Narrative:

I was farmed out to a different work area; assigned multiple gates. An air carrier B757-200 flight arrived with a left engine second cont. Status message (message). The aircraft also had minor cabin write ups; I also had an arrival on my second gate with assigned work. The left engine second cont. Status message was also written up once before in august 2009. Since this item was intermittent; I contacted line maintenance control to discuss and determine a correct course of action to prevent any further revenue flights delays. There was no active status message; there was a stator vane message on the engine propulsion control system (epcs) page; captured by the computer as an auto event. I printed MEL reference 73-21-left; took paper work out to aircraft; and proceeded to defer the left engine second cont message. Since there was no active message; I misinterpreted MEL 73-21-left step a 4; (if left engine second cont is displayed; position the eec (electronic engine control) maintenance channel selector (sel) switch on the eec maintenance panel P61 to automatic mode; then pull open and safety L-7 left eec channel select circuit breaker (circuit breaker) on P11 (panel); and did not pull L-7 circuit breaker. With the lack of manpower and time constraint; I did not consult with any other person. I was notified by my local union flight safety representative that an FAA inspector was on a check ride and discovered eec circuit breaker L-7 not pulled and collared. Factors that lead to the incident were lack of man power; time constraints; and misinterpreting MEL 73-21-left step a.4 since the incident; I highlight; underline all maintenance actions. Once all MEL steps are completed; I review all steps a lead; maintenance operations; maintenance manager; line maintenance controller to review the MEL and all steps.

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Original NASA ASRS Text

Title: A Line Mechanic reports not pulling the L-7 Circuit Breaker (C/B) for the Left engine Electronic Engine Control (EEC) Selector SEC (Secondary) Control Channel; that was part of an MEL 73-21-L Maintenance deferral procedure on a B757-200. An FAA Inspector on a Check ride; noticed the C/B had not been pulled or collared.

Narrative: I was farmed out to a different work area; assigned multiple gates. An air carrier B757-200 flight arrived with a L ENG SEC CONT. STATUS MSG (message). The aircraft also had minor cabin write ups; I also had an arrival on my second gate with assigned work. The L ENG SEC CONT. STATUS MSG was also written up once before in August 2009. Since this item was intermittent; I contacted Line Maintenance Control to discuss and determine a correct course of action to prevent any further revenue flights delays. There was no active STATUS MSG; there was a STATOR VANE MSG on the Engine Propulsion Control System (EPCS) page; captured by the computer as an Auto event. I printed MEL REFERENCE 73-21-L; took paper work out to aircraft; and proceeded to defer the LEFT ENG SEC CONT MSG. Since there was no active message; I misinterpreted MEL 73-21-L step A 4; (IF L ENG SEC CONT IS DISPLAYED; POSITION THE EEC (Electronic Engine Control) MAINTENANCE CHANNEL SELECTOR (SEL) SWITCH ON THE EEC MAINTENANCE PANEL P61 TO AUTO MODE; THEN PULL OPEN AND SAFETY L-7 LEFT EEC CHANNEL SELECT CB (Circuit Breaker) ON P11 (panel); and did not pull L-7 CB. With the lack of manpower and time constraint; I did not consult with any other person. I was notified by my local Union Flight Safety Representative that an FAA Inspector was on a Check ride and discovered EEC CB L-7 not pulled and collared. Factors that lead to the incident were lack of man power; time constraints; and misinterpreting MEL 73-21-L step A.4 Since the incident; I highlight; underline all Maintenance actions. Once all MEL steps are completed; I review all steps a Lead; Maintenance Operations; Maintenance Manager; Line Maintenance Controller to review the MEL and all steps.

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.