Narrative:

My partner and I were assigned to install the left thrust reverser (TR) control display unit (CDU) on an airbus A300; number 1 engine. The previous shift had removed the old one. This aircraft (AC) had been on the ground for days but there was no available staffing to complete this task. The AC was now on the schedule for a flight so we were in a stressful situation. Neither one of us had performed this task before. We installed the CDU referencing [the] aircraft maintenance manual (amm) using [a tablet]. We measured the appropriate gaps after my partner ran the TR opened and closed by hand twice to check for binding etc. At this point we were approached by the lead around 2 am to stop work and go see the manager because we were going to be held over for mandatory ot. (By this time; the outbound flight had been swapped.) my partner was pretty upset because he is a single parent and has nannies watching his two girls and he really needed to get home. We used the MEL to ensure the AC was in proper configuration. We both inspected the motor for proper installation; FOD; and tooling. I performed the ops check with APU air because my partner wasn't engine run qualified. Afterward; we rechecked the gap measurements once again. When I reviewed the [manual] references for compliance; I breezed right over the full authority engine control (fadec) rig. The AC was put on the schedule for the next night. At departure; the number 1 engine would throttle would not advance beyond idle because I missed the fadec rig. It returned to the gate for repair. I can only say that the responsibility was mine. I've been working in the industry too long to make any excuses.

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Original NASA ASRS Text

Title: The Number 1 Engine Throttle on an A300 was unable to advance beyond idle because Maintenance neglected to accomplish the FADEC rig after installing the CDU for Number 1 Engine Reverser.

Narrative: My partner and I were assigned to install the left thrust reverser (TR) Control Display Unit (CDU) on an Airbus A300; number 1 engine. The previous shift had removed the old one. This aircraft (AC) had been on the ground for days but there was no available staffing to complete this task. The AC was now on the schedule for a flight so we were in a stressful situation. Neither one of us had performed this task before. We installed the CDU referencing [the] Aircraft Maintenance Manual (AMM) using [a tablet]. We measured the appropriate gaps after my partner ran the TR opened and closed by hand twice to check for binding etc. At this point we were approached by the lead around 2 am to stop work and go see the manager because we were going to be held over for mandatory OT. (By this time; the outbound flight had been swapped.) My partner was pretty upset because he is a single parent and has nannies watching his two girls and he really needed to get home. We used the MEL to ensure the AC was in proper configuration. We both inspected the motor for proper installation; FOD; and tooling. I performed the ops check with APU air because my partner wasn't engine run qualified. Afterward; we rechecked the gap measurements once again. When I reviewed the [manual] references for compliance; I breezed right over the Full Authority Engine Control (FADEC) rig. The AC was put on the schedule for the next night. At departure; the number 1 engine would throttle would not advance beyond idle because I missed the FADEC rig. It returned to the gate for repair. I can only say that the responsibility was mine. I've been working in the industry too long to make any excuses.

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.