Date: 201205
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Training / Qualification; Communication Breakdown
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance; Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Human Factors; Aircraft; Procedure; Staffing
Primary problem: Human Factors

Narrative: Upon landing we received an ENG 1 REV PROT fault EICAS message. After arrival at the gate I called Maintenance and reported the problem. Contract Maintenance was called to come and lock out the engine 1 thrust reverser. Upon completion of the maintenance procedure the Mechanic signed off the discrepancy in the maintenance logbook and we boarded and departed on our next leg.During the roll out on the next landing we got two EICAS messages. The first being 'ENG1 REV FAIL' and the second being 'ENG1 NO DISP'. The flying pilot stated that he had forgotten that the number 1 thrust reverser was locked out but had been able to pull the thrust lever into reverse. We figured that the maintenance procedures in ZZZ had not been completed properly but there was no reason for us to assume that at that time. Upon arrival at the gate I called Maintenance Control and reported what had happened and the messages we had. Company Maintenance was called out to correct the problem. If an aircraft discrepancy is MEL'd and there will be an [expected] associated EICAS message as a result; then it should be included in the MEL so the crew will not be alarmed when it is displayed.


Second narrative: On our descent into the airport; I briefed the visual approach to Runway 35L and noted that we would only have the #2 thrust review. However once we landed my brain revered to muscle memory and after touchdown; I pulled both thrust reverser triggers. I was very surprised when both thrust reverser's moved to the full aft position. At that point we got the 'ENG 1 REV FAIL' and 'ENG 1 NO DISPATCH' EICAS messages.We called Maintenance and they came to the aircraft. Maintenance informed us that ZZZ Maintenance did not perform the MEL procedure correctly...I am not a mechanic and I don't have the skills to verify whether or not maintenance was or was not done properly. However; if the MEL had had a note in it for the flight crew to verify that a certain EICAS message was present; this whole situation could have been avoided. From now on; I will be asking all contract Maintenance personnel for a copy of the maintenance procedure that they were sent. I may not be able to understand it; but I will question Maintenance Control in all areas where I need clarification.


Synopsis: When contract Maintenance at an enroute stop failed to properly comply with MEL procedures for a thrust reverser failure EICAS message the scenario was duplicated at the next point of landing; after which company Maintenance corrected the flawed corrective action.