Narrative:

I was the lead technician assigned to a boeing 757-200; which was scheduled for replacement of the number one engine. When I arrived at work; the old engine had already been removed; and the new engine was being prepared for installation. During the course of the day; it was necessary for us to move the aircraft in and out of the hangar twice; in order to allow space for other aircraft. Other than that; the installation went smoothly. With all the movement impeding progress; we were finally able to get the aircraft to the run-up area at approximately. The aircraft was returned to service later that night.upon arriving at work the next morning; I learned that the engine that was installed on our B757; belonged to carrier X; and was being leased by us. At this time; I realized that their engine; idg and starter were serviced with the incorrect type oil. Our company uses bp-2197 in our B757 engines; and bp-2380 in our engine accessories. Carrier X uses a different turbine oil in their engines and accessories. Immediately upon discovering this; I contacted our maintenance control and the pw 2000 analyst. Their research showed that the three types of oil are compatible. As a result; powerplant engineering issued an engineering authorization (ea); outlining the changeover of engines to our oil servicing procedures. The oil in the secondary (accessory) systems was drained and replaced. The conversion of the main oil system will be enacted using the 'top-off' method.this situation could have been avoided by employing better communication. The 8130 tag which was issued with the engine was our company tag. My department replaces and services engines quite frequently; and we are very accustomed to B757's. Had this been a customer's aircraft; closer attention would have been paid to oil type. In addition; the job instruction cards being employed only direct the technician to service the engine and components; and do not specify oil type (again; usually not needed). The last opportunity available to catch our mistake was during final servicing after engine run-up; at which time the work area was dark. As I was in charge of this aircraft; I am responsible for ensuring that proper procedures are being followed. I will be certain to review work documents more thoroughly in the future.

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Original NASA ASRS Text

Title: A Lead and a Mechanic report about a leased PW-2000 engine that was installed on one of their B757-200 aircraft and serviced with a different type of engine oil.

Narrative: I was the Lead Technician assigned to a Boeing 757-200; which was scheduled for replacement of the number one engine. When I arrived at work; the old engine had already been removed; and the new engine was being prepared for installation. During the course of the day; it was necessary for us to move the aircraft in and out of the hangar twice; in order to allow space for other aircraft. Other than that; the installation went smoothly. With all the movement impeding progress; we were finally able to get the aircraft to the run-up area at approximately. The aircraft was returned to service later that night.Upon arriving at work the next morning; I learned that the engine that was installed on our B757; belonged to Carrier X; and was being leased by us. At this time; I realized that their engine; IDG and Starter were serviced with the incorrect type oil. Our company uses BP-2197 in our B757 engines; and BP-2380 in our engine accessories. Carrier X uses a different turbine oil in their engines and accessories. Immediately upon discovering this; I contacted our Maintenance Control and the PW 2000 Analyst. Their research showed that the three types of oil are compatible. As a result; Powerplant Engineering issued an Engineering Authorization (EA); outlining the changeover of engines to our oil servicing procedures. The oil in the secondary (accessory) systems was drained and replaced. The conversion of the main oil system will be enacted using the 'Top-Off' method.This situation could have been avoided by employing better communication. The 8130 tag which was issued with the engine was our company tag. My department replaces and services engines quite frequently; and we are very accustomed to B757's. Had this been a customer's aircraft; closer attention would have been paid to oil type. In addition; the job instruction cards being employed only direct the Technician to service the engine and components; and do not specify oil type (again; usually not needed). The last opportunity available to catch our mistake was during final servicing after engine run-up; at which time the work area was dark. As I was in charge of this aircraft; I am responsible for ensuring that proper procedures are being followed. I will be certain to review work documents more thoroughly in the future.

Data retrieved from NASA's ASRS site as of April 2012 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.