Narrative:

Last leg of a trip, and night takeoff from key west international. Key west is a relatively short runway. Captain's takeoff, I was PNF. Cleared for takeoff, captain set power and I fine-tuned throttles. I gave 80 KT call, and just before V1, got master caution and aural warning 'oil.' I saw 'oil press 2' on warning panel, and also saw #2 oil pressure gauge at 0, and called for abort. Captain performed a perfect aborted takeoff procedure, and when the aircraft was slowed to a taxi speed, and under control we shut down the #2 engine. Returned to the gate to investigate. Mechanics were dispatched to key west and discovered that the #2 engine's oil cooler had ruptured. The mechanics spent all night replacing the cooler, and by aprox XA00 am, aircraft was repaired and signed off by maintenance for a ferry flight back to our home base, orlando (mco). Ferry flight was uneventful, however afterwards it occured to me that the early morning ferry flight was my 7TH consecutive day of flying. The original trip was scheduled to finish up at ZZ13 on day xx when I returned from key west. This flight was aborted and by the time repairs were made, I was ferrying back on day xx +.1. Six days of flying along with the excitement of an aborted takeoff on a short runway, and staying up all night as repairs were made had led me to forget about flying a 7TH day. It also came to light later on, that the aircraft should not have been signed off for a ferry flight without further tests, as engine had run with zero oil pressure, although no damage was evident. This was pruely a maintenance issue, as we had received proper sign-off when repairs were made in key west.

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Original NASA ASRS Text

Title: ACFT EQUIP PROB. #2 ENG OIL COOLER RUPTURED ON TKOF ROLL, WARNING LIGHTS ILLUMINATED AND THE OIL PRESSURE WAS 0. FLC ABORTED TKOF AND RETURNED FOR REPAIR. ACCOMPLISHED REPAIR ABOUT 8 HRS LATER AND FLC FERRIED ACFT TO HOME BASE. RPTR FO LATER REALIZED THAT HE WAS WORKING INTO THE SEVENTH DAY AND NOT IN ACCORDANCE WITH FARS. LATER IT WAS NOTED THAT THE ACFT SHOULD NOT HAVE BEEN FERRIED WITHOUT FURTHER TESTS.

Narrative: LAST LEG OF A TRIP, AND NIGHT TKOF FROM KEY WEST INTL. KEY WEST IS A RELATIVELY SHORT RWY. CAPT'S TKOF, I WAS PNF. CLRED FOR TKOF, CAPT SET PWR AND I FINE-TUNED THROTTLES. I GAVE 80 KT CALL, AND JUST BEFORE V1, GOT MASTER CAUTION AND AURAL WARNING 'OIL.' I SAW 'OIL PRESS 2' ON WARNING PANEL, AND ALSO SAW #2 OIL PRESSURE GAUGE AT 0, AND CALLED FOR ABORT. CAPT PERFORMED A PERFECT ABORTED TKOF PROC, AND WHEN THE ACFT WAS SLOWED TO A TAXI SPD, AND UNDER CTL WE SHUT DOWN THE #2 ENG. RETURNED TO THE GATE TO INVESTIGATE. MECHS WERE DISPATCHED TO KEY WEST AND DISCOVERED THAT THE #2 ENG'S OIL COOLER HAD RUPTURED. THE MECHS SPENT ALL NIGHT REPLACING THE COOLER, AND BY APROX XA00 AM, ACFT WAS REPAIRED AND SIGNED OFF BY MAINT FOR A FERRY FLT BACK TO OUR HOME BASE, ORLANDO (MCO). FERRY FLT WAS UNEVENTFUL, HOWEVER AFTERWARDS IT OCCURED TO ME THAT THE EARLY MORNING FERRY FLT WAS MY 7TH CONSECUTIVE DAY OF FLYING. THE ORIGINAL TRIP WAS SCHEDULED TO FINISH UP AT ZZ13 ON DAY XX WHEN I RETURNED FROM KEY WEST. THIS FLT WAS ABORTED AND BY THE TIME REPAIRS WERE MADE, I WAS FERRYING BACK ON DAY XX +.1. SIX DAYS OF FLYING ALONG WITH THE EXCITEMENT OF AN ABORTED TKOF ON A SHORT RWY, AND STAYING UP ALL NIGHT AS REPAIRS WERE MADE HAD LED ME TO FORGET ABOUT FLYING A 7TH DAY. IT ALSO CAME TO LIGHT LATER ON, THAT THE ACFT SHOULD NOT HAVE BEEN SIGNED OFF FOR A FERRY FLT WITHOUT FURTHER TESTS, AS ENG HAD RUN WITH ZERO OIL PRESSURE, ALTHOUGH NO DAMAGE WAS EVIDENT. THIS WAS PRUELY A MAINT ISSUE, AS WE HAD RECEIVED PROPER SIGN-OFF WHEN REPAIRS WERE MADE IN KEY WEST.

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.