Narrative:

Enroute approximately 1.5 hours into the flight we had a lhpsov annunciated with an associated left bleed light illuminated on the overhead panel. We followed the QRH procedures; checked our MEL and called maintenance control on satcom to inform them of the problem. We also asked maintenance control to inform our destination about the problem and have maintenance ready. On arriving; nobody was informed about our problem and the contract mechanic showed up 30 minutes after we arrived. He erased the fault on the maintenance auxiliary panel and said we were good to go. I told him I believed it was a bit more involved and to call maintenance control. He then left to do some other work and reappeared a bit later. He called maintenance control and they did not seem very concerned. They said whatever the mechanic wanted to do was fine with them and they had no authority to tell him what do. I explained again to maintenance control what had happened and that the mechanic had erased the problem on the maintenance auxiliary panel without having the left engine running. Without the left engine running there was no bleed air so the fault would not be copied. The maintenance control representative was still very evasive but told me to decide what to do. I told our mechanic do to the procedure prescribed in our MEL. He was not very happy but went to work. After 30 minutes; I went to check on the progress. He has opened the cowling but so far had not found the hpsov. Another mechanic who is contracted by another carrier came to take a look and told our mechanic what to do. As a matter of fact; the new mechanic guided our mechanic through the whole process including stowing the left TR. If the new mechanic had not been there; I think we would have spent the night. After the work was finished our mechanic came to the cockpit to complete the logbook and pull some circuit breaker's. That ended up taking another 40 minutes and I had to find the circuit breakers to be pulled. Our mechanic is a very nice and pleasant guy but he was in way over his head this time. He also had a helper that did a few things on the engine but I do not think this helper is authorized to work on aircraft. The day was saved by the other company's contract mechanic who seemed very knowledgeable and clever and had extensive experience on the B767. Our contract mechanic did not seem competent enough to solve our problem and would not have been able to do so without help; or worse; could have done a faulty repair job with serious consequences. We also took a 2 hour delay; which could have been avoided with better communication and competent maintenance.

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Original NASA ASRS Text

Title: A B767 landed at an international destination with a high pressure shutoff valve (HPSOV) fault along with a bleed light. The Mechanic contracted for by the Company appeared to lack the knowledge to handle the problem without the expertise of another carrier's Mechanic.

Narrative: Enroute approximately 1.5 hours into the flight we had a LHPSOV annunciated with an associated L Bleed light illuminated on the overhead panel. We followed the QRH procedures; checked our MEL and called Maintenance Control on SATCOM to inform them of the problem. We also asked Maintenance Control to inform our destination about the problem and have maintenance ready. On arriving; nobody was informed about our problem and the Contract Mechanic showed up 30 minutes after we arrived. He erased the fault on the maintenance auxiliary panel and said we were good to go. I told him I believed it was a bit more involved and to call Maintenance Control. He then left to do some other work and reappeared a bit later. He called Maintenance Control and they did not seem very concerned. They said whatever the Mechanic wanted to do was fine with them and they had no authority to tell him what do. I explained again to Maintenance Control what had happened and that the mechanic had erased the problem on the maintenance auxiliary panel without having the left engine running. Without the left engine running there was no bleed air so the fault would not be copied. The Maintenance Control representative was still very evasive but told me to decide what to do. I told our Mechanic do to the procedure prescribed in our MEL. He was not very happy but went to work. After 30 minutes; I went to check on the progress. He has opened the cowling but so far had not found the HPSOV. Another Mechanic who is contracted by another carrier came to take a look and told our Mechanic what to do. As a matter of fact; the new Mechanic guided our Mechanic through the whole process including stowing the left TR. If the new Mechanic had not been there; I think we would have spent the night. After the work was finished our Mechanic came to the cockpit to complete the logbook and pull some CB's. That ended up taking another 40 minutes and I had to find the circuit breakers to be pulled. Our Mechanic is a very nice and pleasant guy but he was in way over his head this time. He also had a helper that did a few things on the engine but I do not think this helper is authorized to work on aircraft. The day was saved by the other company's Contract Mechanic who seemed very knowledgeable and clever and had extensive experience on the B767. Our contract Mechanic did not seem competent enough to solve our problem and would not have been able to do so without help; or worse; could have done a faulty repair job with serious consequences. We also took a 2 hour delay; which could have been avoided with better communication and competent maintenance.

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.