Narrative:

On mar/xa/99, at about XY30, I was called to aircraft xyz to investigate a pilot write-up involving the #2 VHF navigation system. The discrepancy was remedied by replacing the #2 navigation receiver. I functional checked the system in accordance with the job card (CAT ii function check) and made a logbook entry stating the aircraft was certified to CAT ii status. The aircraft subsequently departed. Soon after, it occurred to me that I was not currently CAT ii qualified on DC9-30 aircraft, and since a CAT ii component had been replaced, I was not authority/authorized to make such a certification. I immediately notified the DC9 maintenance controller in wzy of my error, and we agreed that maintenance in yxz (the downline station) would decertify the CAT ii status of the aircraft upon its arrival. A few hours later, I checked the computerized maintenance history for the aircraft to confirm that this had been done, and it had been. I had returned to work (on 3RD shift) on the previous evening after 4 days off, during which time I had traveled. The opportunity for 1ST shift overtime had arisen, and I accepted. The incident occurred during 1ST shift, after I had been working for over 11 hours, so I was beginning to feel fatigued. The WX was also poor, with snow and freezing rain. The aircraft had arrived behind schedule, and with many flts already canceled, I felt under pressure to repair and release the aircraft as quickly as possible (there was no overt pressure put on me by anyone other than myself.

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Original NASA ASRS Text

Title: A DC9-30 WAS DISPATCHED IN NON COMPLIANCE WITH THE ACFT REPAIRED AND CERTIFIED IN CAT II STATUS BY AN UNQUALIFIED TECHNICIAN.

Narrative: ON MAR/XA/99, AT ABOUT XY30, I WAS CALLED TO ACFT XYZ TO INVESTIGATE A PLT WRITE-UP INVOLVING THE #2 VHF NAV SYS. THE DISCREPANCY WAS REMEDIED BY REPLACING THE #2 NAV RECEIVER. I FUNCTIONAL CHKED THE SYS IN ACCORDANCE WITH THE JOB CARD (CAT II FUNCTION CHK) AND MADE A LOGBOOK ENTRY STATING THE ACFT WAS CERTIFIED TO CAT II STATUS. THE ACFT SUBSEQUENTLY DEPARTED. SOON AFTER, IT OCCURRED TO ME THAT I WAS NOT CURRENTLY CAT II QUALIFIED ON DC9-30 ACFT, AND SINCE A CAT II COMPONENT HAD BEEN REPLACED, I WAS NOT AUTH TO MAKE SUCH A CERTIFICATION. I IMMEDIATELY NOTIFIED THE DC9 MAINT CTLR IN WZY OF MY ERROR, AND WE AGREED THAT MAINT IN YXZ (THE DOWNLINE STATION) WOULD DECERTIFY THE CAT II STATUS OF THE ACFT UPON ITS ARR. A FEW HRS LATER, I CHKED THE COMPUTERIZED MAINT HISTORY FOR THE ACFT TO CONFIRM THAT THIS HAD BEEN DONE, AND IT HAD BEEN. I HAD RETURNED TO WORK (ON 3RD SHIFT) ON THE PREVIOUS EVENING AFTER 4 DAYS OFF, DURING WHICH TIME I HAD TRAVELED. THE OPPORTUNITY FOR 1ST SHIFT OVERTIME HAD ARISEN, AND I ACCEPTED. THE INCIDENT OCCURRED DURING 1ST SHIFT, AFTER I HAD BEEN WORKING FOR OVER 11 HRS, SO I WAS BEGINNING TO FEEL FATIGUED. THE WX WAS ALSO POOR, WITH SNOW AND FREEZING RAIN. THE ACFT HAD ARRIVED BEHIND SCHEDULE, AND WITH MANY FLTS ALREADY CANCELED, I FELT UNDER PRESSURE TO REPAIR AND RELEASE THE ACFT AS QUICKLY AS POSSIBLE (THERE WAS NO OVERT PRESSURE PUT ON ME BY ANYONE OTHER THAN MYSELF.

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.