Narrative:

I performed the ifsd check on #2 engine. The inspection found no defects except the insulation being separated at the connector and wire showing on one of the generator leads. Because of the heavy gauge of the feeder cables and lack of slack; I had to remove the leads from the integrated drive generator (idg). I pulled the lead in question from the wire separator; applied cold shrink wrap and reattached the cables to the idg. To the best of my knowledge everything was correctly connected at completion. Due to the aircraft returning to the gate because of no #2 idg indication; I must assume I made a wrong connection. Line maintenance found problem and corrected. Callback conversation with reporter revealed the following information: reporter stated he had performed the in flight shut down (ifsd) check procedure on #2 engine and repaired one of the idg generator cable terminal ends that had damaged insulation. The ifsd check is required for their ETOPS aircraft and has specific items that are required to be checked on these aircraft. But; as soon as they had completed the ifsd check; the B767-300 was pulled into the hangar for seven to ten more days of maintenance and fuselage painting. Reporter also stated when the aircraft was released from the hangar; another ifsd check was not accomplished. Reporter stated his carrier scheduled the ifsd check prior to the aircraft being brought into the hangar; because the maintenance department did not want to deal with the ifsd check; preferring to bring the aircraft directly to the terminal after the hangar visit. Reporter stated he was unable to find out which idg generator cable was not secured to the generator terminal block on the engine.

Related reports:

Google
 

Original NASA ASRS Text

Title: A Mechanic reports a B767-300 returned to the gate; right after pushback; #2 engine did not have an IDG indication.

Narrative: I performed the IFSD check on #2 engine. The inspection found no defects except the insulation being separated at the connector and wire showing on one of the generator leads. Because of the heavy gauge of the feeder cables and lack of slack; I had to remove the leads from the Integrated Drive Generator (IDG). I pulled the lead in question from the wire separator; applied cold shrink wrap and reattached the cables to the IDG. To the best of my knowledge everything was correctly connected at completion. Due to the aircraft returning to the gate because of no #2 IDG indication; I must assume I made a wrong connection. Line Maintenance found problem and corrected. Callback conversation with Reporter revealed the following information: Reporter stated he had performed the In Flight Shut Down (IFSD) check procedure on #2 engine and repaired one of the IDG generator cable terminal ends that had damaged insulation. The IFSD check is required for their ETOPS aircraft and has specific items that are required to be checked on these aircraft. But; as soon as they had completed the IFSD check; the B767-300 was pulled into the hangar for seven to ten more days of maintenance and fuselage painting. Reporter also stated when the aircraft was released from the hangar; another IFSD check was not accomplished. Reporter stated his carrier scheduled the IFSD check prior to the aircraft being brought into the hangar; because the Maintenance Department did not want to deal with the IFSD check; preferring to bring the aircraft directly to the terminal after the hangar visit. Reporter stated he was unable to find out which IDG generator cable was not secured to the generator terminal block on the engine.

Data retrieved from NASA's ASRS site as of April 2012 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.