Narrative:

In the afternoon I was sent out of town to assist an engine shop mechanic; with an engine borescope inspection of the #1 engine. I was told to bring an engine lower cowl sling with me. When I called maintenance control on my cell phone; we were informed that the borescope had not arrived with us and would be there at approximately midnight that night. We were told to do what we could until the borescope arrived. I proceeded to complete the 2.2 and 2.7 valve inspection. I called maintenance control and informed them that the inspections were done with no findings. They then informed me to do the [aircraft maintenance manual] chapter 5 bird strike inspection. They faxed me the reference and I completed the inspection and informed maintenance control that the bird strike inspection was done with no findings. Throughout the calls with maintenance control we were informed that the pilots would be there to do the power assurance run on the #1 engine since neither [maintenance technician was] qualified to do engine runs. The borescope arrived at approximately [at midnight]; and [the engine shop mechanic] completed his inspection. When I called maintenance control to inform them the borescope was done with no findings we were informed that there were no hotel rooms and the pilots would be there over 6 hours later and would take care of the power assurance check. When the pilots arrived I signed the logbook to account for the inspection task that I was responsible for and on the same page made a statement [on the engine shop mechanic's] task. I signed the logbook page to account for what I did with the intent of [the engine shop mechanic] signing next to me to account for his portion of the task that was part of the chapter 5 bird strike inspection. At that time I went to the back of the plane. When the plane arrived in ZZZ [the engine shop mechanic] told me to call maintenance control to book us for a flight home. When I called maintenance control I was questioned about the power assurance check. That is when I handed my cell phone to [the engine shop mechanic]. It was at that time we found out there were problems. I believe the event occurred because neither of us was experienced enough with the road trips to adapt to the changing situations. I was so fatigued by this time due to not having any food or sleep for over 20 hours that I had defaulted to every one else's judgment and the engine shop mechanic and the captain seemed to have everything under control. The power assurance runs were done shortly after the plane arrived in ZZZ. It would help if there were a process for going on road trips so people unfamiliar with them could have some guidelines to help them.

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Original NASA ASRS Text

Title: It appears that a required engine power assurance test was not completed prior to the aircraft operating to another station. Once detected; the power assurance check was completed.

Narrative: In the afternoon I was sent out of town to assist an Engine Shop Mechanic; with an engine borescope inspection of the #1 Engine. I was told to bring an engine lower cowl sling with me. When I called Maintenance Control on my cell phone; we were informed that the borescope had not arrived with us and would be there at approximately midnight that night. We were told to do what we could until the borescope arrived. I proceeded to complete the 2.2 and 2.7 valve inspection. I called Maintenance Control and informed them that the inspections were done with no findings. They then informed me to do the [Aircraft Maintenance Manual] Chapter 5 Bird Strike Inspection. They faxed me the reference and I completed the inspection and informed Maintenance Control that the Bird Strike Inspection was done with no findings. Throughout the calls with Maintenance Control we were informed that the pilots would be there to do the power assurance run on the #1 Engine since neither [maintenance technician was] qualified to do engine runs. The borescope arrived at approximately [at midnight]; and [the Engine Shop Mechanic] completed his inspection. When I called Maintenance Control to inform them the borescope was done with no findings we were informed that there were no hotel rooms and the pilots would be there over 6 hours later and would take care of the power assurance check. When the pilots arrived I signed the logbook to account for the inspection task that I was responsible for and on the same page made a statement [on the Engine Shop Mechanic's] task. I signed the logbook page to account for what I did with the intent of [the Engine Shop Mechanic] signing next to me to account for his portion of the task that was part of the Chapter 5 Bird Strike Inspection. At that time I went to the back of the plane. When the plane arrived in ZZZ [the Engine Shop Mechanic] told me to call Maintenance Control to book us for a flight home. When I called Maintenance Control I was questioned about the Power Assurance Check. That is when I handed my cell phone to [the Engine Shop Mechanic]. It was at that time we found out there were problems. I believe the event occurred because neither of us was experienced enough with the road trips to adapt to the changing situations. I was so fatigued by this time due to not having any food or sleep for over 20 hours that I had defaulted to every one else's judgment and the Engine Shop Mechanic and the Captain seemed to have everything under control. The power assurance runs were done shortly after the plane arrived in ZZZ. It would help if there were a process for going on road trips so people unfamiliar with them could have some guidelines to help them.

Data retrieved from NASA's ASRS site as of July 2013 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.