Narrative:

Aircraft landed approximately 10 different times with a no dispatch message on the EICAS and maintenance page. Maintenance control simply had contract maintenance reset fadec circuit breakers to make the message go away -- totally opposite of the fim procedure. The issue could have led to engine shutdown on takeoff. Aircraft landed in ZZZ and maintenance control was telling me just to reset the breakers. I insisted on them sending the fim and they; at first; only sent pages that would make it look ok. I insisted on the rest which I thought they sent but later came to realize they still didn't. At this point; the fault isolation manual clearly stated the plane cannot be released before being repaired. I refuse to release it. They then chartered a mechanic who changed a part; then performed no operational checks whatsoever and released the aircraft. Upon landing; the same EICAS message appeared. The problem is many new mechanics are not trained in a&P schools on fim procedures. I sure wasn't; and am intimidated by maintenance control who also are highly untrained at commuters. The major airlines seem to hire more qualified and trained people. Even though there is pressure on maintenance controllers -- which is a fact at commuters to get flts out disregarding procedures which will someday lead to disaster. Callback conversation with reporter revealed the following information: reporter stated he is a contract maintenance mechanic who worked on an EMB145 with incoming and previous EICAS messages that read 'engine #2 no dispatch'. Mechanics then go to the maintenance page and if the same message appears; the aircraft must be repaired before further flight; using the fault isolation manual (fim). Reporter stated he noticed the previous signoffs for the 'no dispatch' EICAS messages; were to pull and reset the fadec circuit breaker's (four total) which made the messages go away; but not the cause of the message. Each time the aircraft landed; the message reappeared because the problem still existed. Reporter stated he was instructed to do the same this time; but informed the carrier's maintenance controller he could not; because the aircraft required a repair for the problem. He believes the problem had to do with the #2 engine variable guide vanes on the engine.

Google
 

Original NASA ASRS Text

Title: MECHANIC REPORTS AN EMB145 HAD LANDED APPROX 10 DIFFERENT TIMES WITH A 'NO DISPATCH' MESSAGE ON THE EICAS AND MAINT PAGE. MAINT CONTROL HAD CONTRACT MAINT RESET CIRCUIT BREAKER'S EACH TIME; CONTRARY TO THE FAULT ISOLATION MANUAL.

Narrative: ACFT LANDED APPROX 10 DIFFERENT TIMES WITH A NO DISPATCH MESSAGE ON THE EICAS AND MAINT PAGE. MAINT CTL SIMPLY HAD CONTRACT MAINT RESET FADEC CIRCUIT BREAKERS TO MAKE THE MESSAGE GO AWAY -- TOTALLY OPPOSITE OF THE FIM PROC. THE ISSUE COULD HAVE LED TO ENG SHUTDOWN ON TKOF. ACFT LANDED IN ZZZ AND MAINT CTL WAS TELLING ME JUST TO RESET THE BREAKERS. I INSISTED ON THEM SENDING THE FIM AND THEY; AT FIRST; ONLY SENT PAGES THAT WOULD MAKE IT LOOK OK. I INSISTED ON THE REST WHICH I THOUGHT THEY SENT BUT LATER CAME TO REALIZE THEY STILL DIDN'T. AT THIS POINT; THE FAULT ISOLATION MANUAL CLRLY STATED THE PLANE CANNOT BE RELEASED BEFORE BEING REPAIRED. I REFUSE TO RELEASE IT. THEY THEN CHARTERED A MECH WHO CHANGED A PART; THEN PERFORMED NO OPERATIONAL CHKS WHATSOEVER AND RELEASED THE ACFT. UPON LNDG; THE SAME EICAS MESSAGE APPEARED. THE PROB IS MANY NEW MECHS ARE NOT TRAINED IN A&P SCHOOLS ON FIM PROCS. I SURE WASN'T; AND AM INTIMIDATED BY MAINT CTL WHO ALSO ARE HIGHLY UNTRAINED AT COMMUTERS. THE MAJOR AIRLINES SEEM TO HIRE MORE QUALIFIED AND TRAINED PEOPLE. EVEN THOUGH THERE IS PRESSURE ON MAINT CTLRS -- WHICH IS A FACT AT COMMUTERS TO GET FLTS OUT DISREGARDING PROCS WHICH WILL SOMEDAY LEAD TO DISASTER. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: REPORTER STATED HE IS A CONTRACT MAINT MECHANIC WHO WORKED ON AN EMB145 WITH INCOMING AND PREVIOUS EICAS MESSAGES THAT READ 'ENG #2 NO DISPATCH'. MECHANICS THEN GO TO THE MAINT PAGE AND IF THE SAME MESSAGE APPEARS; THE ACFT MUST BE REPAIRED BEFORE FURTHER FLIGHT; USING THE FAULT ISOLATION MANUAL (FIM). REPORTER STATED HE NOTICED THE PREVIOUS SIGNOFFS FOR THE 'NO DISPATCH' EICAS MESSAGES; WERE TO PULL AND RESET THE FADEC CIRCUIT BREAKER'S (FOUR TOTAL) WHICH MADE THE MESSAGES GO AWAY; BUT NOT THE CAUSE OF THE MESSAGE. EACH TIME THE ACFT LANDED; THE MESSAGE REAPPEARED BECAUSE THE PROBLEM STILL EXISTED. REPORTER STATED HE WAS INSTRUCTED TO DO THE SAME THIS TIME; BUT INFORMED THE CARRIER'S MAINT CONTROLLER HE COULD NOT; BECAUSE THE ACFT REQUIRED A REPAIR FOR THE PROBLEM. HE BELIEVES THE PROBLEM HAD TO DO WITH THE #2 ENGINE VARIABLE GUIDE VANES ON THE ENGINE.

Data retrieved from NASA's ASRS site as of May 2009 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.