Narrative:

#2 engine and #2 engine idg oil service performed per job card. No abnormal conditions noted. Servicing performed on jun/xa/07. Aircraft departed 2 days later. Aircraft diverted due to #2 idg frequency fluctuation and high idg oil temperature and #1 idg frequency fluctuation with rising oil temperature. #2 idg was replaced; #1 idg service port found leaking and service port was replaced. This is an unusual occurrence. It is normal to have residual oil at service port. No leak check is called out in work documents. Idg's are pressurized during normal operation; but not when servicing until engine is operated. It may be possible to discover an unseated check valve poppet in the service port after disconnecting the service hose. Callback conversation with reporter revealed the following information: reporter stated it is most unusual to have dual idg failures. The #1 idg was never disconnected in flight. However #2 was. Reporter also stated he suspects the oil servicing port internal poppet type check valve for the specific idg may not be seating properly after disconnecting the oil servicing hose. If so; this could account for the oil fluid loss and subsequent idg failure. This reporter; an experienced mechanic; also adds he has seen this happen (oil servicing ports not seating) on other airbus fleets; specifically the A319/320. He never had that issue on any of the boeing fleets he has worked. Now; with this most recent incident he services fluid as required; but waits for a while to see if the poppet has seated or if any fluid drips from the service port; before re-attaching the protective cap on the port. Mechanic suggested the oil servicing cart (bucket) be removed from service and analyzed for any possible contamination in the oil fluid.

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Original NASA ASRS Text

Title: AN A300 ACFT HAD DUAL IDG GENERATOR FAILURES. IDG OIL SERVICING PORTS SUSPECTED.

Narrative: #2 ENG AND #2 ENG IDG OIL SVC PERFORMED PER JOB CARD. NO ABNORMAL CONDITIONS NOTED. SVCING PERFORMED ON JUN/XA/07. ACFT DEPARTED 2 DAYS LATER. ACFT DIVERTED DUE TO #2 IDG FREQ FLUCTUATION AND HIGH IDG OIL TEMP AND #1 IDG FREQ FLUCTUATION WITH RISING OIL TEMP. #2 IDG WAS REPLACED; #1 IDG SVC PORT FOUND LEAKING AND SVC PORT WAS REPLACED. THIS IS AN UNUSUAL OCCURRENCE. IT IS NORMAL TO HAVE RESIDUAL OIL AT SVC PORT. NO LEAK CHK IS CALLED OUT IN WORK DOCUMENTS. IDG'S ARE PRESSURIZED DURING NORMAL OP; BUT NOT WHEN SVCING UNTIL ENG IS OPERATED. IT MAY BE POSSIBLE TO DISCOVER AN UNSEATED CHK VALVE POPPET IN THE SVC PORT AFTER DISCONNECTING THE SVC HOSE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATED IT IS MOST UNUSUAL TO HAVE DUAL IDG FAILURES. THE #1 IDG WAS NEVER DISCONNECTED IN FLIGHT. HOWEVER #2 WAS. REPORTER ALSO STATED HE SUSPECTS THE OIL SERVICING PORT INTERNAL POPPET TYPE CHECK VALVE FOR THE SPECIFIC IDG MAY NOT BE SEATING PROPERLY AFTER DISCONNECTING THE OIL SERVICING HOSE. IF SO; THIS COULD ACCOUNT FOR THE OIL FLUID LOSS AND SUBSEQUENT IDG FAILURE. THIS REPORTER; AN EXPERIENCED MECHANIC; ALSO ADDS HE HAS SEEN THIS HAPPEN (OIL SERVICING PORTS NOT SEATING) ON OTHER AIRBUS FLEETS; SPECIFICALLY THE A319/320. HE NEVER HAD THAT ISSUE ON ANY OF THE BOEING FLEETS HE HAS WORKED. NOW; WITH THIS MOST RECENT INCIDENT HE SERVICES FLUID AS REQUIRED; BUT WAITS FOR A WHILE TO SEE IF THE POPPET HAS SEATED OR IF ANY FLUID DRIPS FROM THE SERVICE PORT; BEFORE RE-ATTACHING THE PROTECTIVE CAP ON THE PORT. MECHANIC SUGGESTED THE OIL SERVICING CART (BUCKET) BE REMOVED FROM SERVICE AND ANALYZED FOR ANY POSSIBLE CONTAMINATION IN THE OIL FLUID.

Data retrieved from NASA's ASRS site as of January 2009 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.