Narrative:

At FL370 in vicinity of dik west of bismarck, nd, we had the EICAS message 'right oil filter.' using aircraft operating manual the procedures call for reducing the thrust to idle then, if message doesn't go out, then to shut down the engine. Told ZMP we had problem and needed to descend. Captain seemed reluctant to shut down engine after the message would not go out and also reluctant to declare an emergency. He spent several mins looking for an applicable circuit breaker to reset...then directed me, the first officer, to call dispatch and maintenance via company radio. To ask if there was anything we could reset. After approximately 7-8 mins maintenance finally got back to recommend shutting down right engine. When I told the captain he responded by saying there has to be something else to do. I told him to talk to dispatch and maintenance control that this was his job to do so anyway and I would fly the airplane. I told msp that we probably would go to bismarck (as the dispatcher had suggested) if we decided to divert. I got bis WX from center and built bismarck approach on route 2 on fmcs and activated it. When captain got off radio with dispatch and maintenance, we finally declared an emergency with ZMP. From the time the EICAS message came on to the time we shut the engine down I estimate to be approximately 20 mins. Made single engine approach to a normal landing at bismarck with captain flying. When maintenance personnel from msp inspected the engine later that evening, it was discovered that the oil filter and all engine magneto plugs to be full of metal. This engine had been reworked in msp and had just been installed the previous day. I made at least 3 attempts to persuade in the strong terms that the engine needed to be shut down before the captain finally elected to do so.

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Original NASA ASRS Text

Title: LGT HAS ENG OIL FILTER MESSAGE ON EICAS.

Narrative: AT FL370 IN VICINITY OF DIK W OF BISMARCK, ND, WE HAD THE EICAS MESSAGE 'R OIL FILTER.' USING ACFT OPERATING MANUAL THE PROCS CALL FOR REDUCING THE THRUST TO IDLE THEN, IF MESSAGE DOESN'T GO OUT, THEN TO SHUT DOWN THE ENG. TOLD ZMP WE HAD PROB AND NEEDED TO DSND. CAPT SEEMED RELUCTANT TO SHUT DOWN ENG AFTER THE MESSAGE WOULD NOT GO OUT AND ALSO RELUCTANT TO DECLARE AN EMER. HE SPENT SEVERAL MINS LOOKING FOR AN APPLICABLE CIRCUIT BREAKER TO RESET...THEN DIRECTED ME, THE FO, TO CALL DISPATCH AND MAINT VIA COMPANY RADIO. TO ASK IF THERE WAS ANYTHING WE COULD RESET. AFTER APPROX 7-8 MINS MAINT FINALLY GOT BACK TO RECOMMEND SHUTTING DOWN R ENG. WHEN I TOLD THE CAPT HE RESPONDED BY SAYING THERE HAS TO BE SOMETHING ELSE TO DO. I TOLD HIM TO TALK TO DISPATCH AND MAINT CTL THAT THIS WAS HIS JOB TO DO SO ANYWAY AND I WOULD FLY THE AIRPLANE. I TOLD MSP THAT WE PROBABLY WOULD GO TO BISMARCK (AS THE DISPATCHER HAD SUGGESTED) IF WE DECIDED TO DIVERT. I GOT BIS WX FROM CTR AND BUILT BISMARCK APCH ON RTE 2 ON FMCS AND ACTIVATED IT. WHEN CAPT GOT OFF RADIO WITH DISPATCH AND MAINT, WE FINALLY DECLARED AN EMER WITH ZMP. FROM THE TIME THE EICAS MESSAGE CAME ON TO THE TIME WE SHUT THE ENG DOWN I ESTIMATE TO BE APPROX 20 MINS. MADE SINGLE ENG APCH TO A NORMAL LNDG AT BISMARCK WITH CAPT FLYING. WHEN MAINT PERSONNEL FROM MSP INSPECTED THE ENG LATER THAT EVENING, IT WAS DISCOVERED THAT THE OIL FILTER AND ALL ENG MAGNETO PLUGS TO BE FULL OF METAL. THIS ENG HAD BEEN REWORKED IN MSP AND HAD JUST BEEN INSTALLED THE PREVIOUS DAY. I MADE AT LEAST 3 ATTEMPTS TO PERSUADE IN THE STRONG TERMS THAT THE ENG NEEDED TO BE SHUT DOWN BEFORE THE CAPT FINALLY ELECTED TO DO SO.

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.