Narrative:

Approximately 1 hour after takeoff, #2 engine oil temperature went into caution range. Retarded #2 throttle to approximately mid-range. Temperature went back to green arc, then back to caution range, then to red line. Shutdown #2 engine as per pilot's operation manual and diverted to phx. Time in caution range, approximately 4 min. Callback conversation with reporter revealed the following information: the reporter flies the B727-200 for a major air carrier. He does not remember why the oil temperature got hot, but knows that it was not a false alarm. The engine did not lose oil quantity. Supplemental information from acn 309734: discussion with dispatch led to a decision to overfly abq and land at dfw. East of abq broken lines of cumulo nimbus and numerous twring cumulus clouds made continued eastbound flight less attractive and a 180 degree turn was made. Abq was deemed unsuitable and flight continued wbound to phx, where the WX was no factor. Captain's performance was frequently impaired by his concern over what was 'legal' and how 'this will look later on.' this seemed to be his biggest concern. Crews need to be familiar enough with procedures and regulatory constraints so that they can perform safely and confidently, not in constant fear that something might not look perfect later on. Perhaps if the FAA was less pedantic and ruthless with enforcement action this would change.

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Original NASA ASRS Text

Title: ACFT EQUIP PROB HIGH OIL TEMP ON ONE OF 3 ENGS.

Narrative: APPROX 1 HR AFTER TKOF, #2 ENG OIL TEMP WENT INTO CAUTION RANGE. RETARDED #2 THROTTLE TO APPROX MID-RANGE. TEMP WENT BACK TO GREEN ARC, THEN BACK TO CAUTION RANGE, THEN TO RED LINE. SHUTDOWN #2 ENG AS PER PLT'S OP MANUAL AND DIVERTED TO PHX. TIME IN CAUTION RANGE, APPROX 4 MIN. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR FLIES THE B727-200 FOR A MAJOR ACR. HE DOES NOT REMEMBER WHY THE OIL TEMP GOT HOT, BUT KNOWS THAT IT WAS NOT A FALSE ALARM. THE ENG DID NOT LOSE OIL QUANTITY. SUPPLEMENTAL INFO FROM ACN 309734: DISCUSSION WITH DISPATCH LED TO A DECISION TO OVERFLY ABQ AND LAND AT DFW. E OF ABQ BROKEN LINES OF CUMULO NIMBUS AND NUMEROUS TWRING CUMULUS CLOUDS MADE CONTINUED EBOUND FLT LESS ATTRACTIVE AND A 180 DEG TURN WAS MADE. ABQ WAS DEEMED UNSUITABLE AND FLT CONTINUED WBOUND TO PHX, WHERE THE WX WAS NO FACTOR. CAPT'S PERFORMANCE WAS FREQUENTLY IMPAIRED BY HIS CONCERN OVER WHAT WAS 'LEGAL' AND HOW 'THIS WILL LOOK LATER ON.' THIS SEEMED TO BE HIS BIGGEST CONCERN. CREWS NEED TO BE FAMILIAR ENOUGH WITH PROCS AND REGULATORY CONSTRAINTS SO THAT THEY CAN PERFORM SAFELY AND CONFIDENTLY, NOT IN CONSTANT FEAR THAT SOMETHING MIGHT NOT LOOK PERFECT LATER ON. PERHAPS IF THE FAA WAS LESS PEDANTIC AND RUTHLESS WITH ENFORCEMENT ACTION THIS WOULD CHANGE.

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.