Date: 201212
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Cowling/Nacelle Fasteners; Latches
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Logbook Entry; Company Policy; Human Factors
Primary problem: Company Policy

Narrative: I was assigned domestic trips today. At the start of the shift a fellow Mechanic asked me to swap assignments with him; since he had work-related injuries which would make oiling difficult for him. I agreed and oiled a B767-300 aircraft. While oiling the B767; I noticed pulled rivets on the Right Engine Core Cowl. I documented the item in the Logbook. Upon arrival back to the Maintenance Office; I was immediately approached by Supervisor X. He notified me that my assignment was changed back to working domestic trips. Supervisor X explained 'We can't have you oiling.' I reminded Supervisor X that mechanics constantly swap assignments amongst themselves without an argument from Management. He again repeated 'We can't have you oiling.' The B767 aircraft eventually went 'Out of Service' for the pulled rivets. By deliberately keeping me from oiling; Management is sending the message that oilers (mechanics) need to look the other way when they observe airworthy items. Any qualified Airframe/Powerplant (A/P) Mechanic should be allowed to oil. For the sake of a safest possible air transport system; Management should be promoting its oilers to document all obvious discrepancies on their aging fleet.

Callback: Reporter stated he found approximately 12-consecutive loose rivets along the lower closing rail (frame) edge where the Engine Core Cowl skin is attached. Their Engineering Department would not approve any deferral of that many consecutive loose fasteners holding the cowl skin. The cowling had to be repaired to prevent skin separation in flight and potential damage to the aircraft. But their Station did not stock a B767 Core cowl so the ETOPS aircraft was taken out of service.  Reporter stated aircraft oiling has always been rotated amongst the mechanics at their Station. But that is not his primary concern. What does concern him is that; Management has restricted him from oiling ETOPS aircraft after hfinding a safety of flight concern. The reporter feels this action sends the wrong message to other mechanics. The FARs require mechanics to write-up aircraft discrepancies; generally in the Logbook; when aircraft are at the gate. But; many of his fellow mechanics won't make write-ups on aircraft at the gate because of the constant hassles and harassment they get from Management for writing-up known aircraft discrepancies. Those who do are isolated away from working most ETOPS/ International flights.



Synopsis: Mechanic found twelve consecutive; loose (pulled) rivets on a B767-300 engine core cowl. Deferral was not allowed; cowl had to be repaired or replaced.