2011-04 · NASA ASRS report 944604
B737 dispatched with deferral of R1 entry door missing a gust lock cap and snubber. The Captain received contradictory information from Maintenance Control as to whether the aircraft is airworthy.
Arrived at aircraft to find R1 door gust lock cap placarded missing and caterer could not close door. [We] called Local Maintenance to instruct crew and caterer how to close. While closing door Local Maintenance noticed right side locks did not engage closing door with only handle (no pressure on door). Examined door from exterior and found damaged lower right cam roller and door snubber. Went to see if items in stock. Local Maintenance replaced cam roller but no snubber in stock. Door closed again without engaging right hand locks. Had this same issue once before and Maintenance took plane out of service. Local Maintenance stated there was a bulletin authorizing sign off with pressure applied to door to engage locks. I asked to see bulletin. Local Maintenance stated no need since Local Maintenance signing book off is good enough. I stated that I needed to talk to Maintenance Control to clarify my concerns. Local Maintenance asked if I was refusing aircraft. I stated NO but I did need to call Maintenance Control. [I] got Dispatch and Maintenance Control on call. Explained situation to Maintenance Control and he advised that Bulletin was for L1 door only. [Maintenance Control] advised me not to take aircraft due to possibility of in flight depressurization and air interrupt. [I] allowed Local Maintenance to talk to Maintenance Control; never heard from Local Maintenance again. Next thing I notice is passengers boarding aircraft. I stopped boarding until situation clarified. Local Maintenance called to confirm I was refusing aircraft. Explained situation and thanked me for clarifying situation and assigned us a new aircraft at another gate. As leaving aircraft; Local Administration Vice President entered cockpit and asked how things were going. Not good and explained situation. [I] left aircraft with 3 Local Maintenance mechanics in forward galley. [I] informed flight attendants taking our aircraft to have their Captain call Maintenance Control. Local Administration Vice President chased me down at next gate and was just briefed by Local Maintenance and aircraft was good to go. I asked him if Local Maintenance informed him they were basing clearance on bulletin for L1 door; no they did not tell him that. Found out later that aircraft flew approximately one hour after we left aircraft. Known emergency door malfunction flown with Local Maintenance's knowledge and [they] lied to Operations about Captain refusing aircraft.
During pre-flight review of logbook; noted deferred item (gust lock cap missing) regarding right forward service door. Reviewed MEL with Captain and aircraft initially appeared ok for dispatch. Short time later; caterer had trouble releasing gust lock and closing door; as did flight attendant. Captain attempted to release as well with no success. Maintenance called and demonstrated closing technique using a writing pen to apply pressure where cap should be to close door. To me this appeared to have potential for an injury to someone's hand. Flight attendant astutely noted that door was still not closing properly with noticeable gap between door and fuselage. After further investigation; Maintenance determined that the door snubber and right cam roller required replacement. Cam roller was replaced but snubber not in stock. Door still did not close properly. Maintenance indicated that it was OK to apply opposite pressure to door movement while closing and that this was an approved method of closing door citing a 'circular' supporting the technique. Maintenance could not produce the 'circular'. Maintenance strongly advocated us taking the aircraft and asked the Captain if he was refusing aircraft. He replied that he was not refusing aircraft; but wanted to further investigate. Captain spoke with two Maintenance Control Representatives with two different responses; one affirming the technique; the other specifically stating that the circular referred only to the left forward entrance door and recommended that the Captain not accept the aircraft. During this process; we received a radio call from Operations indicating that they were 'assigning our flight another aircraft.'An improperly seated door would likely be caught by the doors light; But if this item was deferred and the aircraft assigned to several crews; it would likely cause delays just prior to engine start with the 'opposite' pressure closing the door technique; and certainly opens the potential for someone getting their hand crushed by releasing the gust lock with a pen.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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