A B737-400 ON OVERNIGHT CHK HAD THE TRAILING EDGE FLAP JACKSCREWS BALLNUT RESERVOIRS LUBED PER JOB CARD AND 7 DAYS LATER NEEDED TO BE LUBED AGAIN TO CORRECT A LOGBOOK WRITE-UP.

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ACFT XYZ ON AUG/AA/97; I ACCOMPLISHED ACR OVERNIGHT. JOB CARD #YYYYY; FLAP XMISSION JACKSCREW BALLNUT RESERVOIRS LUBRICATION. THE MAINT I PERFORMED WAS DONE IN ACCORDANCE WITH THE JOB CARD. I THEN MADE THE REQUIRED LOG ENTRY STATING SAME. ON AUG/HH/97; AN ABC MECH MADE A LOG ENTRY ANSWERING A PLT LOG RPT; AS FOLLOWS. 'FOUND ALL 8 WING FLAP JACKSCREW RESERVOIRS EMPTY -- NO OIL (NOTE: ZZZ ON AUG/AA/97 ACCOMPLISHED JOB CARD #YYYYY ACR OVERNIGHT IN MACH HISTORY). I REPLENISHED ALL 8 RESERVOIRS; RAN FLAPS SEVERAL CYCLES -- OPERATIONAL GND CHK NORMAL.' THE PLT LOG RPT READ AS FOLLOWS: DURING APCH WHEN FLAPS WERE SELECTED TO 30 DEGS; INDICTOR SHOWED 25 DEGS/AT TOUCHDOWN INDICATOR WENT TO 30 DEGS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE RESERVOIRS WERE LUBED PER THE JOB CARD. THE RPTR SAID THE PROB IS THE DESIGN OF THE RESERVOIR WHICH CONSISTS OF OIL ABSORBENT PADS AND THE LEVEL OF THE RESERVOIR IS DETERMINED BY THE RATE THE OIL IS ABSORBED BY THE PADS. THE RPTR STATED THE OIL IS PUMPED FROM A SVC CAN INTO THE RESERVOIR UNTIL IT STARTS TO RUN OUT THE SVC PORT INDICATING THE RESERVOIR IS FULL. THE RPTR SAID IF THE PADS ABSORB THE OIL QUICKLY AFTER SVCING AND IS RECHKED IT COULD APPEAR THE RESERVOIRS WERE NEVER SVCED. RPTR STATED THE MECH WHO RESERVICED THE JACKSCREW RESERVOIRS DID NOT RPT ANY LEAKAGE OR THE JACKSCREWS BEING DRY.