Narrative:

At the beginning of my shift I was notified of a road trip to ZZZ1 for a flap halfspeed message on a crj-700. After finally getting to the aircraft; we verified the problem and started our troubleshooting by removing the panels beneath the right hand flap brake position sensing unit (bpsu). After removing; I saw F4 red thermal tape wrapped around the lower wiring harness. After I removed the tape I found multiple broken wires and a poorly soldered splice. I notified maintenance (mx) control of my discovery and waited for a response regarding corrective action. After communication between myself; mx control and the leads in the hangar; it was determined that a general splice could not be used; and that we would have to rebuild the harness. Mx control told me that they found a service bulletin (sb) that averaged 31 hours to rebuild the harness and they were sending another plane there to deliver the parts to us. We were also told not to begin any maintenance on the plane; because there was a chance of getting a ferry permit to return the plane to ZZZ so it could be worked on by an avionics technician inside our hangar. After waiting over six hours; we were notified in the [morning] that there was no possibility of a ferry permit due to the weather; and that we would need to begin repairing the harness as soon as possible. I verified multiple times with our mx controller that they wanted us to perform the repair at an outstation; on the ramp; in winter; and having very minimal avionics experience at best between my assistant and myself. The controller confirmed that we needed to start the repair. After removing the damaged section of the old harness; we started the buildup of the new one. It was at this time we realized that we didn't have all the parts we needed. After discussing it with the hangar leads; we realized that the service bulletin kit we were using did not include the repair for our harness; but only for the one above it. At this point we realized that the service bulletin that was sent to us could not be used to repair the harness that was damaged. We continued to wait multiple hours for mx control to find alternate means of compliance; before we finally asked for and were granted relief. The event occurred due to a lack of communication and planning on maintenance control's part. Knowing the complexity of this build up and the time necessary to comply with it; the aircraft should have been fixed under better conditions; by an experienced avionics' technician. When I returned to work today; I was notified that the aircraft had been ferried here the night before. This should have been maintenance control's plan of action the very same moment they realized what the repair was going to take.

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Original NASA ASRS Text

Title: On a field trip to investigate a 'Flap Half Speed Message' on a CRJ-700; aircraft maintenance technicians found broken wires and poorly soldered connections in the Brake Position Sensing Unit (BPSU). Unable to repair the component due to the wrong parts being sent; the aircraft was ferried to the company maintenance center for repairs.

Narrative: At the beginning of my shift I was notified of a road trip to ZZZ1 for a Flap Halfspeed message on a CRJ-700. After finally getting to the aircraft; we verified the problem and started our troubleshooting by removing the Panels beneath the Right Hand Flap Brake Position Sensing Unit (BPSU). After removing; I saw F4 red thermal tape wrapped around the lower wiring harness. After I removed the tape I found multiple broken wires and a poorly soldered splice. I notified Maintenance (MX) Control of my discovery and waited for a response regarding corrective action. After communication between myself; MX Control and the leads in the hangar; it was determined that a general splice could not be used; and that we would have to rebuild the harness. MX Control told me that they found a Service Bulletin (SB) that averaged 31 hours to rebuild the harness and they were sending another plane there to deliver the parts to us. We were also told not to begin any maintenance on the plane; because there was a chance of getting a Ferry permit to return the plane to ZZZ so it could be worked on by an Avionics Technician inside our hangar. After waiting over six hours; we were notified in the [morning] that there was no possibility of a Ferry permit due to the weather; and that we would need to begin repairing the harness as soon as possible. I verified multiple times with our MX Controller that they wanted us to perform the repair at an outstation; on the ramp; in winter; and having very minimal avionics experience at best between my assistant and myself. The Controller confirmed that we needed to start the repair. After removing the damaged section of the old harness; we started the buildup of the new one. It was at this time we realized that we didn't have all the parts we needed. After discussing it with the hangar leads; we realized that the Service Bulletin Kit we were using did not include the repair for our harness; but only for the one above it. At this point we realized that the Service Bulletin that was sent to us could not be used to repair the harness that was damaged. We continued to wait multiple hours for MX Control to find alternate means of compliance; before we finally asked for and were granted relief. The event occurred due to a lack of communication and planning on Maintenance Control's part. Knowing the complexity of this build up and the time necessary to comply with it; the aircraft should have been fixed under better conditions; by an experienced Avionics' Technician. When I returned to work today; I was notified that the Aircraft had been ferried here the night before. This should have been Maintenance Control's plan of action the very same moment they realized what the repair was going to take.

Data retrieved from NASA's ASRS site 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.