Inspector reported concerns over previously reported damage to engine forward mounts that was not repaired correctly and was still present. Inspector also reported that documentation is not correct to report and track using traditional paper records and on line applications.

Narrative

I arrived on shift on Date at XA PM for our unscheduled engine change on Aircraft X. after clocking in; I walked to the airplane to verify documentation had been generated and what all was left to accomplish prior to hanging the new engine on the aircraft [had been complied with]. I noticed that there was not a single non routine created to address the forward mount. Given that we consistently have issues with damage being found on the FWD engine mount; I went to look and found a large gouge on the FWD alignment pin hole. This item had been documented previously in Year under item XXXXXXX ref EAXXXXXXa. After reading through the documentation; I noticed a discrepancy with the reported information under the EA and the condition on the aircraft and generated item XXXXXXY for the new damage. The previous EAXXXXXXa does not reference the harsh edge left in the guide pin hole. Original documented damage was .150 into the hole; .080; and .335 around the circumference of the hole. The current conditions of the damage are .168 into the hole; .090 wide; and a circumferential length of .225 with a hole size of .858. Per SRM XX-XX-XX-XXX-XXX figure 5; a 40:1 blend ratio of the width of damage is required to be accomplished; and as such should have originally been documented as 3.2' long around the circumference of the hole. The total hole circumference is only 2.7' around. In order to remove a 40:1 blend out with the current dimensions; you would need a 3.7 inch circumferential chamfer.Additionally; there is cross section removal limit of .0039. the reported cross sectional removal limit was .006; and currently sits at .00756. This damage is out of limits per SRM and DOES NOT MATCH the data reported in the initial EA. The current damage as shown on the aircraft; the items with arrows are in limits per SRM; but have not been added to any EA technical document.Due to management pressures and consistent request for rushed engine changes; things can be missed. We are consistently being asked to overlook and reassess all the time. Given all the eyes on our station for engine changes (Aircraft X having an aborted takeoff on #2 engine after #1 engine change; Aircraft Y needing a fuel pump/HMU after lockup during start; and Aircraft Z requiring extensive fitting rework due to LESS damage than reported here; why we can allow this to go as 'previously reported damage' without the EA containing any mention of sharp edges left in the fitting hole is beyond me. Reduce management pressure on Technicians to ensure a safe and quality product is provided to our customers. People fly on our planes; and it is our job to correct any unsafe condition to the best of our ability. Reduce the number of unqualified mechanics working engine changes in our high stress environment. This is not a job that can be done by someone who has not had the experience of doing them. They will continue to misinterpret; miss document; and incorrectly perform maintenance when there is not someone there to guide them.