Narrative:

I was asked to push the die date of a cdl. This was due to parts not available and on order from boeing. This cdl has a re-inspect interval of 10 cycles which was followed very closely and complied with. Also; several times each duty day inquires were made with the aog parts people of a possible delivery date of the required parts. This cdl also has a die date of 10 days. The only cdl of 118 cdls that has a die date. On checking the cdl verbiage before pushing the die date; I completely missed the 10 day die date requirement. This caused the aircraft to overfly the die date. During a paperwork audit; the overfly was found and the aircraft immediately was pulled from service. Repairs were made after the delivery of required parts and the aircraft was returned to service. Steps are currently in work to prevent a possible overfly of this cdl in the future. My lack of awareness of this 10 day die date was in no way intentional or intended to degrade the safety of the aircraft. I have reviewed the cdl and procedures and accept full responsibility of my actions. Callback conversation with reporter revealed the following information: reporter stated the area he was referring to on the engine; was the lower section of the #1 engine aft pylon; just above the engine aft exhaust nozzle. That lower section is made of titanium metal and acts as a heat shield for the pylon from the engine exhaust. Reporter stated that same section is also called 'the turkey feathers' on the B737; due to the segmented shape of the metal. That was the area referenced in the configuration deviation list (cdl) 10-day 'die date' that was not extendable.

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Original NASA ASRS Text

Title: A Maintenance Controller reports he was informed; he missed the CDL 10-day 'die date' for the #1 engine primary nozzle fences; that caused an overfly of their B737-700. He had focused on the 10-cycle reinspect interval that was also required.

Narrative: I was asked to push the die date of a CDL. This was due to parts not available and on order from Boeing. This CDL has a re-inspect interval of 10 cycles which was followed very closely and complied with. Also; several times each duty day inquires were made with the AOG parts people of a possible delivery date of the required parts. This CDL also has a die date of 10 days. The only CDL of 118 CDLs that has a die date. On checking the CDL verbiage before pushing the die date; I completely missed the 10 day die date requirement. This caused the aircraft to overfly the die date. During a paperwork audit; the overfly was found and the aircraft immediately was pulled from service. Repairs were made after the delivery of required parts and the aircraft was returned to service. Steps are currently in work to prevent a possible overfly of this CDL in the future. My lack of awareness of this 10 day die date was in no way intentional or intended to degrade the safety of the aircraft. I have reviewed the CDL and procedures and accept full responsibility of my actions. Callback conversation with reporter revealed the following information: Reporter stated the area he was referring to on the engine; was the lower section of the #1 engine aft pylon; just above the engine aft exhaust nozzle. That lower section is made of titanium metal and acts as a heat shield for the pylon from the engine exhaust. Reporter stated that same section is also called 'The Turkey Feathers' on the B737; due to the segmented shape of the metal. That was the area referenced in the Configuration Deviation List (CDL) 10-day 'Die Date' that was not extendable.

Data retrieved from NASA's ASRS site as of April 2012 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.