Narrative:

Mechanic Y and I were assigned to a B767-300 to replace the #1 engine vsv (variable stator vane) actuator. We were in the process of removing the actuator; had everything disconnected; but couldn't get it out of the support bracket; we worked on it for quite a while. We checked with other amts (technicians) that were on duty that night; but no one we asked had ever accomplished the task before. After a couple of hours of struggling and trying to get it out; we removed three fittings; reference (maintenance manual) MM 75-31-02; items 9; 12 and 14 on figure 401; sheet 2 of 2; which were not called out to be removed in the MM. It would have saved a least an hour plus of time and frustration.after the removal we started to install the new one; got as far as the nut on the eye bolt; I dropped it a couple times and eventually lost it to the point of not being able to find it. We looked and looked for quite a while. While my partner looked; I decided to order a new one; ZZZ did not stock it; so I had to rush it from ZZZ1. After looking for quite awhile we were getting frustrated but we finally found it.at around xa:00am; our supervisor informed us; they needed our plane to replace another because it was trapped inside the hangar by a broken down cleaners truck. Talk about pressure; we still had to complete the installation; run the engine; accomplish the tests and leak check the actuator. With all the rushing to finish the job and push aircraft out for the [engine] run; I forgot to call for an inspection. After the run; we reopened the engine to find the [actuator] lower line was leaking. At this time the supervisor was standing there watching our every move; waiting for the plane. We rushed to find the cause of the leak but it was already time for dayshift to take over; so I notified the dayshift lead [mechanic] we would need somebody to take over.I made a write-up for the leak check; signed off the original write-up and updated the leak check write-up as to where it was leaking. With all the pressure to get the plane out; I forgot to make a write-up to have the actuator inspected and since the installation was complete; I didn't think to give the MM and task paperwork to the dayshift mechanics. They were working a fuel leak. I gave the dayshift mechanics a maintenance turnover; but forgot to inform them of the inspection [requirement]. A couple days later; I found the task's paperwork procedures in one of the drawers in my toolbox. I looked it over before throwing it out; right then I realized I had forgot to get it inspected. I looked up in the aircraft maintenance computer to see if the dayshift mechanics caught it. I notified my lead and we called maintenance control to notify them of the missed inspection. The actuator is not an rii item; but was called out on the task's paperwork. The maintenance controller on-duty issued a special procedure to have the actuator inspected before departure. The inspection was completed and no faults found. I do believe if we weren't rushed to get the plane out; the inspection would have been done. We were all stressed out by the end of shift; all I wanted to do was just sit down and relax.

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Original NASA ASRS Text

Title: Two Mechanics report on their efforts; difficulties and reduced Maintenance schedule while accomplishing the removal and replacement of a #1 engine VSV (Variable Stator Vane) actuator on a B767-300 aircraft.

Narrative: Mechanic Y and I were assigned to a B767-300 to replace the #1 engine VSV (Variable Stator Vane) actuator. We were in the process of removing the actuator; had everything disconnected; but couldn't get it out of the support bracket; we worked on it for quite a while. We checked with other AMTs (Technicians) that were on duty that night; but no one we asked had ever accomplished the task before. After a couple of hours of struggling and trying to get it out; we removed three fittings; reference (Maintenance Manual) MM 75-31-02; Items 9; 12 and 14 on Figure 401; Sheet 2 of 2; which were not called out to be removed in the MM. It would have saved a least an hour plus of time and frustration.After the removal we started to install the new one; got as far as the nut on the eye bolt; I dropped it a couple times and eventually lost it to the point of not being able to find it. We looked and looked for quite a while. While my partner looked; I decided to order a new one; ZZZ did not stock it; so I had to rush it from ZZZ1. After looking for quite awhile we were getting frustrated but we finally found it.At around XA:00am; our Supervisor informed us; they needed our plane to replace another because it was trapped inside the hangar by a broken down cleaners truck. Talk about pressure; we still had to complete the installation; run the engine; accomplish the tests and leak check the actuator. With all the rushing to finish the job and push aircraft out for the [engine] run; I forgot to call for an inspection. After the run; we reopened the engine to find the [actuator] lower line was leaking. At this time the Supervisor was standing there watching our every move; waiting for the plane. We rushed to find the cause of the leak but it was already time for Dayshift to take over; so I notified the Dayshift Lead [Mechanic] we would need somebody to take over.I made a write-up for the leak check; signed off the original write-up and updated the leak check write-up as to where it was leaking. With all the pressure to get the plane out; I forgot to make a write-up to have the actuator inspected and since the installation was complete; I didn't think to give the MM and task paperwork to the Dayshift mechanics. They were working a fuel leak. I gave the Dayshift mechanics a Maintenance Turnover; but forgot to inform them of the Inspection [requirement]. A couple days later; I found the task's paperwork procedures in one of the drawers in my toolbox. I looked it over before throwing it out; right then I realized I had forgot to get it inspected. I looked up in the aircraft maintenance computer to see if the Dayshift mechanics caught it. I notified my Lead and we called Maintenance Control to notify them of the missed inspection. The actuator is not an RII item; but was called out on the task's paperwork. The Maintenance Controller On-Duty issued a special procedure to have the actuator inspected before departure. The inspection was completed and no faults found. I do believe if we weren't rushed to get the plane out; the inspection would have been done. We were all stressed out by the end of shift; all I wanted to do was just sit down and relax.

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.