Narrative:

After departing the gate at mco and all checklists completed, we were cleared for takeoff. Captain noted to himself lower than normal oil pressure on the left engine with the line up checklist. When the propellers were brought up to maximum with a slight addition of power (approximately 20 percent torque), an aural warning was heard -- low oil pressure. We immediately aborted the takeoff sequence and shut down the left engine to prevent any damage to the engine. We notified the tower and then the gate and upon return, we found the oil cap had either blown off or was never put back on after prior engine oil servicing. The flight was later cancelled. I do not believe any damage happened to the engine due to the immediate shutdown and oil pressure was noted as not going below 35 psi and fluctuating above to 45 psi or so. Though takeoff procedure was initiated, takeoff power was never applied, approximately 20 percent torque maximum. Supplemental information from acn 251711: due to the fact we were late and having being reminded several times of this fact by the gate agent, we failed to check the work of the mechanic, although he had signed off that he did check and add oil and secured caps. Time offered by company to switch planes (27 mins). Had been in seat for approximately 5 hours, 5 legs. Minimum turnaround approximately 15 mins. Agent had harassed crew to hurry up. Company seems to treat crews as second class citizens. After 5 legs and 5 hours we were tired, hungry, and hot. We had a 2 hour flight ahead of us. Company's attitude 'everybody is doing it so don't complain.'

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Original NASA ASRS Text

Title: COMMUTER LTT HAS OIL WARNING ON APPLYING PWR FOR TKOF. ABORT.

Narrative: AFTER DEPARTING THE GATE AT MCO AND ALL CHKLISTS COMPLETED, WE WERE CLRED FOR TKOF. CAPT NOTED TO HIMSELF LOWER THAN NORMAL OIL PRESSURE ON THE L ENG WITH THE LINE UP CHKLIST. WHEN THE PROPS WERE BROUGHT UP TO MAX WITH A SLIGHT ADDITION OF PWR (APPROX 20 PERCENT TORQUE), AN AURAL WARNING WAS HEARD -- LOW OIL PRESSURE. WE IMMEDIATELY ABORTED THE TKOF SEQUENCE AND SHUT DOWN THE L ENG TO PREVENT ANY DAMAGE TO THE ENG. WE NOTIFIED THE TWR AND THEN THE GATE AND UPON RETURN, WE FOUND THE OIL CAP HAD EITHER BLOWN OFF OR WAS NEVER PUT BACK ON AFTER PRIOR ENG OIL SVCING. THE FLT WAS LATER CANCELLED. I DO NOT BELIEVE ANY DAMAGE HAPPENED TO THE ENG DUE TO THE IMMEDIATE SHUTDOWN AND OIL PRESSURE WAS NOTED AS NOT GOING BELOW 35 PSI AND FLUCTUATING ABOVE TO 45 PSI OR SO. THOUGH TKOF PROC WAS INITIATED, TKOF PWR WAS NEVER APPLIED, APPROX 20 PERCENT TORQUE MAX. SUPPLEMENTAL INFORMATION FROM ACN 251711: DUE TO THE FACT WE WERE LATE AND HAVING BEING REMINDED SEVERAL TIMES OF THIS FACT BY THE GATE AGENT, WE FAILED TO CHK THE WORK OF THE MECH, ALTHOUGH HE HAD SIGNED OFF THAT HE DID CHK AND ADD OIL AND SECURED CAPS. TIME OFFERED BY COMPANY TO SWITCH PLANES (27 MINS). HAD BEEN IN SEAT FOR APPROX 5 HRS, 5 LEGS. MINIMUM TURNAROUND APPROX 15 MINS. AGENT HAD HARASSED CREW TO HURRY UP. COMPANY SEEMS TO TREAT CREWS AS SECOND CLASS CITIZENS. AFTER 5 LEGS AND 5 HRS WE WERE TIRED, HUNGRY, AND HOT. WE HAD A 2 HR FLT AHEAD OF US. COMPANY'S ATTITUDE 'EVERYBODY IS DOING IT SO DON'T COMPLAIN.'

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.