Narrative:

In the course of the day; I started my nightly [inspection] surveillance of the overnighting aircraft at approximately xa:00 pm EST. An embraer aircraft X was the first aircraft I encountered. This aircraft was not on the nightly production sheet. I was uncertain as to the extent of the planned work load for this aircraft or who was assigned to work it. I did know that the aircraft did not have a periodic service (ps) check scheduled so; at a minimum; maintenance would be performing an oil check and [walk around] check. During my walk around of the aircraft I noticed a deep chip on the right hand side in the rvsm area just aft of the oxygen door. The damage appeared to be more than just paint missing. It looked as if there was some sort of patch or filler from a previous repair failing or coming loose. Just at that time; the third shift lead mechanic was passing by. I told him that I was concerned with the damage and that I thought some further investigation would be warranted. This conversation was overheard by mechanic Y. I asked the lead mechanic which employee was assigned to the aircraft. He told me mechanic Z was working aircraft X. I continued my surveillance of the maintenance personnel and other overnight aircraft. In the course of the next hour or so I came across mechanic Z. I mentioned to him that I had noticed damage on aircraft X and asked if he could take a look. He said he would. For approximately the next hour and a half I made my way around the other four planned overnight aircraft. No other major potential items caught my attention. Around midnight I caught back up with the lead mechanic and asked if he had looked into the damage on aircraft X. The lead told me that the damage was documented on the rvsm skin maps in the front of the logbook as a previously repaired area and that he had no concerns with it. I again voiced my concern. I agreed that an existing repair was in that area and I felt that repair was failing and further evaluation was needed. I then spoke with mechanic Z and his response was similar to the lead mechanic's and he would be taking no action. Just before xb:00 a.m. EST; I asked the lead where the logbook was for aircraft X and he said it was on the aircraft. This conversation was overheard by second shift mechanics; a and Z. By the lead putting the logbook on the aircraft; this showed me that no action was going to be taken to evaluate the possible damage. I retrieved the logbook and brought it back into the office area. I reviewed the skin maps myself and concurred that the maps show a repaired area. I still felt that the area warranted further attention. After a search in maintenance operations; I found a prior repair in that exact area dating back to 2005 as documented on an engineering order (eo). Due to the age of the eo; it was unavailable in that data base.I contacted maintenance engineering and spoke with engineer X who was able to retrieve and provide a limited copy of the eo. The eo was missing a letter from embraer and the original mapping of the damage done by ZZZ1. This was sent to me via e-mail at xb:17 a.m. Engineer X told me the full eo was on file in ZZZ2 and I would not be able to get them until the morning when ZZZ2 was open. With this info; I started to look up in the aircraft maintenance manual (amm) and structural repair manual (srm) regarding allowable damage; possible repairs and/or deferrals. I was checking a [measuring] caliper out of stores when supervisor X came in and put an end to the situation and presented me with a notice of suspension. To my knowledge; supervisor X allowed the aircraft to fly. At no point did supervisor X try to understand the situation or make an informed decision. I still feel we have a valid unaddressed discrepancy. I was unable to write-up the item. I was removed from the airport by supervisor X.

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Original NASA ASRS Text

Title: An Aircraft Inspector described his effort to follow-up on the maintenance history of an Embraer aircraft that he noticed had a deep chip on the right-hand side of the fuselage in the RSVM area just aft of the oxygen door. A previous repair appeared to be failing or coming loose. The Inspector was suspended prior to completing his repair search.

Narrative: In the course of the day; I started my nightly [Inspection] surveillance of the overnighting aircraft at approximately XA:00 pm EST. An Embraer Aircraft X was the first aircraft I encountered. This aircraft was not on the nightly production sheet. I was uncertain as to the extent of the planned work load for this aircraft or who was assigned to work it. I did know that the aircraft did not have a Periodic Service (PS) Check scheduled so; at a minimum; Maintenance would be performing an Oil Check and [Walk Around] Check. During my walk around of the aircraft I noticed a deep chip on the right hand side in the RVSM area just aft of the oxygen door. The damage appeared to be more than just paint missing. It looked as if there was some sort of patch or filler from a previous repair failing or coming loose. Just at that time; the Third Shift Lead Mechanic was passing by. I told him that I was concerned with the damage and that I thought some further investigation would be warranted. This conversation was overheard by Mechanic Y. I asked the Lead Mechanic which employee was assigned to the aircraft. He told me Mechanic Z was working Aircraft X. I continued my surveillance of the maintenance personnel and other overnight aircraft. In the course of the next hour or so I came across Mechanic Z. I mentioned to him that I had noticed damage on Aircraft X and asked if he could take a look. He said he would. For approximately the next hour and a half I made my way around the other four planned overnight aircraft. No other major potential items caught my attention. Around midnight I caught back up with the Lead Mechanic and asked if he had looked into the damage on Aircraft X. The Lead told me that the damage was documented on the RVSM skin maps in the front of the logbook as a previously repaired area and that he had no concerns with it. I again voiced my concern. I agreed that an existing repair was in that area and I felt that repair was failing and further evaluation was needed. I then spoke with Mechanic Z and his response was similar to the Lead Mechanic's and he would be taking no action. Just before XB:00 a.m. EST; I asked the Lead where the logbook was for Aircraft X and he said it was on the aircraft. This conversation was overheard by Second Shift mechanics; A and Z. By the Lead putting the logbook on the aircraft; this showed me that no action was going to be taken to evaluate the possible damage. I retrieved the logbook and brought it back into the office area. I reviewed the skin maps myself and concurred that the maps show a repaired area. I still felt that the area warranted further attention. After a search in Maintenance Operations; I found a prior repair in that exact area dating back to 2005 as documented on an Engineering Order (EO). Due to the age of the EO; it was unavailable in that data base.I contacted Maintenance Engineering and spoke with Engineer X who was able to retrieve and provide a limited copy of the EO. The EO was missing a letter from Embraer and the original mapping of the damage done by ZZZ1. This was sent to me via e-mail at XB:17 a.m. Engineer X told me the full EO was on file in ZZZ2 and I would not be able to get them until the morning when ZZZ2 was open. With this info; I started to look up in the Aircraft Maintenance Manual (AMM) and Structural Repair Manual (SRM) regarding allowable damage; possible repairs and/or deferrals. I was checking a [measuring] caliper out of Stores when Supervisor X came in and put an end to the situation and presented me with a notice of suspension. To my knowledge; Supervisor X allowed the aircraft to fly. At no point did Supervisor X try to understand the situation or make an informed decision. I still feel we have a valid unaddressed discrepancy. I was unable to write-up the item. I was removed from the airport by Supervisor X.

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.