Narrative:

On feb/mon/02 air carrier B757 aircraft X arrived in ZZZ at XA30 for a scheduled layover check. I work the night shift at the airport. The layover check was an extensive check called an 'a' service check x-xx. Also scheduled was an operation XXX #1 engine oil filter change. I svced the #1 engine with 6 pints of oil and completed the service check portion of the check and found no signs of oil leakage. I then proceeded to perform the oil filter change per instructions on the job instruction card paper work x-xx. In the instructions is how to install the oil filter and new o-rings on the oil filter cover housing. I did so as per instructions as well as cleaned the housing cover and tightened the cover to the proper torque values. As I tightened the cover, I did not notice any resistance to the filter cover or the o-ring binding up or nicked or cut. The cover went on normally like any other oil filter cover I have changed in the past. After the work was done on that engine and the other engine and aircraft another technician went up into the cockpit and prepared the aircraft for engine run -- start APU, turn on air to that engine, turn on fuel pumps, and turn on hydraulic pumps, etc. I called on the radio to the person in the cockpit that it was clear to run #1 engine. He started the engine and ran it for about 5 mins. During that time I observed, inspected, and felt for any oil leaks such as engine oil, hydraulic oil, idg oil, fuel, and air. I detected no leaks of any kind -- before engine start or after engine shutdown. I closed up the engine fan cowls and signed off the oil filter job instruction card and logbook. We then had the aircraft towed from gate xx to xy. We then exited the aircraft, secured it, and then left the air carrier. In the morning feb/tue/02, aircraft X departed ZZZ to ZZZ1 flight abc. It had a layover in ZZZ1 for about 1 hour then departed to ZZZ2 flight abcd. It had a layover in ZZZ2 for about 1 hour then departed to ZZZ3 flight efg. 1/2 way through the ZZZ2 to ZZZ3 flight, the pilots saw a low engine oil pressure light and noticed zero on the oil quantity EICAS screens and shut down the #1 engine. The flight crew declared an emergency and landed in ZZZ4. It is unknown to me what the oil quantity was when the aircraft landed in ZZZ1 or in ZZZ2. Air carrier X called out 2 maintenance technician crews from ZZZ5 to find out what the problem was. They reported to the maintenance coordination center in ZZZ3 that they had found a loose or xthreaded 'B' nut on an oil line from the oil tank to the gear box or somewhere in that area and a cut o-ring on the oil filter cover housing. I have gone through my mind and retraced my actions and steps and I am sure I did not see any oil leaks and did not see or feel the o-ring cut or binding. Machines do wear out, break, and fail. This aircraft X made 3 flts that day before the pilots noticed the low oil pressure and zero oil quantity on the EICAS screen.

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Original NASA ASRS Text

Title: A B757-200 DECLARED AN EMER AND DIVERTED DUE TO L ENG LOSS OF OIL QUANTITY. L ENG SHUTDOWN. CAUSED BY LOOSE 'B' NUT AND IMPROPER FILTER REPLACEMENT.

Narrative: ON FEB/MON/02 ACR B757 ACFT X ARRIVED IN ZZZ AT XA30 FOR A SCHEDULED LAYOVER CHK. I WORK THE NIGHT SHIFT AT THE ARPT. THE LAYOVER CHK WAS AN EXTENSIVE CHK CALLED AN 'A' SVC CHK X-XX. ALSO SCHEDULED WAS AN OP XXX #1 ENG OIL FILTER CHANGE. I SVCED THE #1 ENG WITH 6 PINTS OF OIL AND COMPLETED THE SVC CHK PORTION OF THE CHK AND FOUND NO SIGNS OF OIL LEAKAGE. I THEN PROCEEDED TO PERFORM THE OIL FILTER CHANGE PER INSTRUCTIONS ON THE JOB INSTRUCTION CARD PAPER WORK X-XX. IN THE INSTRUCTIONS IS HOW TO INSTALL THE OIL FILTER AND NEW O-RINGS ON THE OIL FILTER COVER HOUSING. I DID SO AS PER INSTRUCTIONS AS WELL AS CLEANED THE HOUSING COVER AND TIGHTENED THE COVER TO THE PROPER TORQUE VALUES. AS I TIGHTENED THE COVER, I DID NOT NOTICE ANY RESISTANCE TO THE FILTER COVER OR THE O-RING BINDING UP OR NICKED OR CUT. THE COVER WENT ON NORMALLY LIKE ANY OTHER OIL FILTER COVER I HAVE CHANGED IN THE PAST. AFTER THE WORK WAS DONE ON THAT ENG AND THE OTHER ENG AND ACFT ANOTHER TECHNICIAN WENT UP INTO THE COCKPIT AND PREPARED THE ACFT FOR ENG RUN -- START APU, TURN ON AIR TO THAT ENG, TURN ON FUEL PUMPS, AND TURN ON HYD PUMPS, ETC. I CALLED ON THE RADIO TO THE PERSON IN THE COCKPIT THAT IT WAS CLR TO RUN #1 ENG. HE STARTED THE ENG AND RAN IT FOR ABOUT 5 MINS. DURING THAT TIME I OBSERVED, INSPECTED, AND FELT FOR ANY OIL LEAKS SUCH AS ENG OIL, HYD OIL, IDG OIL, FUEL, AND AIR. I DETECTED NO LEAKS OF ANY KIND -- BEFORE ENG START OR AFTER ENG SHUTDOWN. I CLOSED UP THE ENG FAN COWLS AND SIGNED OFF THE OIL FILTER JOB INSTRUCTION CARD AND LOGBOOK. WE THEN HAD THE ACFT TOWED FROM GATE XX TO XY. WE THEN EXITED THE ACFT, SECURED IT, AND THEN LEFT THE ACR. IN THE MORNING FEB/TUE/02, ACFT X DEPARTED ZZZ TO ZZZ1 FLT ABC. IT HAD A LAYOVER IN ZZZ1 FOR ABOUT 1 HR THEN DEPARTED TO ZZZ2 FLT ABCD. IT HAD A LAYOVER IN ZZZ2 FOR ABOUT 1 HR THEN DEPARTED TO ZZZ3 FLT EFG. 1/2 WAY THROUGH THE ZZZ2 TO ZZZ3 FLT, THE PLTS SAW A LOW ENG OIL PRESSURE LIGHT AND NOTICED ZERO ON THE OIL QUANTITY EICAS SCREENS AND SHUT DOWN THE #1 ENG. THE FLC DECLARED AN EMER AND LANDED IN ZZZ4. IT IS UNKNOWN TO ME WHAT THE OIL QUANTITY WAS WHEN THE ACFT LANDED IN ZZZ1 OR IN ZZZ2. ACR X CALLED OUT 2 MAINT TECHNICIAN CREWS FROM ZZZ5 TO FIND OUT WHAT THE PROB WAS. THEY RPTED TO THE MAINT COORD CTR IN ZZZ3 THAT THEY HAD FOUND A LOOSE OR XTHREADED 'B' NUT ON AN OIL LINE FROM THE OIL TANK TO THE GEAR BOX OR SOMEWHERE IN THAT AREA AND A CUT O-RING ON THE OIL FILTER COVER HOUSING. I HAVE GONE THROUGH MY MIND AND RETRACED MY ACTIONS AND STEPS AND I AM SURE I DID NOT SEE ANY OIL LEAKS AND DID NOT SEE OR FEEL THE O-RING CUT OR BINDING. MACHINES DO WEAR OUT, BREAK, AND FAIL. THIS ACFT X MADE 3 FLTS THAT DAY BEFORE THE PLTS NOTICED THE LOW OIL PRESSURE AND ZERO OIL QUANTITY ON THE EICAS SCREEN.

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.