Narrative:

The nose lower centering cam was installed 180 degree off center which caused EICAS message flap configuration and aural warning. Airplane diverted to XXX where mechanics found centering cam 180 degree off center. To prevent this from happening again I suggest different key alignment slots on key thickness. Further information from acn 472579: that night right and east's replaced landing gear monitor cards and the aircraft was dispatched on 5/sun/00. The aircraft then diverted into XXX where the mistake was found. We removed excess petrolatum from the seals to get the carrier pins aligned then proceeded to lift the carrier and gland nut into position in the cylinder. The centering cam rides on top of this assembly and I was told by a mechanic working the job all day that it was in the correct position. Further information from acn 472490: flight turn back to ZZZ next day flew out and diverted to XXX where the problem was found. Further information from acn 472822: on takeoff from ZZZ flap retraction to 1 degree caused configuration and flap warnings. On approach to ZZZ crew noticed an uncommanded flap retraction from position 30 degree to 20 degree. Captain executed a go around and requested vectors to dump fuel. At this time we declared an emergency. Further information from acn 472821: flight abc departed ZZZ for wxw 5/sun/00 at XA35 local time. Aircraft xyz a B767-300. On flap retraction from 5 degree to 1 degree configuration and flap warnings appeared. The crew continued the climb to a safe altitude and completed appropriate checklists. We then contacted dispatch and air carrier 767 maintenance controller. After extensive analysis of the problem it was mutually agreed by captain, dispatch, and maintenance control that the flight should not continue to destination but divert to the nearest air carrier maintenance facility - XXX airport. The captain received clearance from ATC for direct XXX and clearance to dump fuel 250 NM east of XXX. Aircraft was taxied to the gate to deplane passenger and debrief XXX mechanics. Callback conversation with the reporter revealed the following information: the reporter stated the previous shift had a hard time getting the seal carrier into the strut and securing the gland nut. The reporter said everything appeared ok and the nose gear was retracted normally. The reporter said the airplane returned to the field due to flap configuration warning and was worked that day and some circuit cards were replaced but the landing gear was not swung. The reporter stated on the second departure the same flap warnings were repeated and the flight diverted to XXX where the strut centering cam was found installed 180 degrees wrong. Callback from acn 472489: the reporter stated with the centering cam 180 degrees out the strut could not extend to trigger the ground sensing sensor and made the airplane appear always on the ground. Callback from acn 472490: the reporter said his only contact with this job was servicing the strut with oil and nitrogen after the seals were replaced and the strut closed up. The reporter said he was the person who taxied the airplane to the terminal on the first dispatch and the nose gear operated normally in all respects. Callback from acn 472821: the reporter stated after the first diversion and emergency into ZZZ the airplane remained OTS and some ground sensing circuit cards were replaced. The reporter said later in the day after a rest period we again departed and experienced the same situation of flap configuration warning and we again dumped fuel and this time diverted to XXX. The reporter said no consideration was given to returning to ZZZ due to lack of confidence in their ability to fix the problem.

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Original NASA ASRS Text

Title: A B767-300 WAS DISPATCHED TWICE IN NONCOMPLIANCE WITH THE NOSE LNDG GEAR STRUT ASSEMBLED INCORRECTLY CAUSING TWO DIVERSIONS WITH FUEL DUMPING, ONE EMERGENCY AND FLT CANCELLATION.

Narrative: THE NOSE LOWER CENTERING CAM WAS INSTALLED 180 DEG OFF CENTER WHICH CAUSED EICAS MSG FLAP CONFIG AND AURAL WARNING. AIRPLANE DIVERTED TO XXX WHERE MECHS FOUND CENTERING CAM 180 DEG OFF CENTER. TO PREVENT THIS FROM HAPPENING AGAIN I SUGGEST DIFFERENT KEY ALIGNMENT SLOTS ON KEY THICKNESS. FURTHER INFO FROM ACN 472579: THAT NIGHT R AND E'S REPLACED LNDG GEAR MONITOR CARDS AND THE ACFT WAS DISPATCHED ON 5/SUN/00. THE ACFT THEN DIVERTED INTO XXX WHERE THE MISTAKE WAS FOUND. WE REMOVED EXCESS PETROLATUM FROM THE SEALS TO GET THE CARRIER PINS ALIGNED THEN PROCEEDED TO LIFT THE CARRIER AND GLAND NUT INTO POSITION IN THE CYLINDER. THE CENTERING CAM RIDES ON TOP OF THIS ASSEMBLY AND I WAS TOLD BY A MECH WORKING THE JOB ALL DAY THAT IT WAS IN THE CORRECT POSITION. FURTHER INFO FROM ACN 472490: FLT TURN BACK TO ZZZ NEXT DAY FLEW OUT AND DIVERTED TO XXX WHERE THE PROB WAS FOUND. FURTHER INFO FROM ACN 472822: ON TKOF FROM ZZZ FLAP RETRACTION TO 1 DEG CAUSED CONFIG AND FLAP WARNINGS. ON APCH TO ZZZ CREW NOTICED AN UNCOMMANDED FLAP RETRACTION FROM POSITION 30 DEG TO 20 DEG. CAPT EXECUTED A GAR AND REQUESTED VECTORS TO DUMP FUEL. AT THIS TIME WE DECLARED AN EMER. FURTHER INFO FROM ACN 472821: FLT ABC DEPARTED ZZZ FOR WXW 5/SUN/00 AT XA35 LOCAL TIME. ACFT XYZ A B767-300. ON FLAP RETRACTION FROM 5 DEG TO 1 DEG CONFIG AND FLAP WARNINGS APPEARED. THE CREW CONTINUED THE CLIMB TO A SAFE ALTITUDE AND COMPLETED APPROPRIATE CHECKLISTS. WE THEN CONTACTED DISPATCH AND ACR 767 MAINT CTLR. AFTER EXTENSIVE ANALYSIS OF THE PROB IT WAS MUTUALLY AGREED BY CAPT, DISPATCH, AND MAINT CTL THAT THE FLIGHT SHOULD NOT CONTINUE TO DESTINATION BUT DIVERT TO THE NEAREST ACR MAINT FAC - XXX ARPT. THE CAPT RECEIVED CLRNC FROM ATC FOR DIRECT XXX AND CLRNC TO DUMP FUEL 250 NM E OF XXX. ACFT WAS TAXIED TO THE GATE TO DEPLANE PAX AND DEBRIEF XXX MECHANICS. CALLBACK CONVERSATION WITH THE RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE PREVIOUS SHIFT HAD A HARD TIME GETTING THE SEAL CARRIER INTO THE STRUT AND SECURING THE GLAND NUT. THE RPTR SAID EVERYTHING APPEARED OK AND THE NOSE GEAR WAS RETRACTED NORMALLY. THE RPTR SAID THE AIRPLANE RETURNED TO THE FIELD DUE TO FLAP CONFIG WARNING AND WAS WORKED THAT DAY AND SOME CIRCUIT CARDS WERE REPLACED BUT THE LNDG GEAR WAS NOT SWUNG. THE RPTR STATED ON THE SECOND DEP THE SAME FLAP WARNINGS WERE REPEATED AND THE FLIGHT DIVERTED TO XXX WHERE THE STRUT CENTERING CAM WAS FOUND INSTALLED 180 DEGREES WRONG. CALLBACK FROM ACN 472489: THE RPTR STATED WITH THE CENTERING CAM 180 DEGREES OUT THE STRUT COULD NOT EXTEND TO TRIGGER THE GND SENSING SENSOR AND MADE THE AIRPLANE APPEAR ALWAYS ON THE GND. CALLBACK FROM ACN 472490: THE RPTR SAID HIS ONLY CONTACT WITH THIS JOB WAS SERVICING THE STRUT WITH OIL AND NITROGEN AFTER THE SEALS WERE REPLACED AND THE STRUT CLOSED UP. THE RPTR SAID HE WAS THE PERSON WHO TAXIED THE AIRPLANE TO THE TERMINAL ON THE FIRST DISPATCH AND THE NOSE GEAR OPERATED NORMALLY IN ALL RESPECTS. CALLBACK FROM ACN 472821: THE RPTR STATED AFTER THE FIRST DIVERSION AND EMER INTO ZZZ THE AIRPLANE REMAINED OTS AND SOME GND SENSING CIRCUIT CARDS WERE REPLACED. THE RPTR SAID LATER IN THE DAY AFTER A REST PERIOD WE AGAIN DEPARTED AND EXPERIENCED THE SAME SITUATION OF FLAP CONFIG WARNING AND WE AGAIN DUMPED FUEL AND THIS TIME DIVERTED TO XXX. THE RPTR SAID NO CONSIDERATION WAS GIVEN TO RETURNING TO ZZZ DUE TO LACK OF CONFIDENCE IN THEIR ABILITY TO FIX THE PROB.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.