Narrative:

On jun/thru/04, at approximately XA00 I received a phone call here in maintenance control. It was from ZZZ maintenance. They stated the ctot (constant torque on takeoff) system and the apr (automatic power reserve) system were inoperative on aircraft X. I reviewed the computer system for previous work done. There was no specific history on either of these 2 system. To correct the discrepancy we used the appropriate MEL items and deferred the system. Later, on completion of the first flight out of heavy check, the crew reported that neither propeller would go into reverse. ZZZ1 maintenance troubleshot and found both engine condition levers were out of rig. The engines were actually going into torque motor lock-out when the condition levers were at maximum which would disable the ctot and apr system. There was a c-chk write-up on the #2 engine condition lever out of rig: range of travel hits fore and aft after stops. It was signed off by ZZZ maintenance as 'rigged #2 condition push pull cable' on the card. There was another c-chk write-up #1 engine and power levers out of rig. It was signed off by ZZZ maintenance. 'Ran engines found no out of rig conditions. Operations checks good.' after reviewing the repair to the 'propellers not going into reverse' pilot write-up, I have determined that the MEL's used for the ctot and apr were not applicable since the engine rigging was incorrect. Obviously there was no way for me here in maintenance control to verify engine rigging when it was already signed off by other maintenance personnel.

Google
 

Original NASA ASRS Text

Title: A SAAB 340B HAD THE CONSTANT TORQUE ON TKOF AND AUTO PWR RESERVE SYS DEFERRED PER THE MEL. LATER FOUND #1 AND #2 ENG CONDITION LEVERS OUT OF RIG.

Narrative: ON JUN/THRU/04, AT APPROX XA00 I RECEIVED A PHONE CALL HERE IN MAINT CTL. IT WAS FROM ZZZ MAINT. THEY STATED THE CTOT (CONSTANT TORQUE ON TKOF) SYS AND THE APR (AUTOMATIC PWR RESERVE) SYS WERE INOP ON ACFT X. I REVIEWED THE COMPUTER SYS FOR PREVIOUS WORK DONE. THERE WAS NO SPECIFIC HISTORY ON EITHER OF THESE 2 SYS. TO CORRECT THE DISCREPANCY WE USED THE APPROPRIATE MEL ITEMS AND DEFERRED THE SYS. LATER, ON COMPLETION OF THE FIRST FLT OUT OF HVY CHK, THE CREW RPTED THAT NEITHER PROP WOULD GO INTO REVERSE. ZZZ1 MAINT TROUBLESHOT AND FOUND BOTH ENG CONDITION LEVERS WERE OUT OF RIG. THE ENGS WERE ACTUALLY GOING INTO TORQUE MOTOR LOCK-OUT WHEN THE CONDITION LEVERS WERE AT MAX WHICH WOULD DISABLE THE CTOT AND APR SYS. THERE WAS A C-CHK WRITE-UP ON THE #2 ENG CONDITION LEVER OUT OF RIG: RANGE OF TRAVEL HITS FORE AND AFT AFTER STOPS. IT WAS SIGNED OFF BY ZZZ MAINT AS 'RIGGED #2 CONDITION PUSH PULL CABLE' ON THE CARD. THERE WAS ANOTHER C-CHK WRITE-UP #1 ENG AND PWR LEVERS OUT OF RIG. IT WAS SIGNED OFF BY ZZZ MAINT. 'RAN ENGS FOUND NO OUT OF RIG CONDITIONS. OPS CHKS GOOD.' AFTER REVIEWING THE REPAIR TO THE 'PROPS NOT GOING INTO REVERSE' PLT WRITE-UP, I HAVE DETERMINED THAT THE MEL'S USED FOR THE CTOT AND APR WERE NOT APPLICABLE SINCE THE ENG RIGGING WAS INCORRECT. OBVIOUSLY THERE WAS NO WAY FOR ME HERE IN MAINT CTL TO VERIFY ENG RIGGING WHEN IT WAS ALREADY SIGNED OFF BY OTHER MAINT PERSONNEL.

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.