 |
37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
|
A DC10-10 reported low oil pressure #1 engine on first flight after engine was replaced. Found replacement engine configured for #2 position and oil service lines were not capped.
| Attributes | |
| ACN | 358469 |
| Time | |
| Date | 199701 |
| Day | Mon |
| Local Time Of Day | 0001 To 0600 |
| Place | |
| Locale Reference | airport : sea |
| State Reference | WA |
| Altitude | agl bound lower : 0 agl bound upper : 0 |
| Environment | |
| Light | Night |
| Aircraft 1 | |
| Operator | common carrier : air carrier |
| Make Model Name | DC-10 10 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | other |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | other personnel other |
| Qualification | other other : other |
| ASRS Report | 358469 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | other personnel other |
| Qualification | other other : other |
| Events | |
| Anomaly | aircraft equipment problem : critical non adherence : published procedure non adherence : far other anomaly other |
| Independent Detector | other flight crewa other other : unspecified cockpit |
| Resolutory Action | none taken : detected after the fact |
| Consequence | Other |
| Supplementary | |
| Air Traffic Incident | other |
Narrative:
On jan xx 97 I performed the final inspection on an engine change on aircraft XXX, #1 engine, a DC10. The new motor was previously on an aircraft in the #2 position. The new motor had just had a c-chk performed on it and had a svcable tag. On climb out from sea, the crew noted low oil pressure. There was no engine shutdown. They continued on to den. On arrival in den, 2 oil caps were missing from where the remote servicing lines connect to the oil tank for a #2 engine. Also, the nose spinner was loose and not torqued. I feel we were sent an unsvcable engine. The lines should have been capped when it was removed from the #2 position. The caps are not obvious to see. They are hidden by ground servicing ports. The paperwork is not written very well. There is no reference for converting a #2 position engine to a wing engine position. The paperwork for installing a #2 engine makes a manual reference for wing to tail confign. Most line stations only get wing confign engines. I do not know why we were sent a #2 engine with lines uncapped and parts loose.
Original NASA ASRS Text
Title: A DC10-10 RPTED LOW OIL PRESSURE #1 ENG ON FIRST FLT AFTER ENG WAS REPLACED. FOUND REPLACEMENT ENG CONFIGURED FOR #2 POS AND OIL SVC LINES WERE NOT CAPPED.
Narrative: ON JAN XX 97 I PERFORMED THE FINAL INSPECTION ON AN ENG CHANGE ON ACFT XXX, #1 ENG, A DC10. THE NEW MOTOR WAS PREVIOUSLY ON AN ACFT IN THE #2 POS. THE NEW MOTOR HAD JUST HAD A C-CHK PERFORMED ON IT AND HAD A SVCABLE TAG. ON CLBOUT FROM SEA, THE CREW NOTED LOW OIL PRESSURE. THERE WAS NO ENG SHUTDOWN. THEY CONTINUED ON TO DEN. ON ARR IN DEN, 2 OIL CAPS WERE MISSING FROM WHERE THE REMOTE SVCING LINES CONNECT TO THE OIL TANK FOR A #2 ENG. ALSO, THE NOSE SPINNER WAS LOOSE AND NOT TORQUED. I FEEL WE WERE SENT AN UNSVCABLE ENG. THE LINES SHOULD HAVE BEEN CAPPED WHEN IT WAS REMOVED FROM THE #2 POS. THE CAPS ARE NOT OBVIOUS TO SEE. THEY ARE HIDDEN BY GND SVCING PORTS. THE PAPERWORK IS NOT WRITTEN VERY WELL. THERE IS NO REF FOR CONVERTING A #2 POS ENG TO A WING ENG POS. THE PAPERWORK FOR INSTALLING A #2 ENG MAKES A MANUAL REF FOR WING TO TAIL CONFIGN. MOST LINE STATIONS ONLY GET WING CONFIGN ENGS. I DO NOT KNOW WHY WE WERE SENT A #2 ENG WITH LINES UNCAPPED AND PARTS LOOSE.
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.