Narrative:

Our flight was delayed for 1 hour due to a maintenance problem on our inbound aircraft. The inbound crew had received a 'right engine low oil pressure' warning message inbound. Our maintenance crew looked at the aircraft and had signed the aircraft as good to go. Maintenance listed the repairs as 'checked for oil leaks, and added oil to the aircraft.' all of the maintenance work was done before we received the aircraft. Upon doing my preflight, I noticed no discrepancies. The takeoff, climb, and cruise were normal. About 180 NM from bgr, we received a 'right engine low oil pressure' warning message. This occurred at FL290 at .77 mach. After receiving the message, we completed the 'engine oil low pressure' emergency checklist. Upon retarding the throttle, the warning went away and the psi fluctuated around 25 psi. Even though the psi was low, 25 psi is the steady state idle limit, so we decided not to shut the engine down after consulting our dispatch and maintenance control. We did not declare an emergency and the descent and landing were uneventful at bgr. Maintenance met the aircraft at bgr and began performing maintenance checks. Upon completion of my walkaround, there were no oil leaks. The return flight was canceled and the crew was sent to the hotel. As we were leaving, the maintenance guy informed us that he added 6 quarts of oil to the right engine. Callback conversation with reporter revealed the following information: the reporter stated the walkaround inspection revealed no oil leaks from the right engine which was worked on prior to departure for high oil consumption. The reporter said the airplane was in bgr for 4 days for the engine to be replaced. The reporter stated maintenance findings were a failed 14TH stage compressor bearing seal allowing the oil to be dumped into the gas path.

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Original NASA ASRS Text

Title: A CANADAIR CL65 IN CRUISE AT FL290 OPERATED THE R ENG AT IDLE DUE TO LOW OIL PRESSURE CAUSED BY 14TH STAGE COMPRESSOR BEARING SEAL FAILURE.

Narrative: OUR FLT WAS DELAYED FOR 1 HR DUE TO A MAINT PROB ON OUR INBOUND ACFT. THE INBOUND CREW HAD RECEIVED A 'R ENG LOW OIL PRESSURE' WARNING MESSAGE INBOUND. OUR MAINT CREW LOOKED AT THE ACFT AND HAD SIGNED THE ACFT AS GOOD TO GO. MAINT LISTED THE REPAIRS AS 'CHKED FOR OIL LEAKS, AND ADDED OIL TO THE ACFT.' ALL OF THE MAINT WORK WAS DONE BEFORE WE RECEIVED THE ACFT. UPON DOING MY PREFLT, I NOTICED NO DISCREPANCIES. THE TKOF, CLB, AND CRUISE WERE NORMAL. ABOUT 180 NM FROM BGR, WE RECEIVED A 'R ENG LOW OIL PRESSURE' WARNING MESSAGE. THIS OCCURRED AT FL290 AT .77 MACH. AFTER RECEIVING THE MESSAGE, WE COMPLETED THE 'ENG OIL LOW PRESSURE' EMER CHKLIST. UPON RETARDING THE THROTTLE, THE WARNING WENT AWAY AND THE PSI FLUCTUATED AROUND 25 PSI. EVEN THOUGH THE PSI WAS LOW, 25 PSI IS THE STEADY STATE IDLE LIMIT, SO WE DECIDED NOT TO SHUT THE ENG DOWN AFTER CONSULTING OUR DISPATCH AND MAINT CTL. WE DID NOT DECLARE AN EMER AND THE DSCNT AND LNDG WERE UNEVENTFUL AT BGR. MAINT MET THE ACFT AT BGR AND BEGAN PERFORMING MAINT CHKS. UPON COMPLETION OF MY WALKAROUND, THERE WERE NO OIL LEAKS. THE RETURN FLT WAS CANCELED AND THE CREW WAS SENT TO THE HOTEL. AS WE WERE LEAVING, THE MAINT GUY INFORMED US THAT HE ADDED 6 QUARTS OF OIL TO THE R ENG. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE WALKAROUND INSPECTION REVEALED NO OIL LEAKS FROM THE R ENG WHICH WAS WORKED ON PRIOR TO DEP FOR HIGH OIL CONSUMPTION. THE RPTR SAID THE AIRPLANE WAS IN BGR FOR 4 DAYS FOR THE ENG TO BE REPLACED. THE RPTR STATED MAINT FINDINGS WERE A FAILED 14TH STAGE COMPRESSOR BEARING SEAL ALLOWING THE OIL TO BE DUMPED INTO THE GAS PATH.

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.