Date: 201302
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Communication Breakdown; Distraction; Situational Awareness; Confusion; Training / Qualification
Second reporter function: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other Post Departure
Contributing factors: Human Factors; Company Policy; Aircraft; Logbook Entry
Primary problem: Human Factors

Narrative: Captain's yoke trim switch was changed and the CAT II statement was not documented in the sign-off. This occurred because the Technician did not realize that the pitch trim switch that was replaced was a CAT-2 System component. I; as the Supervisor; was unaware that the statement wasn't used until after the fact. Also; due to other aircraft that were being addressed; follow-up action was not taken to review the paperwork for errors until after the fact. These occurrences will continue to occur at this particular airline; until Quality Control takes corrective measures to address the real root cause. To prevent these occurrences in the future; all CAT-2 Critical Components must be identified at the warehouse before the line mechanics receive these parts. Because there are human factors involved and many different components that require research to identify them as CAT-2 components; RII components or RVSM components; I believe that this identification process should be made at the receiving inspection level. By identifying these components before the Mechanic takes possession; this would put in place a line of defense and thus prevent more mishaps. Day [shift]; Aircraft Out of Service.

Callback: Reporter stated he is one of the Maintenance Supervisor's and has twenty-six years experience in aircraft maintenance.  He has not received any response to his recommendation to identify CAT-2 critical components; RII components or RVSM components on their parts tag before they arrive at the line. That type of information would help mechanics be aware of the additional verbiage requirements and possible test requirements that must be entered in the logbook whenever any of those components are replaced. There were no in-flight or maintenance issues with the pitch trim switch replacement.

Second narrative: Today I became aware [about] a lengthy Work Package assigned to an ERJ-170 aircraft in February 2013. I; as a Maintenance Supervisor; reviewed the Bill of Work and all documents validating that all Work Package items were complete and all documentation was accounted for. Unfortunately there had been a deferred maintenance item that was previously signed-off by another Technician (Mechanic X) earlier; concerning a pitch trim switch. I did not catch the fact that this was a CAT 2 Critical Component and [that it] was not properly documented. After reviewing all paperwork; I signed the [Airworthiness Release]. This happened because of several human factors including distraction and complacency. I took for granted that all procedures were properly done and turned over by the previous Supervisor and the Technician involved. I did not review the list of CAT-2 Critical Components in the General Maintenance Manual (GMM) because the previous Supervisor had reviewed the list and did not see that it was a CAT-2 component. I was also distracted by other issues with documentation involved with the same aircraft. I have a very good suggestion to remedy this problem from happening again. Even though the person signing the Airworthiness Release should review all corrective action procedures back to the previous Airworthiness Release; I feel that the CAT-2; RVSM and RII Critical Components should be identified and marked clearly at the time of receiving inspection. When parts are distributed; it is up to the individual to review and become aware of the critical nature of that part. If these parts were clearly identified before obtaining them; it would significantly reduce the chance of missing this as a Technician; or missing this during the paperwork review process. Until that happens; I have incorporated a new procedure at a local level. When we receive a part from the Embraer Warehouse; we immediately identify it as a CAT-2 RVSM or RII component. I also attach a large colored sticker to the box the part is in; and to the Aircraft Maintenance Manual (AMM) paperwork that is required for the removal and replacement. This gives the Technician a memory jogger and aids in his awareness to prevent a mishap. Evening [shift].


Synopsis: After a Captain's pitch trim switch had been replaced on a company ERJ-170; two Maintenance Supervisors and a Contract Maintenance Technician describe the human factor issues that contributed to their missing a required CAT-2 statement that was not entered in the logbook.