Narrative:

Xyz and I were given a task oriented job card on the #2 engine reverser. We went out to the aircraft, went up to #2 engine, opened up the engine. Xyz started removing the lockout plates. I went to the air adapter so we could run the reverser with ground air. When I returned, xyz said he was ready, so I told him to go to the flight deck to run the reverser and I would rig the drive unit. We ran the reverser 4 times. Everything checked good. I signed off the reverser. Callback conversation with reporter revealed the following information: the reporter stated the job card was to rig the #2 engine reverser actuator and the mechanic assisting opened the lockout plates while the reporter connected the ground air adapter to operate the reverser without running the engine. The reporter said the actuator was rigged per the job card and the assisting mechanic was assigned to the cockpit to operate the thrust reverse lever. The reporter stated the assisting mechanic was fairly new and had little experience on the reversing system. The reporter said the reverser operational check was ok and the engine was closed up. The reporter said the aircraft operated several weeks when during a lightning strike inspection the damaged fairing was discovered. The reporter stated the last work documented on the #2 reverser was the reverser actuator rig accomplished at ZZZ with the reporter's signoff. The reporter stated the fairing cannot be seen from ground level or the DC10 #2 engine work platform and suspects the fairing struck a lockout plate when testing the reverser.

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Original NASA ASRS Text

Title: A DC10-40 DURING MAINT ON #2 ENG REVERSER ACTUATOR THE ACFT INCURRED DAMAGE TO THE #2 ENG FAN REVERSER UPPER FAIRING.

Narrative: XYZ AND I WERE GIVEN A TASK ORIENTED JOB CARD ON THE #2 ENG REVERSER. WE WENT OUT TO THE ACFT, WENT UP TO #2 ENG, OPENED UP THE ENG. XYZ STARTED REMOVING THE LOCKOUT PLATES. I WENT TO THE AIR ADAPTER SO WE COULD RUN THE REVERSER WITH GND AIR. WHEN I RETURNED, XYZ SAID HE WAS READY, SO I TOLD HIM TO GO TO THE FLT DECK TO RUN THE REVERSER AND I WOULD RIG THE DRIVE UNIT. WE RAN THE REVERSER 4 TIMES. EVERYTHING CHKED GOOD. I SIGNED OFF THE REVERSER. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE JOB CARD WAS TO RIG THE #2 ENG REVERSER ACTUATOR AND THE MECH ASSISTING OPENED THE LOCKOUT PLATES WHILE THE RPTR CONNECTED THE GND AIR ADAPTER TO OPERATE THE REVERSER WITHOUT RUNNING THE ENG. THE RPTR SAID THE ACTUATOR WAS RIGGED PER THE JOB CARD AND THE ASSISTING MECH WAS ASSIGNED TO THE COCKPIT TO OPERATE THE THRUST REVERSE LEVER. THE RPTR STATED THE ASSISTING MECH WAS FAIRLY NEW AND HAD LITTLE EXPERIENCE ON THE REVERSING SYS. THE RPTR SAID THE REVERSER OPERATIONAL CHK WAS OK AND THE ENG WAS CLOSED UP. THE RPTR SAID THE ACFT OPERATED SEVERAL WKS WHEN DURING A LIGHTNING STRIKE INSPECTION THE DAMAGED FAIRING WAS DISCOVERED. THE RPTR STATED THE LAST WORK DOCUMENTED ON THE #2 REVERSER WAS THE REVERSER ACTUATOR RIG ACCOMPLISHED AT ZZZ WITH THE RPTR'S SIGNOFF. THE RPTR STATED THE FAIRING CANNOT BE SEEN FROM GND LEVEL OR THE DC10 #2 ENG WORK PLATFORM AND SUSPECTS THE FAIRING STRUCK A LOCKOUT PLATE WHEN TESTING THE REVERSER.

Data retrieved from NASA's ASRS site as of July 2007 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.