Narrative:

On or about aug/sun/04, ship aircraft X was written up by flight crew in ZZZ1. Crew wrote they exceeded maximum egt 575 degrees C and reduced power to maintain 575 degrees C. The aircraft was worked on in ZZZ1. The maintenance in ZZZ1 said they found a wire loose on an egt probe. They ran the engine and engine still did not meet rated thrust and was egt limited. No other engine maintenance was done in ZZZ. The aircraft ferried to ZZZ1 with reduced power on #1. On arrival in ZZZ, I advised my supervisor that it was unknown how long the #1 engine was above 575 degrees C due to the faulty probe found in ZZZ1. The JT3 egt system is wired in parallel and if probe was not wired right as reported in ZZZ1, the cockpit egt indication would read lower than actual engine temperature. I advised engine go for a shop visit, as required by P&west JT3D-7 maintenance manual. The aircraft remained at ZZZ and engine was worked on wing. No egt problem was found as well as no bleed air problems. The aircraft was run up again and failed its trim check once again. Along with failing, it was slow to spool -- 14 seconds. The fuel control unit was changed and aircraft was run up. Again the engine was in limits for spool-up and had 1 degree C egt margin. This run was accomplished in the early morning, so ambient temperature was very low as well as humidity. I again went to my supervisors and explained to them that the maintenance manual clearly states that an egt overtemp required engine inspection and that a fuel control unit could not cause the overtemp problems since there was no egt fix or bleed air problems. The engine must come OTS. My supervisor took my concerns to management. Management determined to continue aircraft in service with #1 engine on wing. The aircraft was released for service on aug/wed/04 with a bad engine.

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Original NASA ASRS Text

Title: A DC8-63 WAS RELEASED FOR SVC WITH #1 ENG HIGH EGT AND 1 DEG MARGIN. PREVIOUS EGT OVERTEMP HAD NO TIME RECORDED. COMPANY DID NOT HAVE REQUIRED ENG INSPECTION COMPLETED.

Narrative: ON OR ABOUT AUG/SUN/04, SHIP ACFT X WAS WRITTEN UP BY FLT CREW IN ZZZ1. CREW WROTE THEY EXCEEDED MAX EGT 575 DEGS C AND REDUCED PWR TO MAINTAIN 575 DEGS C. THE ACFT WAS WORKED ON IN ZZZ1. THE MAINT IN ZZZ1 SAID THEY FOUND A WIRE LOOSE ON AN EGT PROBE. THEY RAN THE ENG AND ENG STILL DID NOT MEET RATED THRUST AND WAS EGT LIMITED. NO OTHER ENG MAINT WAS DONE IN ZZZ. THE ACFT FERRIED TO ZZZ1 WITH REDUCED PWR ON #1. ON ARR IN ZZZ, I ADVISED MY SUPVR THAT IT WAS UNKNOWN HOW LONG THE #1 ENG WAS ABOVE 575 DEGS C DUE TO THE FAULTY PROBE FOUND IN ZZZ1. THE JT3 EGT SYS IS WIRED IN PARALLEL AND IF PROBE WAS NOT WIRED RIGHT AS RPTED IN ZZZ1, THE COCKPIT EGT INDICATION WOULD READ LOWER THAN ACTUAL ENG TEMP. I ADVISED ENG GO FOR A SHOP VISIT, AS REQUIRED BY P&W JT3D-7 MAINT MANUAL. THE ACFT REMAINED AT ZZZ AND ENG WAS WORKED ON WING. NO EGT PROB WAS FOUND AS WELL AS NO BLEED AIR PROBS. THE ACFT WAS RUN UP AGAIN AND FAILED ITS TRIM CHK ONCE AGAIN. ALONG WITH FAILING, IT WAS SLOW TO SPOOL -- 14 SECONDS. THE FUEL CTL UNIT WAS CHANGED AND ACFT WAS RUN UP. AGAIN THE ENG WAS IN LIMITS FOR SPOOL-UP AND HAD 1 DEG C EGT MARGIN. THIS RUN WAS ACCOMPLISHED IN THE EARLY MORNING, SO AMBIENT TEMP WAS VERY LOW AS WELL AS HUMIDITY. I AGAIN WENT TO MY SUPVRS AND EXPLAINED TO THEM THAT THE MAINT MANUAL CLRLY STATES THAT AN EGT OVERTEMP REQUIRED ENG INSPECTION AND THAT A FUEL CTL UNIT COULD NOT CAUSE THE OVERTEMP PROBS SINCE THERE WAS NO EGT FIX OR BLEED AIR PROBS. THE ENG MUST COME OTS. MY SUPVR TOOK MY CONCERNS TO MGMNT. MGMNT DETERMINED TO CONTINUE ACFT IN SVC WITH #1 ENG ON WING. THE ACFT WAS RELEASED FOR SVC ON AUG/WED/04 WITH A BAD ENG.

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.