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Air carrier medium large transport in-flight engine shutdown because oil filter bypass light came on. Continued to destination airport.
| Attributes | |
| ACN | 161715 |
| Time | |
| Date | 199011 |
| Day | Mon |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | atc facility : den |
| State Reference | CO |
| Altitude | msl bound lower : 35000 msl bound upper : 35000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | artcc : zdv |
| Operator | common carrier : air carrier |
| Make Model Name | Medium Large Transport, Low Wing, 2 Turbojet Eng |
| Navigation In Use | Other |
| Flight Phase | cruise other |
| Route In Use | enroute airway : zdv |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : flight engineer pilot : atp |
| Experience | flight time last 90 days : 180 flight time total : 10000 flight time type : 3500 |
| ASRS Report | 161715 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp pilot : flight engineer |
| Experience | flight time last 90 days : 250 flight time total : 15000 flight time type : 5000 |
| ASRS Report | 162023 |
| Events | |
| Anomaly | aircraft equipment problem : critical |
| Independent Detector | aircraft equipment other aircraft equipment : unspecified |
| Resolutory Action | flight crew : declared emergency other |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Aircraft |
Narrative:
Incident began with oil filter clogging light (#1 engine) in cruise, prior to descent into den (iad-den leg). Light went out initially, but then came on again and stayed on. Engine was shut down per checklist, and ATC notified. After this we next notified company dispatch and then checked WX and airport conditions at den and alternate airports. By this time we had traveled a considerable distance from where the incident occurred initially. The prudent choice seemed to be to proceed to den as the nearest suitable airport in point of time, once the situation had been stabilized and information exchanged with ground stations. Is 'land at the nearest suitable airport' defined by the point at which the incident occurs or at the point where the situation has been stabilized and information gathered to make a prudent decision? We feel strongly that we did make the right decision.
Original NASA ASRS Text
Title: ACR MLG INFLT ENGINE SHUTDOWN BECAUSE OIL FILTER BYPASS LIGHT CAME ON. CONTINUED TO DESTINATION ARPT.
Narrative: INCIDENT BEGAN WITH OIL FILTER CLOGGING LIGHT (#1 ENG) IN CRUISE, PRIOR TO DSNT INTO DEN (IAD-DEN LEG). LIGHT WENT OUT INITIALLY, BUT THEN CAME ON AGAIN AND STAYED ON. ENG WAS SHUT DOWN PER CHKLIST, AND ATC NOTIFIED. AFTER THIS WE NEXT NOTIFIED COMPANY DISPATCH AND THEN CHKED WX AND ARPT CONDITIONS AT DEN AND ALTERNATE ARPTS. BY THIS TIME WE HAD TRAVELED A CONSIDERABLE DISTANCE FROM WHERE THE INCIDENT OCCURRED INITIALLY. THE PRUDENT CHOICE SEEMED TO BE TO PROCEED TO DEN AS THE NEAREST SUITABLE ARPT IN POINT OF TIME, ONCE THE SITUATION HAD BEEN STABILIZED AND INFO EXCHANGED WITH GND STATIONS. IS 'LAND AT THE NEAREST SUITABLE ARPT' DEFINED BY THE POINT AT WHICH THE INCIDENT OCCURS OR AT THE POINT WHERE THE SITUATION HAS BEEN STABILIZED AND INFO GATHERED TO MAKE A PRUDENT DECISION? WE FEEL STRONGLY THAT WE DID MAKE THE RIGHT DECISION.
Data retrieved from NASA's ASRS site as of July 2007 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.