 to me do not relate back to whether the doors were 12 originally rigged per Mr. Lipinski's requirements or not. 13 Q. Sure. So item 1 would reflect the replacement 14 of worn bushings? 15 16 

### 17 18 19 

### 20 A. Q. Of worn bushings. Okay. And that is not something that you feel would be strictly necessary? A. Q. A. Right. Okay. Right. The next item is item number 2. Let me see. 21 Now, we went ahead and removed and replaced the 22 right-hand main landing gear wing door. And I guess the 23 comments I have with this is, number one is, again, 24 Capital Cargo signed off on this right-hand main landing 25 gear door on or about April 20th. We did not sign it1 2 3 

### 4 off. So this is another certificated agency had signed off on this door before we got it. And number two is, we were under the direction of Charles Working. He said replace the door, so we 5 replaced the door. 6 

### Q. I understand. So that was -- that's an 7 entirely new door being put on? 8 9 

### A. Q. Correct. Okay. And if I understand correctly, you did 10 not feel that that would've been necessary. 11 

### 12 door.A. It says replace door with customer supplied This was a customer request. I have no knowledge 99



### 13 of why he wanted us to replace that door, but he asked us 14 to do it so we did it. 15 

### Q. Sure. 16 A. It also says to check bushing and hardware for 17 condition and wear. And it says specifically that we 18 

### checked those bushings for condition. It doesn't say 19 that we would replace them. It just says we checked 20 them. Of course, it has the pinched wiring conduit. 21 Yes, I agree that once this was found, this 22 

### should have been replaced so, yes, that was done. That 23 was item number 3. 24 Item number 4, remove and replace left-hand 25 

### flying door, forward roller assembly. It says we1 2 

### 100 replaced it. Other than that, you know, I can't comment. It doesn't say what the condition was. But again, you 3 know, I have to state we're under Mr. Working's orders. 4 5 

### It didn't say try to repair it. It didn't say lube it. He told us to replace it. So it was a customer request. 6 We replaced it. 7 8 

### Q. A. Sure. Item number 5. It says panel on inboard side 9 of inboard flap track fairing has three bad nut plates. 10 I'm not sure what was wrong with the nut plates, but we 11 12 

### replaced the nut plates. This was inside the inboard flap track fairing. From my recollection of the landing 13 gear change procedures and everything else, it does not 14 15 

### ask us to inspect that fairing. So again, I'm not sure where the three bad nut plates were. If they found them 16 and they were stripped, then obviously, they need to 17 change them, but again, that's normal line maintenance, 18 wear and tear type repairs. 19 20 

### 21 22 

### 23 24 

### 25 

### Stop strip missing, right landing gear. Right landing gear wing door forward hinge door metal stop strip missing. Again, this is where Capital Cargo signed off on it, you know, a month prior. We replaced the strip. Again, these are the type of things that you would find in just a typical line environment type stuff. Q. Do you know if that strip was something that

### 101 

### needed to be replaced or A. I mean, it's a stop strip. So, you know, my 1 2 3 

### 4 5 

### recollection is, yeah, it's a wear strip. It's something that a stop stops against. So it

**bec~e** 

### dislodged. Item number 10, 

### left-hand main landing gear 6 wing door forward and aft hinge cover, hinge pins 7 

### improperly installed. This is on the left-hand side. 8 

### These hinge pins are part of a hinge pin cover assembly. 9 

### It's part of the landing gear change procedures. My 10 

### recollection is we don't do anything with these hinge 11 pins. So again, I have no comment about what they mean 12 by improperly installed or whether AMES, you know, had 13 

### done that. Because as far as I know, there was no work 14 

### done on these hinge covers when it was in the -- when 287 15 

### was in our facility in March. 16 

### Q. Do you know if that was something that needed 17 

### to be done? 18 19 

### A. I'm the description. yeah. I'm sorry, I'm just looking at Improperly installed. It doesn't tell 20 me if they were loose or exactly what was going on. 21 22 23 24 25 

### Q. Okay. A. But then again, it was in operation for two months after it left our facility. So if a line mechanic found a loose hinge pin and did something, we wouldn't have known about it.1 

### 2 3 

### 4 5 6 7 8 9 

### 10 11 

### 12 102 Item Number 9, left-hand inboard flap fairing has slight damage in forward main landing gear wing door hinge at, I'm sorry, at forward main landing gear wing door hinge opening. Blended. It was a blend and treat. 

### Q. Do you know whether or not that was something that would've been needed to be done in accordance with the AMM 

### or the MIP? A. This says we requested engineering to evaluate it. MR. SILVERBERG: If you know. A. Yeah. I mean, no. I'm thinking. I don't -- yeah. No, I don't know. I don't know if it again, 13 just based on the, you know, this could've been something 14 as minor as chips on paint or, you know, something, but 15 bottom line, it was blended. So based on my knowledge of 16 what defines an airworthy or unairworthy condition, 17 blending is a minor repair. A minor repair, by 18 definition, doesn't impact airworthiness. 19 

### Item number 8, again, another hinge opening, 20 blended damage. It was a blend and treat repair. So 21 again, minor. And that's all the items in Exhibit M. 22 23 

### BY MR. STEVENSON: Q. Okay. So would it be fair to say that, setting 24 aside the pinched conduit, your opinion would be that 25 almost all of that work was not something that was

### 103 necessary to be done but was either minor or cosmetic? A. Or customer -- 1 2 3 

### 4 5 

### MR. SILVERBERG: Objection to the form of the question. Leading. A. All those items are either wear and tear or 6 customer requests. 7 BY MR. STEVENSON: 8 

### Q. Well, let me make a distinction. An 

### item -- a 9 component could be so damaged by wear and tear that it's 10 necessary to do a repair, right? 11 A. Correct. 12 

### Q. Okay. So just for the purpose of clarity, I'm 13 not asking whether or not you think it's what the 14 cause of it was, but am I understanding correctly that 15 you did not think that any of that damage was to the 16 point where it would've been a required repair? 17 

### MR. SILVERBERG: Objection, leading. 18 A. I guess we're talking about all eight items. 19 May I take a look at those again and just look through 20 them real quick? 21 22 23 24 25 

### BY MR. STEVENSON: 

### Q. Sure. I will provide you with M. MR. SILVERBERG: Could we have the question read back, please? (Reporter Complied with Above)1 

### 2 3 4 5 6 

### Check cards that inspect these areas. those "C" Checks. I just know there know what the content of those are. 109 Now, I don't know are some. I don't They may be directed towards some of these nonroutines that we're looking at. Q. A. Okay. I'm relating this back to the work we performed 7 when we changed the gear and that's what the basis of my 8 knowledge is, is just the work scope of changing the 9 gear. 10 Q. Okay. Well, as you're looking at those, let me 11 know what your -- I mean, if there's some distinction you 12 need to make about your understanding or knowledge of a 13 particular document, just make sure to let us know. 14 15 

### A. 

### Right. And again -- so, yeah. It comes back to our work performed specifically to AMM procedures. I 

### 16 don't know the -- in one of the documents we did provide 17 you, I think it was part of the informal letter we 18 submitted to you during the informal hearing, we provided 19 a copy of the Capital Cargo maintenance program and in 20 

### 21 there, it referenced a couple of "C" Check cards. Again, I don't -- I have not looked at those. I don't know what 22 the content of those are. 23 24 

### Q. A. Okay. So I could only address it back to what are the 25 AMM procedures that we performed when we changed the

### 110 1 gear. And again, this is 899 and I do want to state that 2 the airplane was in operation some nine months. I don't 3 

### know how many thousand cycles it went through after it 

### 4 left our facility. We never received any comments from 5 

### Capital Cargo regarding that our work on the landing gear 6 

### on this aircraft that there was any problems when it went 7 into service. 8 

### 9 10 on a Q. A. So noted. Okay. The first item is regarding some chafing regarding a hydraulic line clamp. The corrective 11 action refers to the overhaul manual. We did not perform 12 any work within -- that we would need an overhaul manual 13 for when we changed the gear. 14 

### Generally speaking, the overhaul manual is 15 something that that's handled with the landing gear 16 vendor, any work that's listed in the overhaul manual. 17 We refer to it here in relocating the swivel clamps. 18 Q. Okay. It would probably be easiest if we just 19 went in order with the exhibits. 20 

### A. Well, the reason I'm doing this is item number 21 13 is a nonroutine generated from the chafing caused by 22 these clamps. 23 Q. Okay. 24 A. And basically, we did a blend and treat repair. 25 So again, I was just looking at the extent of the damage1 

### 2 3 4 5 6 7 8 9 

### 10 11 12 13 

### 14 111 

### found based on the clamps. Q. Okay. And so, I mean on the necessary, unnecessary scope, is the blend and treat something that's -- I know you said it was minor. Is that something that needs to be done or is that something that could be left undone? A. This is something that during a general visual inspection of the area, such as during a "C" Check, that you would find something like that. And, yeah, you would repair it. You would go ahead and blend and treat. Item number 10, it's in regard to some inboard flap chafing at center aft forward fairing. Again, it was a blend and treat repair. Q. And again, am I understanding correctly that in 15 your opinion, a blend and treat repair is something that 16 

### is -- it needs to be done to prevent future corrosion but 17 18 19 20 

### is minor? A. It's minor in nature. To me, it's wear and tear in between major maintenance visits. And, yeah. Yeah. So again, the blend and treat repair is a minor 21 

### repair. 22 

### Item number 3, 

### it is left-hand main landing 23 

### gear flying door aft hinge as improper hardware stack up. 24 25 

### Now, that's the write up. The corrective action is that we just verified the hardware and reinstalled. So my

### 112 

### conclusion based on that is that they didn't find anything wrong. 3 

### Q. Now, so you're saying so they -- so who -- 4 this is written up -- M. Fahrubel, it looks to me, wrote 5 

### up this discrepancy. Is that an AMES employee? 6 

### A. Yeah, that's an AMES supervisor. And again, 7 

### all these airplanes when they came in, Charles Working 8 

### walked the airplane with the supervisors and the 9 

### inspectors and wrote up nonroutines. Mr. Fahrubel was 10 

### probably the scribe 11 

### Q. Okay. So 12 

### A. -- initiating the nonroutines. 13 

### Q. 

### I'm sorry, who would've been walking around 14 with Fahrubel, do you think? 15 

### A. Mr. Working. He approved every single 16 nonroutine that we did. 17 Q. 

### Okay. So Mr. Working and Fahrubel would've 18 been working around and they observed something in the 19 aircraft that resulted in them writing it up as an 20 improper hardware stack up? 21 

### A. Well, remember, the whole purpose for fairing 22 the airplanes back to Wilmington was to check the doors, 23 to make sure the doors were rigged. So we dropped or, 24 i.e., removed and reinstalled every single one of the 25 

### doors. So this is just the nonroutine checking for the

### 113 

### improper hardware stack up. 1 

### 2 3 4 5 6 

### Q. Well, but this says discrepancy left-hand main landing gear flying door aft hinge has improper hardware stack up. Mm-hmm. 

### A. Q. Now, I would not normally expect a mechanic to 7 write that hinge has an improper hardware stack up if 8 they didn't have a reason to believe that the hinge had 9 an improper hardware stack up. MR. SILVERBERG: Objection, argumentative. don't know that your understanding of what a mechanic would do is relevant, but if you can, answer the question. A. Again, regardless of the discrepancy, the I 

### 10 11 

### 12 13 14 

### 15 16 

### discrepancy is just an initial judgment. We always go to the corrective action. The corrective action says they 17 verified hardware. There are no problems. There were no 18 problems with it. And they signed it off per the 19 

### maintenance manual. Or in this case -- actually, I'm 20 sorry, they signed it off to the service bulletin. 21 I mean, what you'll find on each one of these 22 cases is we removed the doors and we verified the 2 3 hardware. 24 25 

### Q. Sure. That was item 3? MR. SILVERBERG: Correct.

### 1 2 3 4 5 6 7 8 9 

### 10 

### 11 12 13 

### 14 

### A. Yes. BY MR. STEVENSON: 

### Q. A. Okay. Left-hand main landing gear flying door aft 114

hinge location. Item number 9 has the same thing but it is for the left main landing gear flying door forward hinge location. Same write up. Verified hardware. Item number 4, same discrepancy; same corrective action. Item number 11, right-hand main landing gear flying door forward hinge has improper hardware stack. Again, same terminology. Specifically in the corrective action it says no defect noted. So again, these are 

### Q. Now, when you're looking at item 11 and it says 15 no defects noted, would you take that -- it says 16 reinstall door and then it says no defects noted during 17 adjustment test. 18 19 

### A. 

### Q. Mnl-hmm. 

### Would you take that to mean that there were no 20 defects after the door had been removed and reinstalled? 21 22 

### A. Q. Correct. So that was not a test that was done before the 23 removal of the door? 24 25 

### A. 

### Q. Correct. Right. On several -- on this, if you look at the -- do1 2 3 4 5 6 7 

### 118 

### Q. Well, I understand that, but are you -- would you be able to say based on this write up, whether or not that as of May 2010 when they did find this damage A. Min-himn. 

### Q. -- it was necessary to go ahead and replace that?A. Oh, absolutely. Any time you find damage on an 8 airplane, yes, you write it up and you repair it, you 9 replace it. 10 Q. Okay. 11 

### 12 13 A. 

### Q. A. Item 13 we had already talked about. Sure. Item 14, this is the left-hand and right-hand 14 main landing gear gimbal fitting do not have cotter pins. 15 16 

### 17 18 19 

### 20 21 22 

### 23 24 

### 25 

### Needs torque checked and safetied. This is interesting in that Mr. Lipinski brings it up in the EIR. Mr. Buck misquotes it in his LOI response. This is an in situ finding. This is the inspector -- I talked to the inspector, Mr. Dave Hopper, and he recalls this issue. They were getting an okay to swing the gear. He was doing a general visual of the installation. And he found that they had forgot to put cotter pins on the end of these bolts. So they wouldn't install them. So the airplane never flew without the cotter pins, which is -- which again, Mr. Buck

### 119 1 incorrectly states in his LOI, and Mr. Lipinski states 2 again and again in his EIR, is an unairworthy condition. 3 The airplane never flew without these cotter pins. 4 5 

### Q. So when I term in situ. This is I understand correctly, is use the the cotter pins were lost 6 during the maintenance at -- I'm sorry. Do I understand 7 you correctly to be suggesting that the cotter pins were 8 lost during this May 2010 maintenance at Wilmington and 9 this is the technician noticing that, hey, these fell off 10 in the last couple of days? 11 

### 12 13 

### MR. SILVERBERG: Objection. He did not state that they were quote, "lost", close quote. A. Right. I was going to state that this is 14 they had, per the prior nonroutines, they had changed the 15 fasteners and reshimmed the gimbal fitting on both the 16 left and right-hand side. 17 BY MR. STEVENSON: 18 19 

### 20 21 22 23 24 25 

### Q. A. Okay. There's a bolt that goes through the gimbal fitting and it requires a safety cotter pin. So when they reinstalled it, they forgot to put the cotter pin in and the inspector caught it -- Q. 

### Okay. A. -- and wrote another nonroutine to make sure it was documented and make sure they replaced the cotter

### 120 I 

### 1 pins before they did the gear swings. But again, the 2 airplanes never flew without any cotter pins. 3 Q. Okay. 4 5 

### 16, 

### A. I believe, yeah, going on to item number 15, 17, 18 -- and that's it. 18. All these are repairs 6 to different hinge covers due to cracks. 7 8 9 

### 10 Okay. 

### Q. A. Again, during the AMM procedures, 32-11-00, we do not remove this hinge cover. work scope. However, if we had, This is not part of the if we had noted anything 11 in the -- during the landing gear changes, such as cracks 12 or so forth, we would've wrote them up. And again, this 13 airplane was in operation for nine months, you know, so 14 my contention is that these cracks more than likely 15 happened during that nine months. 16 Q. Okay. So if I -- 17 A. Wear and tear or back to our discussion about 18 changing that outboard wheel on 287, the review of the 19 

### 20 21 22 23 24 25 

### AMM procedures for changing wheel contained a note that basically says, be careful with this flying door. Do not overextend the flying door or else you'll crack the hinges. There's a special note in the AMM. So one of the causes for cracking these doors or damaging these doors is overextending that door when you're changing the gear.

### 123 1 are repairing it. 2 3 4 5 6, 7 8 9 

### 10 11 

### 12 MR. STEVENSON: All right. Now, I note that it's after noon. I don't know what your gentlemen's preferences for lunch are, but now it's sort of time if you wanted to, I'm okay for now. But -- MR. SILVERBERG: I can keep going except for a walk down the hall. I had much too much coffee this morning. I apologize for that. But it's up to you, because you're the THE WITNESS: I'm fine. I'm fine. MR. SILVERBERG: We can keep going. MR. STEVENSON: Okay. That's fine. Off the 13 record. 14 (Proceedings recessed at 12:16 p.m.) 15 (Proceedings resumed at 12:20 p.m.) 16 BY MR. STEVENSON: 17 Q. All right. Mr. Becker, I wanted to go back a 18 moment before we delve into 898AA, and ask you a little 19 bit about the tire replacement on 287SC from, sorry, that 20 occurred in late March of 2010. 21 If I understand correctly, you had indicated 22 that it was possible that during that tire replacement, 23 the bushing fell out or was not reinstalled or something 24 along those lines. 25 A. Mm-hnnn.

### 124 1 Q. I'm sorry, just for clarity, was that a yes or 2 a no? You said mm-hmm and I'm just trying to -- 3 

### 4 

### A. Yes. possibility. Yes. My contention is, is that there's a There was another maintenance event. Ben 5 Bucks' statement in one of the letters was that there 6 were no other maintenance events and I'm just stating 7 8 9 

### it's incorrect. happened. Q. Sure. There's a possibility that that could've Based on, you know, your knowledge and 10 experience, do you know how likely that would be? 11 MR. SILVERBERG: Objection. But go ahead. 12 A. 

### Where my frame of reference comes from is my 13 discussions with Mike Ebert, who was then the director of 14 line maintenance for AMES. 15 When the tubular bearing came up missing as 16 part of the investigation, I talked to Mike and I said, 17 

### okay. So what's, you know, what's the line maintenance 18 version of what goes on? You know, how does that work? 19 And he said that he had had conversations with somebody 20 

### in Capital Cargo I don't know who. It may have been 21 Mark Summers, it may have been some other line 22 maintenance folks from Capital Cargo, but that at times, 23 the line maintenance people will remove that bolt that 24 contains the tubular bearing and hold up the flying door 25 out of the way as they change the wheel.

### 125 1 

### That procedure is not in the Capital Cargo 2 procedures for changing the wheel. And in the Boeing 3 procedures for changing the wheel, it has that note that 4 specifically says, hey, you'll damage the hinge cover if 5 

### you remove the link that way. Because you're holding up 6 the door, it's not steady. 7 8 9 

### So that's where my, again, that's where my frame of reference is coming from. That there was an opportunity for that tubular bearing to be missing. That 10 coupled with when we did our investigation, the mechanic 11 that performed the work specifically said in his 12 statement, I recall putting the tubular bearing back in. 13 

### Q. Sure. So if I understand correctly, for the 14 tubular bearing to have come out while the mechanic was 15 i 

### changing the tire, that mechanic would have to have been 16 17 18 19 20 

### 21 22 23 24 

### 25 doing that maintenance action in a way that the Boeing AMM specifically tells him not to do because it might damage these hinge covers? A. Yeah. All I recall is it has a note specific that says, if you do not use this other procedure, that hinge cover damage can occur. And as we found, almost every single one of the airplanes that came in had some form of hinge cover damage. Q. Do you think that it is more likely that the bushing was left out when the MLG was installed at AMES1 

### 2 3 

### 4 5 6 

### 7 8 

### or more likely that this mechanic violated the AMM and lifted that door such that the bushing fell out? 126

A. I think as I stated in my response to the Ben Buck, we did not have any proof or even any inkling that that bushing or that tubular bearing was missing. And not only did we have a statement from the technician that says he specifically recalls putting the bearing back in, but again, the doors were swung. They met all the fair 9 conditions. We can only assume that if you're gonna go 10 ahead and do a function check to make sure that all the 11 procedures followed, that that door, there would've been 12 issues or problems with that door if that tubular bearing 13 was missing when it left the AMES facility. 14 So all I could say is, I am fairly confident 15 that AMES left that tubular bearing in. Also that 16 airplane flew and we got an e-mail from Randy Buol, the 17 vice-president of Capital Cargo said the airplane flew 18 perfect. No problems noted after the gear changes. You 19 would think that if that tubular bearing missing had 20 caused vibration, that you would've felt it immediately. 21 Again, you know, putting, stringing all those 22 conclusions together, I find it hard to believe that AMES 23 left out that tubular bearing. And that's why I stated 24 it in the, in the CAR that I responded to Ben Buck, that, 25 you know, we're here to help as much as we can, which is

### 1 the way we work, but I can't tell you that we left that 2 

### out. 3 

### Q. Okay. Let's turn to 898. If I am 

### keeping 

### 4 track correctly, we're up to Exhibit P. And this is a 5 

### one-page document that was identified by the Respondent 127

6 as Number 16 in his document production. And I will give 7 opposing counsel the opportunity to look at that. 8 

### MR. SILVERBERG: Okay. 9 

### (Exhibit P Received and Marked) 10 

### BY MR. STEVENSON: 11 Q. All right. Now, would I understand correctly 12 that this supplemental sheet contains one discrepancy 13 

### that was written up by CCIA? 14 15 

### A. Q. Correct. Okay. And do you have any reason to doubt the 16 accuracy of the discrepancy they wrote up? 17 18 19 20 

### 21 22 

### 23 24 25 A. Q. No. Okay. All right. What I have here are the I have one large document that I'm going to mark as Exhibit Q. This should be Item of Proof 25. It's the package as contained in the EIR of the nonroutine cards from AMES for 898AA in late May 2010. I will note for you that like the similar ones, the highest numbered card I have is 33. And I do not seem to have 23 or 31. So unless we notice them while we're going through here --

### 128 1 and when I'm asking you to look at them, you'll see them, 2 those will be the two that I will ask you what happened 3 4 5 6 7 8 9 10 11 

### 12 13 14 15 16 

### to. I'm going to go ahead and provide that to opposing counsel. (Exhibit Q Received and Marked) MR. SILVERBERG: Let's not waste time going through all these pages. 26 -- If it's item of proof MR. STEVENSON: Sure. MR. SILVERBERG: -- 25. MR. STEVENSON: I think it's 25. It's in between the other two, and the other ones were 24 and 26. MR. SILVERBERG: we'll call it out. MR. STEVENSON: If we see any deviations, That's fine. 17 BY MR. STEVENSON: 18 Q. All right. And so I'm going to ask you to do 19 the same thing with this that you did with the other 20 ones. Let's identify them by item number. Look at them. 21 Let me know if these are things that you think were 22 necessary repairs or were not necessary repairs. 23 

### 24 25 MR. SILVERBERG: In the framework of the answer that he gave last time with respect to the AMM?1 2 

### MR. STEVENSON: MR. SILVERBERG: 129 Well, okay. Are these

He did not agree with your 3 he stated what his understanding was for purposes of 4 answering these questions and his frame of reference 5 was the AMM. 6 BY MR. STEVENSON: 7 8 9 

### Q. 

### If I understood correctly, for the last question, you said you did not know the contents of what would've been required by a "C" Check. So what I'm 10 asking you so feel free to clarify now or as you're 11 answering, what your understanding of what would make a 12 maintenance action necessary other than being required by 13 the 14 15 16 17 18 

### 19 20 21 22 

### 23 24 25 

### Right.

-- by the AMM. A. Q. A. 

### Right. By the AMM 32-11-00, the process that we followed when we changed the gear. Yes. Q. 

### I guess, let's clarify this. If there are -- there's a gear change process. But let's say some of these things we ask, we might ask about, like, the angle. You indicated last time, when we were going through the last aircraft, that that was something that, to the best of your knowledge, would not have been affected by the gear change. A. Right.

### 130 1 

### Q. But you indicated that that

**d~age** 

### having been 2 found by AMES, that was something that needed to be 3 replaced. 4 5 

### A. Q. Right. So I'd like you to think about things in those 6 terms as well. Not just is this something that we 7 8 9 

### 10 11' 

### 12 13 14 15 16 17 18 19 

### 20 21 22 23 24 25 

### would've done during the replace, but at the point in time when AMES and its mechanics and repairmen were looking at this aircraft in May of 2010, is this something that actually requires a maintenance action as compared to our customer told us to do it so we're just going to do it. A. Okay. I understand. MR. SILVERBERG: When you address each one, call out the item number so the record is clear. THE WITNESS: Okay. MR. SILVERBERG: Thank you. A. Yeah. This is item number 1. Right-hand main gear door reported for discrepant conditions. MR. SILVERBERG: Right. A. Suspect worn bushings. MR. SILVERBERG: One second. Okay. So this is not in the order that was produced. Did you reorder these? MR. STEVENSON: It shouldn't be.

### 1 2 3 4 5 6 7 8 9 10 11 12 

### 13 14 15 

### 16 17 18 

### 19 20 21 22 23 24 

### 25 

### MR. SILVERBERG: It look likes these MR. STEVENSON: Did I? This one had MR. SILVERBERG: The first one I have is 16, 

### the next one is 17. 

### I'm sorry. The first one is 17. 

### The next one I have is 16. 

### MR. STEVENSON: Okay. Well, that is a 

## -- MR. SILVERBERG: 19, 20, 

### so they are not in the same order that they were produced. MR. STEVENSON: All right. This is the contents of the item. I see, yes. There were a 131



### lot -- as you can see from the thickness of the document, there were a lot more nonroutine work cards for this one than the other one and a lot more that were not produced by the Respondent in the discovery response but then were in the EIR. So these, I believe, are actually in numerical order. MR. SILVERBERG: Which I note is, it appears that the way they were produced by the FAA in the EIR, Number 25, they were in chronological order. Not ordered by item number necessarily nor nonroutine number. So just -- that appears to be MR. STEVENSON: You are correct. That as sorted in the EIR, these are the same documents that were in that item of proof. But in the EIR, they were not sorted by work order number, item number.1 2 3] 

### 4 5 6 

### 7 

### B 9 

### 10 11 

### 12 13 14 MR. SILVERBERG: Nor by the -- there are the first one is the May 29th. Here's one for the 28th. Here's the 27th. chronological order. So they are out of MR. STEVENSON: They are not. MR. SILVERBERG: They have been reordered in item number. Just so you know, Jeff. THE WITNESS: Okay. 132

MR. SILVERBERG: I don't know if that's going to make a difference to you, but I just want to make sure it's clear on the record. THE WITNESS: Okay. MR. STEVENSON: Thank you. A. Okay. So, yeah. Again, just like the other 15 aircraft, this aircraft was in service seven months after 16 

### we changed the gear, after AMES changed the gear. So a 17 lot of these discrepant conditions we may or may not have 18 had any control over at the time. 19 One of the distinctions I did want to mention 20 when I saw the words suspected worn bushing in this 21 nonroutine, again, to make the matter of record 32-11-00, 22 

### 23 when you remove the gear door, existing hardware. Right? it says to use the 24 So what we did at the time we changed these 25 bushings and/or changed these landing gear, is we removed1 

### 2 3 4 5 6 

### 7 8 

### 9 10 

### 133 the doors. We kept all the existing hardware and we replaced it. As long as the doors faired, per the adjustment and test procedures, we did not replace bushings and shims and hardware at the time unless we had problems rigging the doors. Q. Do you consider that to be an absolute? That the mechanic can pull out the burnings and shims and other hardware and put it back in and regardless of the observed condition or configuration? A. If the mechanic saw that the bushings or 11 washers were damaged or worn or whatever, he may replace 12 them. But again, the procedures, which he signed off to, 13 doesn't require him to replace them. So that's -- I want 14 to make that distinction as we go through some of these 15 where we've replaced, we replaced shims and bushings and 16 

### 17 

### so forth. That was part of the Charles Working direction when the airplanes came back in May. It was not the 18 requirement when we changed the gear. 19 20 

### Q. A. Okay. All right. So on this item number 1, right 21 main gear wing door reported for discrepant condition. 22 Suspect worn bushings and hardware. 23 The corrective action is that we replaced all 24 the hardware with brand new hardware, basically. 25 

### Q. When I look at this, what I would infer from

### 134 that, this is item number 1, but it has a sign-off date 1 

### 2 that is later in the process. So does this serve as some 3 sort of overall task card that this is signed off once 4 everything else is done or how does that work? 5 

### A. Based on the discrepancy. So in order -- I 6 mean, each nonroutine, the corrective action is based on 7 the discrepancy. The timing of when we signed it off, it 8 depends on sequencing the work at the time. 9 So in order to replace the bushings, they had 10 

### to rehang the door. And as this corrective action 11 states, they went ahead and closed this nonroutine but 12 opened another nonroutine and performed the adjustment 13 and test. 14 So again, without going through all the dates 15 and figuring out the direct sequence of the items, they 16 may have hung the right-hand door and then they wanted to 17 close this nonroutine, but yet they had -- they weren't 18 complete with the left-hand door so they couldn't do gear 19 

### swings. And so they closed this nonroutine, and they 20 opened nonroutine number three, because they hadn't 21 completed the adjustment and test yet on the right-hand 22 side. 23 24 

### Q. A. Okay. So again, you know, as long as the doors were 25 faired, to answer your initial question, would we have1 

### 2 3 

### 4 5 6 

### 135 done this work, was it necessary work? If this right-hand main gear wing door, if it was fairing and had no issues during Capital Cargo's operation, yeah, these worn bushings, just because we replaced them, doesn't mean they were worn out of any limits. Now, in the partial work accomplished, they go 7 through very specific limits that they evaluated on each 8 one of these bushings and they determined that they were 9 going to replace them. 10 

### Q. Now, if I understand correctly, as you said, 11 they go through the specific limits on a good number of 12 bushings and on some of them, they actually did note that 13 the wear was out of limits. So would replacing those 14 bushings then be something that was necessary to do? 15 A. Oh, yeah. I mean, just like any other write 16 up, once you find a write up that's out of limits, you're 17 18 19 20 

### 21 

### 22 23 24 25 

### compelled to go ahead and replace them. But the nonroutine, itself, wouldn't have been written unless there was issues with the operation of the door to begin with. So they wouldn't have gotten down to this level of inspection unless there was actual operation issues with the door. number 2. A. This was the same write up. I'm on item MR. SILVERBERG: Okay. Item number 2, the same write up for the

### 136 1 left-hand side. They removed, replaced it and they -- 2 let me see here. All right. So they went ahead and 3 4. 

### replaced the hardware and they swung the door. defects noted at this time. See partial work No 5 accomplished. And I'm looking at the partial work 6 accomplished. 7 8 

### BY MR. STEVENSON: Q. And that, and as we discussed before, that is, 9 since we're talking about a gear swing, that would be 10 something that the mechanics were doing after they had 11 put everything back together and were testing it to see 12 if it was good to go? 13 A. Right. 14 15 

### A. MR. SILVERBERG: Objection, leading. Actually, what happens is on nonroutine number 16 three. 17 BY MR. STEVENSON: 18 19 20 

### Q. Mm-hmm? 

### A. Is where they actually do the adjustment test and as it's stated is the corrective action, the 21 left-hand gear wing door failed. And then they refer to 22 23 24 25 

### nonroutine 31 where they actually remove and replace the left-hand main landing gear door. Q. Okay. And do I recall correctly that that is the one where they said that it was not possible to get

### 137 1 the door back into fair? 2 

### A. My recollection was Charles Working, again, was 3 managing all this. When the airplanes were flown to 4 Wilmington, Capital Cargo go ahead and check their 5 inventory and ship wing doors as just a precautionary at 6 the time. 7 Based on the nonroutine record, it failed to B check -- in order to fail, in order to rerig this door, 9 you have to drop the door anyways. The customer decided 10 to go ahead and replace the door. I can't tell whether 11 they saw something that caused them to make that decision 12 or not, but they did -- he did decide to replace the 13 door. 14 I do recall comments along the lines -- and I 15 don't know if it applies to this door or the right main 16 landing gear door of 287 that was replaced but, quote 17 unquote, Capital Cargo had doors in stock. So they may lB have felt it was quicker and more expedient to just try 19 to put up a new door instead of trying to rerig the old 20 door. 21 22 

### A. MR. SILVERBERG: What number? Item number 6. Right-hand main landing gear 23 door, wing door, hinge fitting, possible small crack. 24 They repaired it per an engineering REA. The REA is a 25 blend and treat REA. So they must not have had a

### 1 specific SRM reference to blend and treat that area so 2 they asked engineering to initial a REA, but again, it 3 was a blend and treat REA. 4 5 

### 6 7 8 

### MR. SILVERBERG: And an REA is? THE WITNESS: Repair engineering authorization. BY MR. STEVENSON: Q. Let me ask you, I've got a document that I'm 138

9 going to mark for this deposition as Exhibit R. It was 10 marked as item 20 in the Respondent's production. And 11 it's titled, Repair Engineering Authorization. And I -- 12 let me let Mr. Silverberg look at that first. 13 (Exhibit R Received and Marked) 14 

### A. For the Record, that's the REA number that's 15 referenced in item number 6. It's the same REA number. 16 MR. SILVERBERG: We're ready. 17 

### 18 BY MR. STEVENSON: Q. Okay. So this is what you were talking about 19 when you were saying an REA? 20 A. Right. 21 22 23 24 25 

### Q. A. Exhibit R? From my memory, yes. It's a blend and treat and basically says remove the crack. In other words, trim it out. It was such a small crack, he just blends it out and then paints.

### 139 1 

### Q. And when this is saying -- based on what you 2 were saying before, when this document says remove crack 3 or remove edge damage, is that something that's being 4 done by abrading the surface to smooth it out? 5 6 

### 7 8 

### 9 10 11 . 

### A. Q. A. Q. A. Q. A. Correct. Okay. So that was 6. And have we hit -- Item number 6. Did we hit everything, 1 through 5? Yes. We've worked through those. Okay. Actually, the next item in your stack is item 12 number 5. So there's a little mix up there. 13 Q. Okay. 14 15 A. Again, it's a skin gouge. door and it was blended and treated. Right main gear wing Again, a minor 16 repair. 17 Item number 7, fairing above left wing main 18 gear chafed; blended. It's a blend and treat. 19 20 21 22 23 Q. Let me ask you, when I read that something is chafed, that, to my mind, is usually caused by two things rubbing together. well?A. Correct. Would that be your understanding as Or it could've been -- or again, it's 24 a -- it's a wheel well, main landing gear wheel well 25 environment. An awful lot of stuff happens in the way of

### 1 a lot of moving links and doors and also debris getting 2 thrown up as the aircraft lands. So, yeah, there's 3 typically a lot of blend and treat type stuff that 4 happens in that area. 140

5 Q. Okay. Is there anything -- if the landing gear 6 assembly and the flying door and all the structures 7 around it are configured properly, is there anything that 8 should be chafing and causing damage? 9 

### A. It could. You know, referring back to some of 10 the procedures listed in, I believe it's actually in 11 Section 401 of 32-12-11. For instance, it has you 12 13 trimming the door to prevent chafing. So you actually trim the edges of the new door. This is when you're 14 replacing a brand new door. You actually trim it to 15 prevent chafing. 16 

### Q. Sure. So that means that you are doing that to 17 avoid chafing? 18 

### 19 

### A. Q. Right. So if everything is in there as it's supposed 20 to be, there shouldn't be any chafing? 21 22 A. Right. Or due to the wear -- I mean, we found an awful lot of wear in the bushings. So, again, the 23 door starts moving or shifting during take off and 24 landing, it can cause chafing also. 25 

### Q. Okay.

### 141 1 A. Item number 9, flying door upper forward hinge 2 cracked. Again, this is 3 4 5 6 7 8 9 

### 10 11 

### 12 13 

### MR. SILVERBERG: Did we hit 8? 

### THE WITNESS: Well, I was -- yes. MR. STEVENSON: Eight should be -- it should be in there. THE WITNESS: Yeah. I'm just going based on the order these are in. This is 7 and then this is -- MR. STEVENSON: Maybe 9 

### and 8 

### are in the -- MR. SILVERBERG: Call them out as you see them. A. Okay. This was a hinge cover. This end up, I 14 recognize on the under the partial work accomplished 15 sheet, it has a pin and hinge material. Called out as 16 replacement parts. And I recognize that as a hinge 17 cover. So this is one of the hinge covers that were 18 cracked. Again, like we discussed on 899. 19 BY MR. STEVENSON: 20 21 

### 22 23 

### Okay. 

### Q. A. Seal torn, so we replaced the seal. Again, that's wear and tear. Seals I'm sorry, number 10. You're going to keep beating me up. Item number 10. 24 And, yeah, it's just a seal that was torn so we replaced 25 the seal. Again, that's a definite wear and tear type

### 1 item. 2 3 

### Q. 4 though? 142 Item number 11, same thing. It's a seal. Are those things that did need to be replaced, 5 6 

### A. Those are things that are on observation. I'm not aware that there's any specific limits for seals, but 7 it's just one of those general mechanic items when you're 8 looking at the area, if you see a worn seal, then you 9 replace the seal. 10 Q. Okay. 11 A. Let me skip forward. Yeah. So item number 11 12 and item number 12 are the seals, torn seal type items. 13 I'm sorry, number 13 is also a -- I'm looking at the 14 corrective action. But it was, they replaced the torn 15 seal. 16 17 

### Item number 14, flying door upper forward inboard side loose huck bolt. So they replaced the loose 18 fastener. 19 

### Again, loose fasteners, especially in an 20 environment of a main landing gear area, those are things 21 that are typically found, wear and tear type items. 22 

### Q. Was that something that needed to be replaced? 23 

### 24 

### A. Yeah. When you find a loose or missing fastener, yes, obviously. That's a line maintenance type 25 thing that happens often.

### 145 1 is not covered in the procedures for changing the flying 2 3 

### door. in our So it's one of those things that if when it is I would think that they would've written up a 4 migrating hinge pin if that was noted when they were 5 doing the gear changes and would've fixed it at that 6 time. 7 Item number 22, swivel clamps are installed on 8 the left-hand main landing gear. Hose swivel clamp 9 

### installed incorrectly. We repositioned them and again, 10 this is -- the reference here for the corrective action 11 is overhaul manual. Again, the AMM procedures do not 12 reference the swivel clamps, only the overhaul manual. 13 So the vendor, the landing gear vendor would've been 14 responsible for locating these swivel clamps. 15 BY MR. STEVENSON: 16 17 18 19 20 

### Q. But now, when this is being signed off by -- I mean, what is the significance of the signature by AMES at the bottom of this then? A. Oh, I mean, the nonroutine was that we found the clamps installed incorrectly. The corrective action 21 was that we referenced the overhaul manual to locate the 22 23 24 25 

### clamps correctly. My comment is that AMES, during a landing gear change, would not have located or changed these swivel clamps. It would've come in as part of the assembly of the landing gear.

### 1 manufacturer. Q. Okay. You indicated in response to questions 2 3 

### of counsel, that you reviewed the EIR. Did the FAA 192

4 produce any evidence of the maintenance history of any of 5 

### the aircraft in the ensuing months between the time the 6 

### original work was performed by AMES in connection with 7 

### the two "C" Checks and the one landing gear change and 8 

### the time that the aircraft were inspected again in 9 

### Toledo? 10 A. No. No, they did not provide any documentation 11 for that time frame. 12 Q. 

### In connection with Exhibit U, which is the 13 training module that you were asked some questions about, 14 you were asked some questions about this so-called 400 15 series of pages and the pictures from those pages out of 16 32-12-11 and why they were included in the training 

### 17 18 

### 19 module. A. 

### Q. Do you recall that? Yes. Okay. In connection with the replacement -- 20 the removal and replacement of the landing gear doors 21 that you were contracted to perform for Capital Cargo, 22 was it necessary for you to consult the 400 series of 23 pages and the pictures associated therewith, the diagrams 24 to complete your work for Capital Cargo? 25 

### A. 

### Not in the initial landing gear change. If the

### 193 1 flying doors are removed and replaced consistent with the 2 landing gear change, then, no, you do not use Section 3 

### 401. 

### 4 And if you -- for instance, in the May time 5 frame when we removed just the doors and we installed 6 them, we signed them off to Section 401. 7 8 9 

### Q. A. Q. So that's the distinction. Yes. Let's make sure it's clear. The distinction 10 is between removing of the landing gear doors -- excuse 11 me. Removal of the landing gear and replacement of the 12 landing gear and the associated work to remove and then 13 reinstall the landing, so-called flying door. And the 14 steps to -- referenced in the 400 series of pages out of 15 the manual that relate to just to the reinstallation of 16 the flying door. 17 MR. STEVENSON: Objection, leading. 18 19 20 

### 21 22 23 24 

### A. Yes. MR. SILVERBERG: Okay. That's all the questions we have. MR. STEVENSON: Sure. REDIRECT EXAMINATION BY MR. STEVENSON: Q. Opposing counsel, Mr. Silverberg just asked you 25 about maintenance documents on these aircraft for the

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# Exhibit 5 B-727 AircraftMaintenance Manual (AMM), Section 32-11-00

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I MAINTENANCE MANUAL MAIN LANDING GEAR - REMOVAL/INSTALLATION 1 . ·General

2. A. The main landing gear is removed after damage, defect or excessive wear. The gear can be removed and installed without special equipment by using jacks, rope slings and manpower to maneuver the gear into or out of position. Four men are required to handLe the gear. B. The gear removal procedure described in this section does not require the use of special tools. If so desired, the following production tools may be used for gear handling during removal operations. (1) Main Landing Gear Dolly (a) 7PME65-72761-1, -2 (commercially available) which can be used in place of the hydraulic floor jack. (2) Measuring Tool (a) F73017, this tool is used to check for thickness of shims required in the forward trunnion bearing, before the parts are assembled. (3) Landing Gear Sling (a) Polyester web sling 12 feet long, 3 inches wide, 2000-pound minimum rated capacity, eye and eye configuration, CWEEl-63, 12 feet long Cambridge Wine Cloth Co., Cambridge, Maryland (Fig. 405Al. Equioment and Materials A. Main Gear Ground Lockpin Assembly (AMM 32-00-11) B. Nose Gear Ground Lockpin Assembly (AMM 32-00-11) C. Main Landing Gear Door Downlock- 2ME65-20750-1 or F72960-1 D. Main Landing Gear Shock Strut Clamp - 2ME65-72761 E. Spanner Wrench - F72922-1 (Airplane line numbers, 1-935 PRE-SB 727-57-129) or F72922-4 (Airplane line numbers, 1-935 PDST-SB 727-57-129 and all airplane line numbers 936 and on) F. Wrench- 12ME65-72761 G. Wrench Adapter - MIT65-82162-1 or F72955-1 H. Wrench Socket - 2-1/8 inches across flats I. Bullet-Shaped Thread Protector - F80115-15 J. Airplane Jacks

EFFECTIVITY·-------------, 

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### MAINTENANCE MANUAL K. Automotive Type Hydraulic Floor Jack L. Wood Block - 4 inches square, 8 inches Long, contoured to fit ·under main gear torsion links M. Lead Hammer N. Rope- Minimum 3/4-inch diameter 0. Container- Suitable for hydraulic fluid in which to drain brake Lines P. Feeler Gages Q. Grease - MIL-G-21164 CAMM 20-60-02) R. Primer - BMS 10-11, Type 1 CAMM 20-60-04) S. Sealant- BMS 5-95 CAMM 20-60-01) T. Main Landing Gear Aft Trunnion Protector- F72948 Prepare for Removal of Main Landing Gear A. Make sure that Landing gear external ground Locks are installed CAMM 32-00-11) and that main Landing gear doors are open with release handle down and Latched. B. Install main Landing gear door downlock. C. Fully extend trailing edge flaps. D. Depressurize both A and 8 hydraulic systems and reservoirs. E. Operate brakes to depressurize brake accumulator and open all Landing gear,
**ant~~kid,** and drain mast heater circuit breakers on panel P6. F. Remove the main gear wing doors. C1l Open wing door hinge access doors and detach bonding jumpers Cif installed) at aft hinge access door. NOTE: On some airplanes, a tapered filler piece is installed under upper hinge of the forward hinge access door. If filler piece is present when the access door is opened, filler piece must be installed in the same position when the door is closed. (2) Support the wing door, remove the actuation rod attachment bolt from the door, and slide out the hollow pin (Fig. 201). Observe washers. (3) Release the door actuation rod from drag strut attachment and remove actuation rod from airplane (Fig. 401). NOTE: Observe washers between actuation rod Lugs and rod attachment fitting on drag strut, and on the removable tubular bearing in attachment fitting. (4) Support the upper end of the door, remove the hinge bolts and the hollow hinge pins. NOTE: Observe the number and position of washers under the nuts and the boltheads. The forward hinge is shimmed with washers between the hinge Lugs to provide fore and aft adjustment of the door. Care must be taken to record Location of washers to ensure correct assembly. G. Remove the inboard flap track fairing. EFFECTIVITY-------------------------, 

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### MAINTENANCE MANUAL Deflate and compress the shock strut by removing the valve cap from the charging valve and loosening the release nut one or two turns (Fig. 401Al. Install the shock strut clamp to keep the shock strut compressed (Fig. 402l. Jack the airplane until the tires are just touching the ground; making sufficient contact to prevent the wheels rotating (jacking height about 8 inches) CAMM Chapter 7, Jacking). Mark the tire footprint on the ground by drawing a Line around the tire contact area. 

## J4. Removal Main Landing Gear A. Remove hydraulic Lines from shock strut.

B. 

### c. D. E. F• G. H. I. J• K. L M. C1l Disconnect hydraulic Lines leading inboard from trunnion swivel and hydraulic line connected to underside of swivel CFig. 404). Drain hydraulic lines into container. (2) Take out trunnion swivel attachment bolts and disconnect swivel antirotation strut. (3) Undo all clamps holding hydraulic Lines to upper part of shock strut and to trunnion link. C4l Remove trunnion swivel and all hydraulic lines between deboost valves and trunnion. Plug and cap all lines and connections. Disconnect electrical wiring at connection above top end of drag strut. Cover the plug with a small plastic bag and tape wire to shock strut. Disconnect actuator and actuator walking beam from trunnion link CFig. 405). Secure actuator and actuator walking beam up and clear of trunnion link. Disconnect the side strut from spindle assembly on the shock strut CFig. 406). Allow side strut to hang from the upper fitting. If a left gear is being removed, disconnect ground spoiler shutoff valve control rod from trunnion, and pushrods from spoiler shutoff valve linkage on drag strut ·(Fig. 406Al. Chock aft side of main gear wheels and run floor jack under torsion links C

Fig. 407l. Place a contoured wood block between jack Lifting pad and underside of torsion links. Operate jack until wood block is held tightly in place. Do not lift shock strut. Remove grease reservoir, lockbolts, and fuse bolt (Fig. 408). Remove the trunnion Link sleeve assembly. Remove the nut and the washers from the trunnion link attachment bolt (Fig. 409). Install bullet-shaped thread protector and remove the bolt. Secure the drag strut to the shock strut to prevent the drag strut from falling forward when detached from the trunnion link.

EFFECTIVITY-------------, 

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INSTALL METAL WASHERS TO LlMIT lDTAL MAXIMUM GAP TO 0.008 INCH, 

### MAINTENANCE MANUAL

SEE DETAIL A

Wing Door Actuation Rod Drag Strut Attachment Figure 401 EFFECTIVITY-------------------------, ALL 01 

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c **HDEI~&~~** MAINTENANCE MANUAL
CAP

SHOCK STRUT----I
Main Gear Shock Strut Air Charging Valve Figure 401A

Shock Strut Clamp Installation Figure 402 EFFECTIVITY-------------, ALL 01 

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( GREASE FITTIN.G GREASE RESERVOIR 

### MAINTENANCE MANUAL

INBD

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**~FWD**

Rear Trunnion Bearing Seal Installation Figure 403 EFFECTIVITY'------------- 

# 32-11-00 

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### MAINTENANCE MANUAL

TRUNNION SWIVEL ANTIROTATION STRUT TRUNNION SWIVEL TRUNNION · LINK

ELECTRICAL DRAG CABLE STRUT

Main Gear Hydraulic Pneumatic and Electrical Lines Figure 404 EFFECTIVITY-------------, 

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## {TYP~_---

**~~** MAINTENANCE

ACTUATOR INBOARD ATIACHMENT BOLT WALKING BEAM INBOARD ATTACHMENT BOLT

MAIN GEAR ACTUATOR

**~** _/)., FWD INBD

**~** (:;;:V

Actuator and Walking Beam Attachment Figure 405 to Trunnion Link CLAMP UP BUSHING



# 32-11-00 § EFFECTIVITY'----AL_L __________ 

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Landing Gear Sling Figure 405A EFFECTIVITY'-------------; ALL 01 

# 32-11-00 Page 409 Dec 01/05 BOEING PROPRIETARY- Copyright CC) -Unpublished Work- See title page for details.

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SIDE **~ATTACHMENT** 

# I -BOLT STRUT ------'\ 

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UP
SPACER 

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**IN~ ~FWD**  Main Gear Side Strut Lower Attachment Figure 406

V,i,LVE CONTROL ROD-------"\ LANDING GEAR TRUNNION---- **~----GROUND** SPOILER SHUTOFF (LOCKOUT) VALVE

LANDING GEAR FWD¢=! DRAG STRUT------"
LOWER **ROD-----~~** LANDING GEAR SAFETY SWITCH HOUSING-----/ ---LEFT MAIN GEAR SHOCK STRUT· 

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**t;=~~------'t--** SHOCK STRUT 

## }
Ground Spoiler Shutoff Valve Linkage CLeft Gear Only) Figure 406A INNER CYUNbH
EFFECTIVITY'--------------, 

# 32-11-00 ALL 01 BOEING
**PROPRIET~RY-** Copyright (C) -Unpublished

**~ark-** See title page for details. Page 1,10 Dec 01/05

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c TRUNNION UNK MOVED DOWN TO ENABLE DRAG STRUT BOLT TO BE REMOVED

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¢::JFWD LANDING GEAR BEAM 

# " **~~~IAV~-~~.==~~~** 

### MAINTENANCE MANUAL

SWING DRAG STRUT UP

TIRES JUST j TOUCHING GROUND STAGE 1. DISCONNECT DRAG STRUT STAGE 2. REMOVE TRUNNION LINK

LOWER GEAR TO REMOVE GEARING

GENTLY LOWER FLOOR JACK ROLL ........ GEM AFT

STAGE 3. REMOVE REAR TRUNNION BEARING 

# I STAGE 

### 4. REMOVE GEAR FROM AIRPLANE Main Landing Gear Removal/Installation Sequence Figure 

### 407 EFFECTIVITY-------------, ALL 01 

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GREASE SEAL TRUNNION LINK 

### MAINTENANCE MANUAL

f--f'OF:WARD TRUNNION BEARING

SHIM TO OBTAIN CLEARANCE OF 0.00 TO 0.03 INCHES BEFORE TIGHTENING fUSE BOLT FUSE BOLT RING

8--,----GREASE

c::>FWD **f-~--FORWARD**
WITH GREASE RESERVOIR DETAIL A TRUNNION BEARING

Trunnion Link Bearing Attachment Figure 408 **EFFECTIVITY'------------~** ALL RESERVOIR

01 IXrlW55 5-HIMS PhRT THICKJ£SS INS

-1 0.016
**ltO.OO~** -1 0,063 ItO.(J)oS -3 O.li5! :tO.Olll



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( TRUNNION LINK ATTACHMENT BOLT 

# "' HOEING- -;-b .. **~"-'=="--y__** 

### MAINTENANCE MANUAL

INSTALL THREAD PROTECTOR BEFORE REMOVING BOLT TRUNNION LINK



# INBD~ **~FWD**

Trunnion Link to Shock Strut Attachment Figure 409 EFfECTIVITY'-------------, ALL 01 

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### DDEIArG-f:I'Sb. 

### ~c==="--c='o.

**~** 

### MAINTENANCE MANUAL



# c N. With lead hammer, tap trunnion link down until drag strut upper attachment bolthead will clear flap track beam. Remove drag strut attachment bolt (Fig. 410). NOTE: Do not move trunnion link too far down. If fork end is released from shock strut, components may spring Out of alignment and difficulty will be experienced in returning trunnion link over the shock strut for the next operation. 0. Tap trunnion link up and sWing clear of the shock strut. Withdraw link from bearing and remove from the airplane. NOTE: Watch for shims between forward end of trunnion link and shoulder in spherical bearing. Care must be taken not to damage shims when removing Link. Preserve shims for use on asscmb Ly. P. Install main landing gear aft trunnion protector. With protector installed, remove aft trunnion bolt and trunnion retainer to free afi trunnion from aft trunnion bearing (fig. 411).
Q. R. 

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## w. X. 

### Y. NOTE: Exercise

**car~** during removal of gear. Use of protector will minimize possible heavy contact between aft trunnion extension and any sharp corners on outer race of aft trunnion bearing. Pass a rope sling around the upper part of the shock strut and over the flap track. Take a turn around the flap track with the free end of sling if so desired. Station a man to control the sling. Gently lower the jack, and **simultan~ously** roll gear aft. At the same time drive the rear trunnion bearing forward and out from the trunnion beam. Discard the trunnion bearing bolts. When gear has been lowered until top of shock strut is clear of wheel well, assemble trunnion Link and drag strut, leave nuts finger-tight. Continue to lower until jack is fully retracted. With three or four men supporting shock strut, pull jack out from under torsion links. Roll jack back until apex of trunnion link and drag strut can be lowered onto the wood block on jack (Fig. 407). Remove the main landing gear aft trunnion protector. Trundle gear away using jack as a third wheel tor steering. If the gear requires hoisting tor transport, install sling per fig. 405A. Check trunnion bearings for damage or wear. If diameteral clearance between ball and outer race exceeds 0.015 inch, bearing must be replaced. If there is no scoring of bearing ball and wear is within tolerance, bearing is serviceable until next overhaul. 

### z. Remove aft trunnion bearing. (1) Remove locking bolt from aft bearing retaining nut. (2) Install wrench adapter on retaining nut and remove retaining nut to free the aft trunnion bearing. (3)
**R~move** aft trunnion bearing from bearing housing in landing gear beam. EFFECTIVITY-------------. 

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### DLTEING- -:-h. **~'-'===0.--'='-,.** 

### MAINTENANCE MANUAL



# ri/j~FWD INBD/jj DRAG STRUT

I DRAG STRUT UPPER 

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## j.._COTTER PIN[!:::>

Drag Strut Upper Attachment Figure 410 EFFECTIVITY·-------------, 

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# c IS. MAINTENANCE MANUAL (4) Clean corrosion or primer from inside of bearing housing in landing gear beam. Installation Main Landing Gear A. With airplane still jacked to same height as on gear removal, prepare a Landing gear assembly for installation. NOTE: A landing gear assembly consists of a shock strut, two brake

**uni~s,** two tire and wheel assemblies, upper and Lower torsion Links, and, on some airplanes,.a shock strut safety switch, a drag strut, trunnion Link, static discharge assembly, deboost valves, hydraulic and pneumatic Lines, electric wiring and clamps. In the case of a Left gear, the assembly also includes ground spoiler shutoff valve Linkage. B. Installation Aft Trunnion Bearing (fig.

**~11)** NOTE: Bearing assemblies for 3.25-inch trunnion bearing are not interchangeable with 3.50-inch diameter trunnion bearing. (1) Clean and coat outside of aft trunnion bearing and housing in landing gear beam with primer. C2l Install bearing, making sure that bearing splines are Lined up with splines in bearing retainer. (3) Clean and Lubricate bearing retaining nut and Lockbolt. C4l Install retaining nut and tighten within 6,000 to 10,000 pound-inches. During installationf line up hole in retaining nut with hole in bearing retainer for Locking bolt. CSl Install Lockbolt through retaining nut. C6l Apply sealant to entire periphery of aft trunnion bearing flange. C. Install shock strut clamp to keep shock strut compressed CFig. 402). D. Support
**for~ard** end of trunnion Link on floor jack with a wood block between Link and jacking pad. E. Run gear under wheel well with jack facing forward. F. Adjust position of gear until main gear wheels are a short distance aft of tire prints marked on ground from original gear assembly.

EFFECTIVITY-------------------------, 

# 32-11-00 ALL BOEING PROPRIETARY - Copyright (C} 

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r;;!J;FWD

AFT TRUNNION SUPPORT BEAM·----//



# ~~ INBD FWD
LDCKBDLT RETAINER AFT TRUNNION BEARING NUT **---~11---.;:¥/"..** BEARING RETAINER

INSTALL MAIN LANDING GEAR AFT TRUNNION PROTECTOR IN THIS AREA BEARING SEALS REMOVED Main Gear EFFECTIVITY ALL Shock Strut Upper Figure 411 Attachment AFT TRUNNION



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### MAINTENANCE MANUAL Check wheels aft. With three or four men, raise shock strut and run jack under torsion Links. Rest gear on jack with a contoured wood block between torsion links and jack lifting pad (Fig. 407l. Pass a rope around shock strut and drag strut and remove trunnion link. Secure drag strut close to shock strut to make sure that the top end of drag strut clears airplane structure when gear is jacked. Secure a rope sling to upper end of shock Strut and pass free end over flap track. Station man to take up slack as gear is raised. Clean and lightly lubricate aft trunnion and bearing inside diameter. Install main landing gear aft trunnion protector. With protector installed, gently raise gear by operating floor jack, simultaneously rolling gear toward tire prints. Keep steadying rope taut. NOTE: Exercise care during installation of gear. Use of protector will minimize possible heavy contact between aft trunnion extension and any sharp corners on outer race of aft trunnion bearing. N. When trunnion reaches bearing in landing gear beam, stop jacking and check for alignment. 0. P. Q. R. If necessary, operate airplane jacks to raise or lower airplane as required. If lateral adjustment is needed, remove chocks and work gear into position manually by rolling on wheels and jack forward and rearward to give a Lateral zig-zag movement. With trunnion aligned, continue Lifting under torsion Links with floor jack, and rolling gear toward tire prints, until trunnion is snug. Clean and L·ightly Lubricate trunnion retainer, trunnion bolt and lockbolt. S. Install trunnion retainer and trunnion bolt and tighten bolt 500 to 800 pound-inches. During installation, line up hole in bolt flange with hole in trunnion retainer for Lockbolt. CAUTION: BOLT PROVIDES STRUCTURAL FUSE. REPLACE ONLY WITH NEW BOLT WITH THE SAME PART NUMBER. T. Install lockbolt and lockwire to trunnion bolt (Fig. 403). (1) Fill grease reservoir with grease and install grease reservoir with washers and attachment bolts. Lockwire attachment bolts. U. Remove main Landing gear aft trunnion protector. V. Clean and lubricate all boltholes, attachment bolts, and screw threads with grease. W. Insert original shims into forward trunnion bearing from aft side. NOTE: If shock strut, trunnion link or bearings are changed, reduce original thickness of shims by 0.01 inch to allow any reduction in cLeaJ'C:II\Ce Uue to manufacturing tolerances. X. Add (1) trunnion link to assembly. Place trunnion link over shock strut with attachment lug up and inboard (Fig. 407). EFFECTIVITY'-------------, ALL actuator walking beam 

# 32-11-00 01.1 Page 418 Jul 25/09 BOEING PROPRIETARY- Copyright (C)- Unpublished Work- See title page for details.

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# c (2) Insert end of trunnion link into forward bearing. (3) Swing trunnion link down to pass fork end over shock strut. (4) Tap trunnion link down, and over shock strut, until trunnion Link drag strut attachment lug is in such a position that drag strut .upper attachment bolthead will clear flap track beam when bolt is inserted. NOTE: Do not drive trunnion Link too far down. If fork end of Link is released from shock strut, components may spring out of alignment and difficulty may be experienced in returning trunnion link over shock strut. C5) Release top end of drag strut and Lower into position over Lug on trunnion link. C6l Align holes, clean ond Lubricote attachment bolt with grease, and insert with head end outboard. CAUTION: DRAG STRUT UPPER ATTACHMENT BOLT PROVIDES STRUCTURAL FUSE. REPLACE ONLY WITH NEW BOLT WITH SAME PART NUMBER. DRAG STRUT UPPER ATTACHMENT BOLTHEAD END MUST BE OUTBOARD TO AVOID INTERFERENCE WHEN GEAR IS RETRACTED. Cal Insert drag strut upper attachment bolt with head outboard. Tighten upper attachment nut. 1) On airplanes with cotter pin through attachment nut but without boLt Locator: 2)

3) a) Lubricate washer face, shank, and threads with grease. b) Add nut to upper drag strut attachment bolt. c) d) On a) b) c) d) e) f) g) h) On a) b) c) d) Tighten nut 1100 to 2250 pound-inches lube torque. Back off nut to nearest slot and lock with cotter pin. airplanes with bolt Locator:

Rotate bolt so that hole for flathead pin will allow pin to be installed with axial centerline parallel to that of drag strut. Install bolt Locator and shim. Tighten nut 1100-2250 inch-pounds Lube torque. Make sure that clearance between shim and nut does not exceed 0.003 inch maximum. Adjust as required. Install Lube plug assembly. Place special washer on flathead pin and install pin. Add special washer and lock with cotter pin. Lubricate upper attach fuse bolt assembly with grease. airplanes without bolt Locator:

Tighten nut finger-tight while maintaining a 0.002-inch gap between flanged bushing and nut. Back off nut to align nearest slot. Install Lube plug assembly. Lock with cotter pin. EFFECTIVITY'-------------, 

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# c e) Lubricate upper attach fuse bolt assembly with grease. NOTE: When installing a gear with a dimension of 4.20 inches measured across lugs of drag strut upper clevis, make sure that wing door has been modified by SB 52-88 to provide clearance for improved components of new gear. (7) Tap fork end of trunnion upward to align bearings with shock strut. (8) Clean, lubricate and install thread protector on trunnion link attachment bolt. (9) Insert attachment bolt through link and trunnion with head end facing inboard (Fig. 409). Y. Shim trunnion. (1) Make sure shock strut trunnion end is firmly against aft trunnion bearing. Then check clearance between end of trunnion Link and forward bearing with feeler gage CFig. 408). CZ) Determine thickness of shims to be added to obtain a clearance of 0.00 +0.03/-0.00 inch. CAUTION: TOTAL THICKNESS OF SHIMS INSTALLED MUST NOT EXCEED 0.375 INCH. SHOULD AN EXCESSIVE THICKNESS OF SHIMS BE REQUIRED, MAKE A DIMENSIONAL CHECK OF AIRPLANE STRUCTURE, AND RELEVANT PARTS OF LANDING GEAR, TO DETERMINE REASON FOR DISCREPANCY. (3) Proceed to remove trunnion Link. (4) Insert required thickness of shims through aft end of trunnion bearing. (5) If previously installed, assure grease seal is installed on aft side of bearing. (6) Repeat step X. If clearance between trunnion link and bearing is within limits, remove thread protector from trunnion link bolt. C7l Add a plain washer, a key retaining washer, and nut. (8) Tighten nut 1000 to 2000 pound-inches lube torque. Lock with cotter pin. Z. Insert trunnion link sleeve assembly into end of trunnion link. AA. Install trunnion Link retention components CFig. 408). (1) On airplanes without grease reservoir: (a) Add tab Locking washer and trunnion link lockbolt. Cb) Tighten lockbolt 800 to 1600 pound-inches tube torque. (c) Bend lockwasher tab into lockbolt slot. (2) On airplanes with grease reservoir: (a) Tighten fuse bolt 800 to 1600 pound-inches lube torque. Cb) Install lockbolts and Lockwire. EFFECTIVITY·-------------------------, ALL 

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# c- MAINTENANCE MANUAL



# c Ccl Tighten grease reservoir 600 to 900 pound-inches lube torque and lockwire. Cd) Fill with grease until grease emerges from grease seal vent hole. AB. Remove hydraulic floor jack. AC. If a Left gear is being installed, connect the ground spoiler shutoff valve control rod to trunnion, and install pushrods for spoiler shutoff valve Linkage on drag strut CFig. 406Al. AD. Connect side strut. (1) Make sure that spacer is in position inside strut spindle assembly on shock strut. (2) Swing side strut Lower segment in position over spindle assembly with locking flat on swivel clevis forward (Fig. 406). (3) Insert side strut Lower attachment bolt with head end facing forward. Add washer and nut. C4l Make sure that lower segment plug is in position with thick end aft. (5) Raise Lower segment and align the upper fork end over universal fitting. C6l Insert universal fitting bolt with head end up. Add washer and nut. (7) On airplanes with spacer, tighten Lower attachment nut to within 83 to 250 pound-feet Lube torque. Back off and retighten until a gap of 0.001 to 0.003 inch exists between lower segment clevis and spindle, then install cotter pin. On airplanes without spacer, tighten Lower attachment nut finger-tight. Maintain a gap of 0.002 to 0.034 between washer and clevis. Lock with cotter pin. NOTE: Up to two additional washers (AN960-2616Ll may be installed between existing washer and clevis as needed. (8) Tighten nut on universal fitting bolt to 25 pound-inches Lube torque. If necessary, advance nut to first position that lines up holes for Lockpin. Insert spring Locking pin and lockwire pin. (9) Add fillet seal (optional) around universal fitting bolthead and attachment washer and nut. Extend fillet to top of bolthead, and from nut to clevis, covering the washer.

EFFECTIVITY·-------------------------, 

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(_ MAINTENANCE MANUAL AE. Connect actuator and actuator walking beam to trunnion Link CAMM 32-32-02/401 and AMM 32-32-11/401). AF. Tighten actuator walking beam attachment bolt 400 to 1500 pound-inches Lube torque, and actuator attachment bolt 400 to 1500 pound-inches Lube torque. Lock with cotter pins. NOTE: Use extra washe1·s AN960-1416 or AN960-1416L under nuts if required to obtain correct indexing for cotter pins. AG. Remove Landing gear shock strut clamp from torsion Links (Fig. 402). AH. Install trunnion swivel complete with hydraulic Lines (Fig. 404). AI. Connect swivel antirotation strut. AJ. Connect electrical cable. AK. Install flap track fairing. AL. Install main gear wing doors. (1) Place door in position to align with hinge halves on structure. (2) Insert washers between Lugs of the forward hinges. Position door in (3) (4) (5) (6) (7) (8) (9) ( 10)

(11 ) (12) (13) fore and aft position that provides a clearance between lugs of aft hinge. Insert hollow hinge pins and hang door. Place washers

**o~** bolts/ coat bolts with corrosion-preventive compound and insert through hinge pins with heads facing aft. Add washer and nut to each bolt. Tighten nuts and install cotter pins. Hold door clear and place door-actuating rod in position to Line up with attachment point on door. Insert hollow pin through door fitting and rod. Install a washer on actuation rod attachment bolt, coat bolt with corrosion-preventive compound, and insert bolt through hollow pin with head facing forward. Add a washer and nut. Tighten nut to standard torque and install cotter pin. Install actuator rod support gimbal fitting Cif removed). Cal Install countersunk washer on gimbal fitting. (b) Install gimbal fitting in actuator rod support and measure total gap between countersunk washer and **support~** (c) Install shim washers between countersunk washer and support to Limit gap to a total maximum of 0.006 ±0.003 inch. (d) Install washers. Add nut and tighten 2200 to 3300 pound-inches. Install cotter pin. NOTE: Additional AN960XC1616 washers may be used to engage cotter pin. Make sure that removable tubular bearing is in position in dooractuation rod fitting on drag strut. Align actuation rod with fitting on drag strut. Insert fiber washers between actuation rod Lugs and attachment fitting. EFFECTIVITY-------------------------, 

# 32-11-00 ALL 09.1 Page 422 JuL 25/09 BOEING PROPRIETARY- Copyright (C) -Unpublished Work- See title page for details.

# c

c MAINTENANCE MANUAL C14l Place countersunk washer on attachment bolt. Coat bolt with corrosion-preventive compound and insert bolt through rod and fitting. NOTE: Install shim washers between fiber washers and drag strut fitting to limit total maximum gap to .005 +.013 or -.000 inch. C15) Add washer and nut. (16) Tighten nut 480 to 600 inch-pounds. (17) Install cotter pin. C18) Attach bonding jumpers at aft wing door hinge access door and secure access doors over forward and aft wing door hinges. (19) Adjust Crigl wing door CAMM 32-12-11/501). AM. Service shock strut and lubricate landing gear CAMM Chapter 12). AN. Pressurize hydraulic system and bleed brakes and pneumatic brake system (AMM 32-41-00/201, AMM 32-43-00/201). AD. Check hydraulic brake line connections for leaks. WARNING: TO PREVENT PERSONNELL INJURY DR EQUIPMENT DAMAGE DURING INTERNAL LEAKAGE CHECKS, KEEP PERSONNEL AND EQUIPMENT CLEAR OF HYDRAULIC COMPONENTS THAT CAN MOVE. AP. Check ( 1 ) continuity of skid detectors: Airplanes with 2 or 3 INOP lights on antiskid panel. (a) Make sure that circuit breakers on panel P6 are closed. Cb) Provide electrical power to system. Cc) On pilots' overhead panel, place antiskid switches to ON. Cd) Place SELECTOR switch on front of antiskid control unit in inboard position for applicable gear CLI or RI). Push XDCR test switch and make sure that meter reads in green band. Ce) Place SELECTOR switch in outboard position for applicable gear CLO or RO). Push XDCR test switch and make sure that meter reads in green band. (f) Place SELECTOR switch to OFF. (g) Remove power from system, if no longer required. C2l Airplanes with 4 or 5 REL lights on antiskid panel. Cal Release parking brake. (b) Make sure that circuit breakers on panel P6 are closed. (c) Provide electrical power to system. Cdl On pilots' overhead panel, place antiskid switches to ON. (e) Place antiskid test switch to INBD. Make sure that inboard indicators show blank and outboard indicators show REL. (f) Place antiskid test switch to OUTBD. Make sure that outboard indicators show blank and inboard indicators show REL. (g) Apply parking brakes. Chl Remove power from system; if no longer required. AQ. Do the Antiskid System Test (AMM 32-42-00/501). AR. Remove external ground locks CAMM 32-00-11) and wheel well doorlock. Perform a retraction test on the gear CAMM 32-32-00/501). AS. Install external ground locks (AMM 32-00-11). EF FECTIVITYr------------- 

# 32-11-00 ALL 09.1 Page 423 Jul 25/09 BOEING PROPRIETARY- Copyright (C) - **Unpublish~d** Work- See title page for details.

# Exhibit6 

# B-727 AircraftMaintenanceManual (AMM), Section 32-12-11

# c

c



# c 1.

2.

3. 

### MAINTENANCE MANUAL MAIN GEAR WING DOOR- REMOVAL/INSTALLATION General A. After routine removal, the main gear wing door **ins~allation** procedure consists of mounting and adjusting the original door per par. 4. If the existing door has been damaged and a replacement door is required, it will be necessary to trim and tailor the new door to suit the particular wheel well. Stops and shims are removed from the original door and assembled on the replacement door. B. The replacement door is supplied in separate parts, c.onsisting of a main wing door panel, an end plate, seal retainers and a rub channel (Fig. 402). Paragraph 5 describes the assembly and trimming operations required when installing a new door. Equioment and Materials A. Main Gear Ground Lockpin Assembly CAMM 32-00-11) B. Nose Gear Ground Lockpin Assembly CAMM 32-00-11) 

## c; Main Landing Gear Door Downlock - 2ME65-Z0750-1 or F72960-1 D. A Low, Padded, Flatbed Transportation Dolly E. Airplane Jacks F. Corrosion-Preventive Compound- MIL-C-11796, Class 3 (AMM 20-60-02) Removal Main Gear Wing Door A. Make sure that external downlocks· are **inst~lled** in landing gear B. CAMM 32-00-11) and wheel well doors and the door ground release handle is down and Latched. Open wing door hinge access doors and detach bonding jumpers at aft hinge acc.ess door. NOTE: On some airplanes, a tapered filler hinge of forward hinge access **~oar.** when access door is opened, it must when door is closed. piece is installed under upper If filler piece is present be installed in same position

**C~** Support wing door, remove actuation rod attachment bolt from door, and slide out hollow pin CFig. 401). Keep washers. D. Swing actuation rod clear of door and secure to drag strut. E. Support upper end of door and remove hinge bolts and hollow hinge pins. NOTE: Observe number and position of washers under nuts and boltheads. Forward hinge is shimmed with washers between hinge lugs to provide fore and aft adjustment of door. Care must be taken to record Location of washers to ensure correct assembly. J4. Installation Original Main Gear Wing Door A. Place door in position to align with hinge halves on structure (Fig. 401l. EFFECTIVITY-------------, 

# 32-12-11 ALL 01 .1 Page 401 Jul 25/09 BOEING PROPRIETARY- Copyright (C) -Unpublished Work- See title page for details.

# c

- 15. MAINTENANCE MANUAL B. Insert washers between Lugs of forward hinges. Set door in fore and aft position to provide a clearance between lugs of aft hinge. C. Insert hollow hinge pins and hang door. D. Place washers on bolts, coat bolts with corrosion preventative compound and insert through hinge pins with head aft on forward hinge and forward or aft on aft hinge. Add washer and nut to each bolt. E. Tighten nuts and install cotter pins. F. Hold door clear, Loosen door actuation rod, and swing rod into operating position. CAUTION: ACTUATION ROD MUST BE POSITIONED OVER DRAG STRUT OR DAMAGE TO ACTUATION ROD AND/OR DOOR MAY RESULT WHEN GEAR IS RETRACTED. G. Guide door and door actuation rod together until outer end of rod and rod attachment point on door Line up. H. Insert hollow pin through door fitting and rod. NOTE: Gap between rod end and inner surface of door fitting as shown in VIEW 1 must be maintained. I. Install a washer on actuation rod attachment bolt, coat bolt with corrosion-preventative compound, and insert through hollow pin with head forward. J. Add a washer and nut. Install cotter pin. K. Attach bonding jumpers at aft wing door hinge access door and secure access doors over forward and aft wing door hinges. L. Adjust Crig) wing door per Adjustment/Test. Replacement Main Gear Wing Door Installation A. Unpack door component parts and Lay out main wing door panel CFig. 402). B. Transfer shims and upstop from original to replacement door. Transfer built-up shims and stop in one piece and instaLL on new main door panel. Locate stop position relative to end of main door panel. C. Place door in position to align with hinge halves on structure (Fig. 401). D. Insert washers between Lugs of forward hinges to Locate door in fore and aft position to provide a clearance between Lugs of aft hinge. E. Insert hollow hinge pins and hang door. F. Place washers on bolts, coat bolts with corrosion-preventative compound, and insert through hollow pins with head aft on forward hinge and forward on aft hinge. Add washer and nut to each bolt. G. Tighten nuts and install cotter pins.

EFFECTIVITY'-------------------------, 

# 32-12-11 ALL 01.1 Page 402 Jul 25/09 BOEING PROPRIETARY- Copyright (C) -Unpublished Work- See title page for details.

# c

c



# c **~~·** INBD FWD 

### MAINTENANCE MANUAL

PPER SILL "OF OUTBOARD WHEEL WELL DOOR UPPER SILL OF OUTBOARD WHEEL WELL DOORS (DOORS CLOSED) WING ODOR END PLATE

**/'~----cf---SAFETY**

0.05 INCH STDP BUMPER PLATE ON OUTBOARD DOOR CLEARANCE BETWEEN BUMPER PLATE AND STOP

**HINGE** ASSEMBLY SEE DETAILS DETAIL A



### ;"'~./ . . \\1----W!NG.. DooR.

•1FIX.EO

UP STOP ACTUATION ROD ATTACHMENT BOLT ACTUATION ROD ATTACHMENT SHIM

Main Gear Wing Door Installation Figure 401 (Sheet 1) VIEW 1 ACTUATION ROO

ODOR FITTING
EFFECTIVITY-------------, 

# 32-12-11 ALL 01 BOEING PROPRIETARY - Copyright {C) -Unpublished Work - See title PEge for details. Page 403 Dec 01/05

# c

c MAINTENANCE MANUAL 

# c:::::IFWD

WASHER(S) WASHER(S) WASHER

COTTER PIN HINGE BOLT: 

### I I : 

# UL_jj __j NUT



# ---1~~ !MAX) DETAIL 8 MAIN GEAR WING DOOR FORWARD HINGE WITH TEFLON BUSHINGS CRES STEEL WASHERS {AS REQUIRED) HINGE PIN

___j 

# c:;FWD DETAIL 8 MAIN GEAR WING DOOR FORWARD HINGE ALTERNATE 1 CRES STEEL WASHERS (AS REQUIRED) SELF LUBRICATING BUSHING

HINGE PIN SELF LUBRICATING BUSHINGS WASHERIS}

HINGE BDLTLJi __

# Jj __j NUT



# -1~~- (MAX) DETAIL 8 MAIN GEAR WING DOOR FORWARD HINGE ALTERNATE 2 Main DETAIL 8 MAIN GEAR WING DOOR FORWARD HINGE WITH SELF LUBRICATING BUSHINGS Gear Wing Door Installation

Figure 401 (Sheet 2) EFFECTIVITY-------------------------, 

# 32-12-11 ALL 01 BOEING PROPRIETARY - Copyright (C) -Unpublished Work - See tltle page far details. Page 404 Dec 01/05

# c

c MAINTENANCE MANUAL

HINGE ASSEMBLY O.D2 M!N 

# ~-------... CLEARANCE. Y EACH SIDENUT WING DOOR --':""""J

\,'---_ BOLT MAY BE INSTALLED

**~** WITH HEAD FORWARD DR AFT BUSHING DETAIL C MAIN GEAR WING DOOR AFT HINGE

Main Gear Wing Door Installation figure 401 (Sheet 3) EFFECTIVITY·-------------, ALL 01 HINGE BDL T 

## [!:>



# 32-12-11 Page 405 Dec 01/05 BOEING PROPRIETARY- Copyrjght (C) -Unpublished Work- See title page for details.

# c

c MAINTENANCE MANUAL H. Hold door clear, release door actuation rod, and swing rod into operating position.. CAUTION: ACTUATION ROD MUST BE INSTALLED OVER DRAG STRUT OR DAMAGE TO ACTUATION ROD AND/OR DOOR MAY RESULT WHEN GEAR IS RETRACTED. I. Guide door and door actuation rod together and align rod with attachment point on door.. J. Insert hollow pin through door fitting and rod (Fig. 401l.

**K~** Place a washer on attachment bolt, coat bolt with corrosion-preventative compound, and insert through hollow pin with head forward. L. Add washer and nut, tighten nut and install cotter pin M. Manually close main gear doors and mark top edge of outboard door ends on airpLane body. N. Open main gear doors and install door ground Lock. 0. Attach end plate assembly to wing doors. P. Jack airplane for gear ·.retraction per AMM Chapter 7. Q. Remove ground Lock from effected gear. R. Using external hydraulic power, slowly retract gear and determine excess material on fore and aft edges of wing door and end plate. S. Make suitable markings on door, Lower gear and trim edges of door and end plate to obtain a 0.10 to 0.25-inch gap between door and adjoining structure.
T. u. 

### v. 

### w. X. NOTE: Gap between hinge Line and flap track to be between 0.18 and 0.35 inch. Retract gear and check gap after trimming. Repeat process if necessary until gap is correct. With gear retracted, determine amount of excess material on bottom edge of plate. Check plate bottom edge against main gear door position markings on body. Transfer the safety stops, complete with shims, from the original door to the end plate. Trim end plate and adjust safety stops by varying shim thickness until the bottom of the end plate clears the bumper plate of the outboard wheel well door by 0.05 inches. After the trimming of the end plate is complete, adjust the inboard-outboard position of the plate to fair with the body within ± 0.06 inch. Use Laminated and tapered shims between end plate and attachment brackets. Y. Place the seal retainer on the aft edge of the end plate assembly. Locate position by matching the seal against the forward edge of the wheel well. Z. Drill fastener holes through the end plate assembly and the seal retainer per original door and install seal retainer.
EFFECTIVITY-------------------------, 

# 32-12-11 ALL 01.1 Page 406 Jul 25/09 BOEING PROPRIETARY- Copyright (C) -Unpublished

**~ork-** See title page for details.

# c DRILL FASTENER HOLES TO MATCH HINGE ACCESS DOOR

HtNGE HINGE ACCESS DOOR 

### MAINTENANCE MANUAL

SEAL RETAINER (AFT EDGE}
I---WING PANEL



# __ )

RUB CHANNEL/ MAIN WING DOOR PANEL

UP STOP {SHIMS UNDER} Main Gear Wing Door Replacement Fig.ure 402 EFFECTIVITY'--------------, ALL \11-it---- SAFETY STOP (SHIMS UNDER}

01 SEAL RETAINER (BOTTOM EDGE)



# 32-12-11 Page 407 Dec 01/05 BOEING PROPRIETARY- Copyright (C) -Unpublished

**~ork-** See title page for details,

# c

c

c AA. AB. AC. AD. AE. AF. AG. AH. AI.
AJ. AK. AL.
AM. AN. AO. AP. AIL 

### MAINTENANCE MANUAL Place the seal retainer on the bottom edge of the end plate. Locate position by matching with the upper edge of the main Landing gear door. Drill for fasteners per original door and install seal retainer. Locate
**forwa~d** seal rub channel on forward edge of door assembly. Adjust position within 0.00 to 0.05 inch from extreme forward edge of door. Check for clearance from wing lower panel structure when door is retracted. Drill for fasteners per original door and install the rub channel. With door retracted, mark position of screw holes in hinge access doors on main door assembly. Drill fastener holes, connect bonding jumpers (if installed), and secure hinge access doors. Measure distance inboard end of door is out of fairing with wing contour. If door is more than 0.05 inch above, or 0.20 inch below wing contour, adjust actuating rod until door fairs within above Limits. NOTE: One-half turn of actuating rod end moves end of door approximately 0.25 inch. Adjust forward upstop bumper until door fairs within± 0.06 inch with wing contou.r. Suspend a weight of between 375 to 425 pounds from inboard end of door with Load equally distributed between spars. Shorten door actuation rod until sag at forward inboard corner of door is 0.15 ±0.05 inch. NOTE: A maximum of 16 threads may be exposed after adjusting rod ends. Remove weight. Adjust rod end in actuation rod to clear inner surface of door fitting by 0.02 +0.00/-0.01 inch (Fig. 501). Lock door actuation rod adjustment. Tighten rod end checknut 1000 to 1200 pound-inches. Perform a retraction test and check operation of door CAMM 32-32-00). Lower airplane and remove jacks.

EFFECTIVITY-------------------------, 

# 32-12-11 ALL 01.1 Page 408 Jul 25/09 BOEING PROPRIETARY- Copyright (C) -Unpublished Work- See title page for details.

# (



# c 

# I MAINTENANCE MANUAL MAIN GEAR WING DOOR - ADJUSTMENT/TEST Main Gear Wing Door Adjustment A. Jack airplane for gear retraction CAMM Chapter 7, Jacking Airplane). B. Pressurize hydraulic system and open wheel well doors on affected gear. C. Install main wheel well door downlock and remove external ground Lock from gear CAMM 32-00-11). D. Return ground door release handle to up position. E. Make sure that the Length of actuation rod between centers of attachment points is approximately 32 inches. F. Remove end plate from door CFig. 501). G. Retract the Landing gear. WARNING: MAKE SURE THAT PERSONNEL AND EQUIPMENT ARE CLEAR OF GEAR· RETRACTION PATH BEFORE RETRACTING GEAR. H. Measure vertical distance inboard end of door is out of fairing with wing contour. I. If door is more than 0.05 inch above or 0.20 inch below wing contour, adjust actuation rod until door fairs within above Limits. NOTE: One half turn of actuation rod end moves end of door approximately 0.25 inch. J. Install end plate and adjust to fair with body contour by varying thickness of Laminated shims installed between end plate brackets and door. NOTE: Whenever shim laminations are removed, coat exposed surfaces with hydraulic fluid resistant primer. K. Install and adjust forward upstop bumper until wing door fairs within ± 0.06 inch with wing contour. L. suspend a weight of between 375 to 425 pounds from inboard end of door with Load equally distributed between spars. M. Shorten door actuation rod until sag at forward inboard corner of door is 0.15 ±0.05 inch. CAUTION: A MAXIMUM OF 16 THREADS MAY BE EXPOSED AFTER ADJUSTING ROD END. N. Remove weight and extend Landing gear. 0. Adjust rod end in actuation rod to clean inner surface of door fitting by 0.02 +0.00/-0.01 inch CFig. 501). P. Lock door actuation rod adjustment. Tighten rod end checknut 1000 to 1200 pound-inches. Q. Pull down and Latch ground door release handle. EFFECTIVITY·-------------------------, 

# 32-12-11 ALL 01.1 Page 501 Jul 25/09 BOEING PROPRIETARY- **Copy~ight** (C)- Unpublished

**~ork-** See title page for details.

# c

c MAINTENANCE MANUAL

PPER SILL OF OUTBOARD WHEEL WELL DOOR UPfER SILL OF OUTBOARD WHEEL WELL DOORS (DOORS
**CLOSED~** WING DOOR END PLATE

0.05 INCrt BUMPER PLATE ON OUTBOARD DOOR CLEARA.NCE BETWEEN BUMPER PLAT[ ,&,N D STOP DETAIL A



# ~~\ - rNBD FWD ,'FIXED UP STOP WING DOOR END P'LATE WING DOOR

Main Gear Wing Door Adjustment Figure 501 EFFECTIVITY'-------------, ALL 01 ACTUATION ROD

DOOR FITTtNG 

# c:::; FWD 

# 32-12-11 Page 502 Dec 01/05 BOEING PROPRIETARY- Copyright CC) - **Unp~blished ~ark-**  See title page for details.

# (



# c

l MAINTENANCE MANUAL R. Remove wheel well doorlock and operate door release handle to close doors. Do not allow door release handle to snap into up position. WARNING: MAKE SURE THAT THE DOOR ACTION PATH IS CLEAR OF EQUIPMENT BEFORE CLOSING DOORS. RAPID ACTION OF DOORS MAY INJURE PERSONNEL OR DAMAGE EQUIPMENT. S. Retract landing gear and check clearance between safety stops and bumper plate on outboard door. Add or remove shims from under safety stops until bottom of end plate clears bumper plate of outboard wheel well door by 0.05 inch. T. Check edge trim around periphery of door. Gap between edge of door and adjacent structure to be within 0.10 and 0.25 inch. NOTE: Gap between hinge Line and flap track to be between 0.18 and 0.35 inch. U. If it is necessary to adjust door in a fore or aft direction to provide a clearance between aft hinge Lugs, install an extra washer between lugs at forward door hinge. With extra washer installed behind forward Lug, door moves forward. With washer installed in front of rear Lug, door moves aft. V. Perform a retraction cycle and check operation of door. W. Make sure that the Landing gear control Lever is in the DN position. X. Lower airplane and remove jacks.

EFFECTIVITY·-------------------------, ALL 

# 32-12-11 01.1 Page 503 Jul 25/09 BOEING PROPRIETARY- Copyright (C) -Unpublished Work- See title page for details,

# c 1 .

2. 

### MAINTENANCE MANUAL MAIN GEAR WING DOOR - INSPECTION/CHECK Main Gear Wing Door Inspection A. Examine Main Gear Wing Door (1) Check door actuation rod for damage and cracks. (2) Check hinges for cracks, bonding jumpers for fraying and looseness. (3) Check doors for cracks along outer edges. (4) Check skin for buckling and pulled rivets. (5) Check sealing strips for deterioration, tears, and looseness. (6) Check wing door end plate for damage from material thrown up from ·wheel. Main Gear Wing Door Wear Limits A. General (1) This data consists of illustrations and wear limits charts. There wiLl be no procedure given i-n this section for gaining access

**to~** or removing and replacing the component ufter inspection for wear. Refer to the individual component removal/installation procedures for this information. B. Examine Main Gear Wing Door for Wear (1-) With the doors removed from airplane, check the hinges and moving joints for wear per Fig. 601.

EFFECTIVITY-------------, 

# 32-12-11 ALL 01.1 Page 601 Jul 25/09 BOEING PROPRIETARY- Copyright CC) - Unpubl1shed Work- See title page for details.

# (



# c MAINTENANCE MANUAL 

# 1 -----,3-----...._ 

# 7

• SECTION A-A



# INBD~ 

# GJFWD
Main I I I I I I I I \ 

### ' I I I \ 

## " / I \ 

# --- ' I I I I

\ I I 

### ' /



### '

# - - " 

# ------ Gea: Wing Door- Wear Limits

F1gure 601 (Sheet 1) **EFFECTIVITY------------------------~** ALL 

# 119

01 

# 32-12-11 Page 602 Dec 01/05 BOEING PROPRIETARY _ Copynght CC) _ . Unpubl1shed Work - See t tl 1 e page for deta1ls

# c MAINTENANCE MANUAL DESIGN LIMITS WEAR LIMITS

DIAMETER MAX MAX DIA REPLACE REPAIR INDEX PART WEAR CLEAR WORN WORN REPAIR

NO. NAME DIM MIN MAX DIM ANCE PART PART INSTR.

1 ROD ID 0.5625 0.5G40 0,5685 X I 0.0070 2 BOLT OD 0.5605 0.5615 0.5575 X 3 BUSHING ID 0.7510 0.7520 0.7560 X 0.0070 4 BUSHING OD 0.7485 0.7490 0.7440 X 5 BUSHING ID 1.2490 1.2500 1.2535 X 0.0060 6 GIMBAL OD 1.2470 1.2475 1.2430 X 

### 6> BUSHING ID 0.5010 0.5020 0.5050 0.0050 X

7**~** BUSHING ID 0.5032 0.5052 0.5114 0.0114 X 8 BUSHING OD 0.4995 0.5000 0.4960 0.0050 X 

### 6> BUSHING ID 0.5010 0.5020 0.5050 0.0050 X

9**~** BUSHING ID 0.5032 0.5052 0.5114 0.0114 X 10 BUSHING OD 0.4995 0.5000 0.4960 0.0050 X 11 BUSHING ID 0.6250 0.6265 0.6310 X 1 OD 0.0070 12 BUSHING 0.6230 0.6240 0.6180 X BUSHING 13 TO - 1.9380 1.9640 1.9220 X BUSHING 0.094 WASHER [t:> . 

### 10> TO 

### - 1.966 2.016 

### - X WASHER [1::::> IF INSTALLED. [2::::> DESIGN CLEARANCE IS 0.0021NCH MINIMUM, 0.078 INCH MAXIMUM. IF WEAR IS IN EXCESS OF 0.086 INCH, INSPECT THRUST FACE OF BOTH BUSHING. IF EITHER FACE SHOWS WEAR THROUGH SINTERED BRONZE SURFACE, REMOVE AND REPLACE BUSHINGS. [i> AIRPLANES NOT INCORPORATING SB 32-234 [i:> AIRPLANES INCORPORATING SB 32-234 Main Gear Wing Door- Wear Limits Figure 601 (Sheet 2) EFFECTIVITY-------------------------, ALL 01 

# 32-12-11 Page 603 Dec 01/05 BOEING PROPRIETARY- Copyright (C) -Unpublished Work- See title page for details.

# Exhibit7 

# WorkPackage Documenting Corrective Actions Taken on Aircraft N287SC- .**-~.fi.~-~~=-'a-&.1-"-1--1-"--1-~-=--** - ·-·- ------·-- ·- . ----- ---·- -- 

### III111111111!1liiiiiiiiiiiiiiiiiIIIII 

# ,- • _.;· M'MNT!::NAHC!O S. SN:Cili-IEERif-113 SERVICE-s M.l\.IN GEA..'R. A/C 

### ITYPE/SERIES CUSTOMER PO NON-ROUTINE IGENER."TED BY IWORK ORDER-ZONE-ITEl'1 PAGE N287SC B727 CCI20100528 0001 GENERATING ITE 12063-0000-0001 1 I 1 ;nL EST.TIME MILESTONE Vl/0 DATE STATION B.l\Y I AREA 

### I 

# f)R
_, 4.00 05130/2010 ILN**Mil~** REF :

. ZONES : ACCESS PANELS : DISCREPANCY : LIH MAIN GEAR WING DOOR REPORTE FOR DISCREPANT CONDITION. SUSPECT WORN BUSHING. S VAUGHN 350352 5-30-10

·.-. EVALUATION : REL'10VE LIH MAIN GEAR WING DOOR AND INSPECT HtL'R.DWARE. REPLACE AS NECESSARY. 350352 5-30-10

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### REA NO: B252-60147-- 

### RFTS NO: T-46451 

### REVISIONfDATE: IR- 5/28/2010 

### REPAIR ENGINEERING AUTHORIZATION PAGENO: 1 OF 1 TITLE: Repair- Inner Skin, Right Wing MLGDoor, PfN 65-21636-160, B727 

### EFFECTIVE ON N898AA 

# /hA /7)fl I Michael Lekan 

# I I AIRCRAFT 1

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MINOR 

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# D AUTHORITY: N/A SBNo: N/A Rev: AD No: NIA Date: AdmtNo: NIA Rev: 

# - - REFERENCES: Appendix Sheet 

## LINE MAINTENANCE ONLY 

# LOGPAGENUMBER:~'--------------~ I
**DE~C~IPTIO.N:** - . - . . . . -

Dunnglme mamtenance V!Slt at W1lmmgton, OH (ILN), Mamtenance discovered a small edge crackm the



## I inner skin oftherightwing mainlanding gear flying door. The crack was confinnedby eddy current inspection 0.30" emanatingfrom the inner radius. Minor edge damage (nicks) was also noted approximately 4.0" along the inner edge radius ofthe inner andouter skin. ThisREA authorizes removal ofthe damage_ ITEM

NO.



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# Exhibit 10 CCIA Log Page Documenting Replacement of Landing Gear Cylinderon AircraftN287SC0ILOGPAGENoS82261IIZOATEo/l'fli'_TO_ffi_QM_:ZNO.IC!pl.!inIDJ.nl;AI"'IIALCARGOINTt:KIOFFIIIIDO,..'"',.,.2ndACM--,INC.UPLIFTQ.O.U1.TRDEPFUI!l[ARR.FualBSLBS.-I.II!I:AOOEOI-1Ir-I::FI\W__CORRECTIVEACTIONBURNOFF'"'APUf)HN·2-.5'FUELTICKETSC'llltlONSJ\lil:MLG.-Lfill<('{iJ/ffl..tJFyc,,.;Dff(-yor_IArlOK-lt!fiALUJ)t4J.!'1L'3.d=-._,tOI01A2'1.C,rTTM""""""'':1'1Jl-01>.S"ee"S"-'PI'LC>If:'tfUift.:11ti"Cl;L:5Mt>t-PA-f"T/i9z_Wall-("'-037!4_llij.I(N.c"'iLliiH--iL£1,JJ.!//UCJ?LJ!-_t<?JIT'Vi.ENTRYBY:)/LffN\L-C:lMufllnO(SInwJS".L.D.-+Ar.s\u-•Auvd.uon./IREMARKSIIYCOOli'Tl!rllf):LJ,,Oif1trsor.?'),..rENGINEMONITORINGIOOTE:ENTE:RONFIRSTFLlOHreveRTii/,m.....l7A...l::'>rbA7<JJ.EX-iil'!/<1-aaIf!.IIYESDHOnlr.r.IAT•n•.-•1•...kt'm=Cl<!!L(,o..R.da;e;J.,2n..oJ-zsruQII'lr/NOn:oa111:J/,2J,JniAAr•!1/Nnn·I,;es·olcctArnIt·OAT!:•IIIMPIp.ur,d•y,:...s"".,._!=1'...0,,-f'.':/tJon-(ac:7J'fri.JU157'ill/'2'fS/No.,J'"""YEBDNOili'lccoSTt4fr-RIIBy;DATE:IIA&PIAPUCONDITIONCHKNoLOAORPM:%,EGT:2•APUGEN.(ONJ+B/'ISBlEEDOFFtAMLOtiOftf'M:'llo.EGT:l,llpxTIO___d:{Cirel11On11)Gervfe".,.,._·c·-rLT,.IPRESSALT.GR06SWEIGHTRArrr.-.rtAs."'"-CHTAKEOFFPV'IREACHLEG/Eno.Menltor__tOnceldQrllS'OEG.cOEG,CIIIIII.IIII.IIIII.,l.'erT.o.Flr11Wamlng__ro"""''"r'·"'.tOnuldayJSJgn11IU111:----------A&P#'------EPRN1EOTN2FUELFLOWOILPRESSjOILTEMPj._!_______III..II_I_L__J__j_IIIIIIIIIIIIIIIII'"G"IEtmwarIII___(On.:e/tby)ronctlldavJ1__1_""""LBs1vaR{Onculd•yJ..o.....2351!2:Sli!llono_______VI·I!TE7.Revised15JanUuJY2000

# Exhibit 11 CCIA Aircraft Technical Log Report Documenting Tire Change on Aircraft N287SC

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# c

# Exhibit 12 Pictures ofthe Forward and Aft Hinge Assemblies onAircraft N287SC

# Exhibit 13 E-Mail Correspondence from CCIA VP of Maintenance to AMES Complementing AMES on its Work' {In

### Archive} Capital Cargo AircraftN287SC Ran.dy Buol . 

### to:· daniel.boggs@airbornemx.com 

### , (}312212010 05:43PM ,., 

### '•''Cc::·• ·

.· 

### 'Brady.T~pleton@airbomemx.com", CharlesWerking

Hide Details From: Randy Buol <rbuol@capitalcargo.com> '·i ., : 

### 'To:_·"daniel.boggs@airbomemx.com" <daniel.boggs@airbomemx.com> Page 1of1

'cc: 

### "Brady.Templeton@airbomemx.com" <Brady.Templeton@airbomemx.com>, Charles ':

**~erking** 

### <cwerk:ing@capitalcargo.com>



### . ·.:'' .. ' . . .

-;, :;;



### HiStory: This

### message has beenforwarded. A!chive: This message is beingviewed in an archive. "1::-l ' . IwantedtoV.,rite a quick noteto saythankyoufor an on-time, high quality delivery ofouraircraft. AfterthetestJijghtour aircraft.is-now in Toledo and on schedule for its nextrevenue flight.

**Ple~se** pass.pri

**~your**team mythanks for ajob well done. Bestregards,.' .. Randy Buol 

### 1 ': .• VP Maintenance • Capital Cargo.,

. "• .

. .; "·



# .. ' ·. o; ·:. ":. _·,: ...··



### \; ;. : . :. ,.·. :-. :, .

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# Exhibit 14 Picture ofRight Hand MainLanding Gear Antiskid Conduit on AircraftN287SC

# Exhibit 15 Declarations ofJames Savastano, John Sullivan and W. Joseph PayneInthe matterof BEFORETHE U.S. DEPARTMENT OF TRANSPORTATION OFFICE OF HEARINGS

WASHINGTON, D.C. DocketNo. FAA-2013-0291 FAA CaseNo. 2011S0290032 AIRBORN"EMA!l\JTENANCE AND ENG!NEERINGSERVICES Respondent AdministrativeLaw Judge J.E. Sullivan · · DECLARATION OF JAMES SAVASTANO I, James Savastano, hereby declare as follows: L IamcurrentlytheVice PresidentofTechnical Operations for Airborne Maintenance and Engineering Services ("A.MES"). From April201ltoJune 2012, I held the positionofVice PresidentofMaintenanceat Capital CargoInternational Airlines, Inc.

**(~CCIA").** 2. OnMarch 28, 2012, Steven Santangelo, thenDirectorofQuality Control and ChiefInspectorfor CCL A.., and I attended a meeting atCCIA'soffices inOrlando, Florida

**"~th** FAA Inspectors

### FrankLipinski andRichardD'Arcy. Duringthe March28, 2012meeting, InspectorLipinski statedthatbe "views AMES as evil," thattomorrowthe "warbegins," thathe will take "no prisoners," thatthe "shitis going to start" and questionedwhy AMES is still listedon CCIA's Ops Specs as anessential maintenance provider and suggestedthathis goal and desire isto have AMES'scertificate suspended. 3. Onmore than oneoccasionwhen I\Vas serving as Vice Presidentof· Maintenancefor CCIA, InspectorLipinski told methat CCIA should use another Part 145 Repair Stationfor CCIA's aircraftrepair andmaintenance services instead ofusingCCIA's affiliate, A.MES. Specifically, InspectorLipinski told

### me on several occasions that CCIA shoulduse Flightstar Aircraft Services, LLC inJacksonv'.Jle, Floridafor its aircraftrepair andmaintenance services insteadofAMES. Declaredunderpenalty ofperjurythis 24th day ofMar-ch 2014.

2Inthematter of BEFORE THE. U.S. DEPARTMENT OFTRANSPORTATION OFFICE OFHEARINGS

WASHINGTON, D.C. DocketNo. FAA-2013-0291 FAA Ca.seNo. 2011S0290032 AIRBORNE MAINTENANCE ANl) ENGINEERING SERVICES Respondent AdministrativeLaw Judge J.E. Sullivan DECLARATION OFJOHN SULLIV

**A..~** I, John Sullivan,herebydeclare as follows: 1. I am currentlythe DirectorofFlight Standards and Training for Air TransportInternational, Inc ("ATI"). From January2012 to August 2012, !heldthe positionofChiefPilotat Capital Cargo lnt=ationalAirlines, Inc. ("CCIA"). 2. OnMarch 13, 2012, I attended ameeting attheFAA offices in Orlando, FloridawithFAA InspectorsFrankLipinski, Richard D'Arcy, RoyMiller, JeffHipps, Jack Gasche and WilliamBonatti. Duringthe Mach 13, 2012 meeting, Inspectors Lipinski and D'Arcy made statements suggestingthatifCCIAremoved AMES from its D-091 Operations Specification (essential maintenance providerlist) that itwo,uldbenefit CCIA in another potential enforcement action. Declaredunderpenalty ofperjuryth.is25thdayofMarch2014.

### Inthe n1atter of BEFORETHE U.S. DEPARTMENT OFTR.4NSPORTATION 

### OFFICE OFHEARINGS

YVASHINGTON, D.C. 

### DocketNo. FAA-2013-0291 FAA. CaseNo. 2011S0290032 AIRBORNE MAINTENA"lCEAND · ENGINEERINGSERVICES Respondent Administrative

### LawJudge J.E. 

### Sullivan DECLARATIONOFW.JOSEPH PAYNE · 

### 1, W. JDseph Payne, hereby 

### deoiare as follows: 1. 

### I an1. cuiTently the Senior Vice !>resident, Corporate General Counsel and Secreta.')• ofAir 1\anSJlOf( 

### Services Group 

### ("ATSG"), ihe 

### parent of

### Airborne Mainteriance and Engiileering**Sen~ees** 

### ("A.MES") and. ABX Air, h1e, 

### (''l'J3XAlr''). I have 

### held this position since Februaty 

### 2008.. I am also culTently 

### the Vice President, General Counsel & 

### Secretary of· ABXAir, an FAA"certiticated Piui 121 air 

### can:ier and 

### an affiliate- ofAMpS, and haveheld tbis - position since January 2004. In addition, I am the Vice President, Secretary ofAMES and 

### have heldthi.s positionsince itwas firstincorporated ID'Febn,1ary 2009; 2. On 

### March 30, 2012,,Iattended a meeting with Robert Talmadge, Manager ofthe
·FAA's Sopth Florida 

### Certificate Management Office in Orlando, Florida 

### along 

### with**Demnt~** 

### Manihusan, 

### then President o!'Capltal Cargo L'lternatioo<!l Airlines,Inc. 

### (;'CCIA"y. The meeting 

### was requested by the 

### ca1rier and 

## its parent company, ATSG, to 

### express our concerns that FAA Inspector FrankLipinski 

### had been an:d was 

### continuing to abuse bis discretion and othenvise act inaninappropriate manner 

### i:noverseeing the operations ofCCIA.3. 

### 'Ne explainedto lvir. Talmadge that CClA had previously expressed its concems about Inspector Lipinski to his direct superior, Chm'les Beers. And that, upon seein.g 

### no change in InspectorLipinski's behavior, had reluctantly determined to bringthismatterto his attention. 4. During the course of the meeting, Dennis Manibusm1 and I provided Mr. Talmadge with ofexamples ofintimidating, harassing, abusive and inappropriate behavior onthe pmi ofMr. Lipinski. Among other matters; the discussion· included a meeting that Inspector Lipii1Ski attended with CCIA peTsonne! on MarCh 

## J3., 2012, duriilg which he indicated his intentionto pursue legal action againstAM:ES andCCLA., butthat.theactionagainst CCIA would be mitigated ifthe carrier remo\'ed Al\1ES from its list ofessential maintenance pro:viders. We also discussed with Mr. Talmadge a

**meetin~** that Inspector Lipinski attended witll CCIA personnelonMarch 28, 20!2, dudrig which he1nade se\•eral inappi·opriate comments to CCIA personnel concerning AMES,.inclu<ling

**thath~;** will seek to. have i'ts F£4-issned repair station certificate suspet1Eled, and questioned why ;\MES was still on CCLA's essential maintenarite. providerlist_ We also expla:Lr,ed thatInspectorLipinski'scmtnnentsmade atthe ll1arch28,2012

.. meeting, inch1ded thathe ''views AMES as evil'', he intends to start a "waf" \Vith AMES, will

take "no prisoners", andthat "the shitis going to start" 5. We explained t<J Mr. Talmadge that Al\1ES,including its management, personnel and

**f<~Cilities,** primaril;r consisted ofthe former Aircraft Maintenance Department for 

### ABX Ait, an

**F~i\**-certificated 

### Part 121 air canier wliich has. bee!linbusiness,

### sh1ce 1980, 

### and that, in 

### our view,



## b~th ABX Air am:! Al\1ES enjoyed a reptltation for the qualify of

### their



## maintenanc~ operations. \'Ve expressed to lvfr. Talinadge om' belief that the FAA personnel who oversee Al'V!ES' operations did not share Inspector Lipinski's purpmted concerns.

**r~arding** AMES' operations m1denccmragedhim

## to communicatewith suchFAApersonnel inthis regard, 26. We explained that ATSG encouraged its tlu·ee mr carriers, ABX Air, A.ir Transport International and CCIA tD contract with AMES for the perfmmance of aircraft maimenance services for business reasons, where possible, but that Inspector Lipinski seemed insistent that CCIA cease its business relationship with AMES and renew its busi11ess relationship with its former aircraft maintenance provider, Flightstar, whom CCL-\ had been doing businesswithfor a numberofyears. Declared underpenalty of perjurythis 2.5th day oflvfarch2014.



### 3

# Exhibit 16 Transcript Pages from Deposition ofRichard D'Arcy taken Oct. 28, 2014

# In The Matter Of: 

# AirborneMaitenance andEngineeringServices

RichardD'Arcy October28, 2014 LegalRealtimeReporting 622 East CentralBoulevard Orlando, Florida 32801

Phone: 407.440.3822

Fax: 407.895.4483

OriginalFile 102814_DARCY.TXT

### BEFORE THE U.S. DEPARTMENT OF TRANSPORTATION OFFICE OF HEARINGS

WASHINGTON, D.C. In the matter of Docket No. FAA-2013-0291 FAA Case No. 2011S0290032 AIRBORNE MAINTENANCE AND ENGINEERING SERVICES, Respondent. Administrative Law Judge J.E. Sullivan 

# __________________________/ DEPOSITION OF: TAKEN BY: DATE: TIME: LOCATION: REPORTED BY: RICHARD D'ARCY THE RESPONDENT TUESDAY, OCTOBER 28, 2014 9:08A.M. - 11:15 A.M. 215 NORTH EOLA DRIVE ORLANDO, FLORIDA 32801 LISA SHUMAN, FPR, RPR COURT REPORTER AND NOTARY PUBLIC

Legal Realtime Reporting 1**-·-~--** 1 

### 2 3 4 5 6 7 8 9 10 11 

### 12 13 

### 14 15 

### 16 17 18 19 

### Richard D'Arcy 

### when Mrs. Lipinski went into the hospital. She was already in the hospital with an underlying condition, which would not have prevented Inspector Lipinski from testifying. Frankly, if my wife was in the hospital, it probably would have just been -- I couldn't do it, regardless. But there were then complications in that situation. As is usual with medical situations, complications is bad. yesterday. So that is what came up Regardless, with respect to this deposition, you have asked a question, I've instructed the witness not to answer and you may choose how to proceed. MR. SILVERBERG: Can we have the question read back? (The requested portion was read by the court reporter.) MR. STEVENSON: Are you proffering that 20 question again? 21 BY MR. SILVERBERG: 22 

### Q. Do you recall -- you had indicated that --76



### 23 Mr. D'Arcy, that you were in a meeting with Mr. Lipinski 24 when he made reference to the fact that AMES was evil; 25 

### do you recall that?Legal Realtime Reporting-·--- 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 

### Richard D'Arcy 77 

### A. Yes. 

### Q. Okay. Do you recall who was in that meeting with you at that time? A. Gentleman's last name was Savastano, if I recall. And I think Santangelo -- I think those were the two guys. Q. 

### Okay. A. I think there was a director of maintenance and a director of quality. remember Savastano's title. Or vice president. I don't Vice president or director. Q. 

### Of maintenance. A. Yes. 

### Q. Okay. And was -- and it was Mr. Lipinski's statement to Mr. Savastano that AMES is evil? A. I don't recall if it was to Savastano or the other guy. It was a general discussion. Q. 

### Okay. Across a table of some sort? I 

### mean, you're in a conference room or somebody's office? A. It was -- it was after the cast meeting CAS is Continuing Analysis and Surveillance, kind of like a reliability meeting -- and then we were discussed

-- they were discussing vendor issues. usually part of a CAS. And that's And then after the meeting adjourned, Mr. Lipinski was discussing the issue with -- with the Legal Realtime Reporting----- 

### 1 2 3 4 

### .s

6 7 8 9 10 11 

### 12 13 14 15 16 17 18 19 20 21 22 23 24 25 

### Richard D'Arcy



### -- I believe those two from management, Savastano and Santangelo. 

### Q. And you heard Mr. Lipinski during that subsequent discussion after the CAS meeting? A. Yes. 78



### Q. Okay. Did you also hear him make any other comments with regard to AMES, such as war begins? Did he use the word war? A. I got up and left the room after the word evil. Q. And you absent yourself for the reason you stated, you you deal in objective facts, not in speculation? A. I said my peace and I left the room. Q. Okay. What did you say when you said your peace?A. I said, I don't think the word evil is appropriate in this matter. Or something to that respect. I can't -- I don't recall exact details of what I said, but I made it clear that I didn't think the word evil was appropriate and I left the room. 

### Q. And did you wait for Mr. Lipinski before you -- were you at the Capital facility or -- A. Yeah. We were in Capital Cargo's I 

### don't know if they call it a boardroom. It was a big Legal Realtime Reporting