Narrative:

On the evening of jul/tue/06; I was asked to assist in the evaluate and possible repair of a lightning strike damage on aircraft X. The damage was on the #1 engine outboard translating sleeve; aft edge 7 O'clock position to 9 O'clock position. After examining the area and consulting the srm; it was necessary to contact engineering for clarification on whether or not this was an edge-band area. After a few conference calls with myself; my supervisor and an engineer it was determined the damage was in an edge-band area. This would allow it to be classified as allowable damage. I began to perform the required sealing of the damage on aircraft X. I was having a difficult time getting the area dry enough for the speed tape to adhere correctly. I took about 2 hours using vacuum; heat and nitrogen. By the time this was completed it was late; approximately XA00 or XA30 am. I had been signing off the paperwork for my aircraft; when I was handed the non routine for aircraft damage. At the time I did not realize that the non routine incorrectly stated the damage as being on #2 engine instead of #1 engine. I believe I perceived my lead would have all the facts correct on the non routine. I feel this situation may have been caused by fatigue and stress; on the parts of myself and this discrepancy was brought to my attention on the morning of sep/thu/06; by a 'B/C' check inspector. A non routine card was entered into maintenance history to correct this discrepancy.

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Original NASA ASRS Text

Title: A B737-700 INCURRED LIGHTENING STRIKE DAMAGE TO L ENG FAN REVERSER OUTBOARD TRANSLATING SLEEVE AFT EDGE. ENTERED IN LOGBOOK AS DAMAGE ON R ENG.

Narrative: ON THE EVENING OF JUL/TUE/06; I WAS ASKED TO ASSIST IN THE EVAL AND POSSIBLE REPAIR OF A LIGHTNING STRIKE DAMAGE ON ACFT X. THE DAMAGE WAS ON THE #1 ENG OUTBOARD TRANSLATING SLEEVE; AFT EDGE 7 O'CLOCK POS TO 9 O'CLOCK POS. AFTER EXAMINING THE AREA AND CONSULTING THE SRM; IT WAS NECESSARY TO CONTACT ENGINEERING FOR CLARIFICATION ON WHETHER OR NOT THIS WAS AN EDGE-BAND AREA. AFTER A FEW CONFERENCE CALLS WITH MYSELF; MY SUPVR AND AN ENGINEER IT WAS DETERMINED THE DAMAGE WAS IN AN EDGE-BAND AREA. THIS WOULD ALLOW IT TO BE CLASSIFIED AS ALLOWABLE DAMAGE. I BEGAN TO PERFORM THE REQUIRED SEALING OF THE DAMAGE ON ACFT X. I WAS HAVING A DIFFICULT TIME GETTING THE AREA DRY ENOUGH FOR THE SPD TAPE TO ADHERE CORRECTLY. I TOOK ABOUT 2 HRS USING VACUUM; HEAT AND NITROGEN. BY THE TIME THIS WAS COMPLETED IT WAS LATE; APPROX XA00 OR XA30 AM. I HAD BEEN SIGNING OFF THE PAPERWORK FOR MY ACFT; WHEN I WAS HANDED THE NON ROUTINE FOR ACFT DAMAGE. AT THE TIME I DID NOT REALIZE THAT THE NON ROUTINE INCORRECTLY STATED THE DAMAGE AS BEING ON #2 ENG INSTEAD OF #1 ENG. I BELIEVE I PERCEIVED MY LEAD WOULD HAVE ALL THE FACTS CORRECT ON THE NON ROUTINE. I FEEL THIS SITUATION MAY HAVE BEEN CAUSED BY FATIGUE AND STRESS; ON THE PARTS OF MYSELF AND THIS DISCREPANCY WAS BROUGHT TO MY ATTN ON THE MORNING OF SEP/THU/06; BY A 'B/C' CHK INSPECTOR. A NON ROUTINE CARD WAS ENTERED INTO MAINT HISTORY TO CORRECT THIS DISCREPANCY.

Data retrieved from NASA's ASRS site as of January 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.