Narrative:

I started my shift and I was assigned to an A319 aircraft. I proceeded to continue the trouble shooting manual (tsm) task 77-00-00-810; and the non-routine write-up. The tsm and non-routine write-up discrepancy was completed. No faults found. I informed my lead mechanic that the task was completed. Maintenance control requested that I check the chip detector; and the scavenge screen; no particle found. Later; I was informed that maintenance control was requesting to change out the turbine rear frame bearing vibration sensor. After lunch I started installation of the turbine rear frame vibration sensor and completing the installation at xa:15 am. I used A320 aircraft maintenance manual (amm) task 77-31-30-000 and 77-31-30-400. Completed task card 77-31-30-400 up to step: 9 (close-up). Before moving aircraft out the hangar; one of the mechanic's needed [help] to complete his job; the job was to replace the call horn; which was on MEL. At xa:45 am; I started on the paperwork for aircraft. At that time the manager was requesting for the logbook; the paper was not completed; the [maintenance] ready room was busy; because of shift turnover; weather was at red status and heavy rain; and manager was requesting that aircraft be taken to gate 'now'. By this time my lead informs me that he was leaving in fifteen minutes with two minutes to go. All the paperwork was in disarray and missing. With all the confusion and break down in commutation; the final task was not performed as require on task card.prior to my shift starting; my lead informed me that the aircraft I worked on that morning; had a problem with number one engine thrust reverser; did not deploy. [Contributing factors were] time; stress; confusion; weather; communication. Once I was informed; I contacted our union safety committee. Management needs to communicate with the lead not the mechanic; to keep stress level down.

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Original NASA ASRS Text

Title: An Aircraft Maintenance Technician (AMT) describes how time; stress; confusion; weather conditions and lack of adequate communications contributed to an A319 aircraft thrust reverser on the Number One Engine not deploying upon landing.

Narrative: I started my shift and I was assigned to an A319 aircraft. I proceeded to continue the Trouble Shooting Manual (TSM) Task 77-00-00-810; and the non-routine write-up. The TSM and non-routine write-up discrepancy was completed. No faults found. I informed my Lead Mechanic that the task was completed. Maintenance Control requested that I check the chip detector; and the scavenge screen; no particle found. Later; I was informed that Maintenance Control was requesting to change out the Turbine Rear Frame Bearing Vibration Sensor. After lunch I started installation of the Turbine Rear Frame Vibration Sensor and completing the installation at XA:15 am. I used A320 Aircraft Maintenance Manual (AMM) Task 77-31-30-000 and 77-31-30-400. Completed Task Card 77-31-30-400 up to Step: 9 (Close-UP). Before moving aircraft out the hangar; one of the Mechanic's needed [help] to complete his job; the job was to replace the Call Horn; which was on MEL. At XA:45 am; I started on the paperwork for aircraft. At that time the Manager was requesting for the logbook; the paper was not completed; the [Maintenance] Ready Room was busy; because of shift turnover; weather was at red status and heavy rain; and Manager was requesting that aircraft be taken to gate 'now'. By this time my Lead informs me that he was leaving in fifteen minutes with two minutes to go. All the paperwork was in disarray and missing. With all the confusion and break down in commutation; the final task was not performed as require on task card.Prior to my shift starting; my Lead informed me that the aircraft I worked on that morning; had a problem with Number One Engine Thrust Reverser; did not deploy. [Contributing Factors were] time; stress; confusion; weather; communication. Once I was informed; I contacted our Union Safety Committee. Management needs to communicate with the Lead not the Mechanic; to keep stress level down.

Data retrieved from NASA's ASRS site 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.