An A321 flight crew relied on maintenance control to evaluate a decreasing oil quantity level indica...

Narrative:

Approximately 45 minutes into the flight; noticed oil quantity gauge on eng. #1 indicating 3.0 qts and flashing. All other engine indications normal. Called maintenance control and relayed information. Maintenance control pulled up information and informed us that they believed it was an oil transmitter that had failed. We proceeded with the flight. The engine #1 oil indicator went to xx on the gauge approximately 45 minutes later. Approximately 2 hours into the flight we started to notice the oil pressure on engine #1 modulating between 48 and 44 psi. Talked to maintenance control several times again. The captain and myself talked about diverting and also came up with a plan if these indications were real. Approximately 200 miles from ZZZ; we asked center for priority handling and were cleared to ZZZ direct. Approximately 30-45 minutes from ZZZ; oil pressure on engine #1 was around 22 psi and [fluctuating] between 16 and 28. We then received an ECAM; momentarily; when oil psi reached 14. All other engine indicators were normal. On final approach into ZZZ; an ECAM warning continued to come on and off frequently; however; never stayed on permanently. The engine performed normally throughout the entire flight. Normal landing was made. On taxi in to the gate; ECAM continued to come on and off until we got to the gate. Upon inspection by a mechanic; he informed us that we had no oil in engine #1.the event most likely began on takeoff with the slow loss of oil due to a failure or malfunction and continued to deteriorate throughout the flight. We relied on maintenance control's expertise to analyze the indications and come up with an opinion. The intermittent ECAM was a problem on the approach.in the event that this ever happens again; a precautionary landing at a suitable airport should be recommended. On the other hand; do you want to make a diversion or return to field; if it is just a transmitter or glitch? In this case; a return or divert would have been justified. There should be guidance regarding an ECAM that is intermittent; never staying on permanently. We can't perform an ECAM action if it doesn't stay on long enough to read the items to be conducted; this could lead to guessing.

Original NASA ASRS Text

Title: An A321 Flight Crew relied on Maintenance Control to evaluate a decreasing oil quantity level indication on the left engine. Their assessment of a faulty quantity gauge proved invalid when the actual quantity at arrival matched the amount shown on the gauge--zero.

Narrative: Approximately 45 minutes into the flight; noticed oil quantity gauge on eng. #1 indicating 3.0 QTS and flashing. All other engine indications normal. Called Maintenance Control and relayed information. Maintenance Control pulled up information and informed us that they believed it was an oil transmitter that had failed. We proceeded with the flight. The engine #1 oil indicator went to XX on the gauge approximately 45 minutes later. Approximately 2 hours into the flight we started to notice the oil pressure on engine #1 modulating between 48 and 44 PSI. Talked to Maintenance Control several times again. The Captain and myself talked about diverting and also came up with a plan if these indications were real. Approximately 200 miles from ZZZ; we asked Center for priority handling and were cleared to ZZZ direct. Approximately 30-45 minutes from ZZZ; oil pressure on engine #1 was around 22 PSI and [fluctuating] between 16 and 28. We then received an ECAM; momentarily; when oil PSI reached 14. All other engine indicators were normal. On final approach into ZZZ; an ECAM warning continued to come on and off frequently; however; never stayed on permanently. The engine performed normally throughout the entire flight. Normal landing was made. On taxi in to the gate; ECAM continued to come on and off until we got to the gate. Upon inspection by a mechanic; he informed us that we had no oil in engine #1.The event most likely began on takeoff with the slow loss of oil due to a failure or malfunction and continued to deteriorate throughout the flight. We relied on Maintenance Control's expertise to analyze the indications and come up with an opinion. The intermittent ECAM was a problem on the approach.In the event that this ever happens again; a precautionary landing at a suitable airport should be recommended. On the other hand; do you want to make a diversion or return to field; if it is just a transmitter or glitch? In this case; a return or divert would have been justified. There should be guidance regarding an ECAM that is intermittent; never staying on permanently. We can't perform an ECAM action if it doesn't stay on long enough to read the items to be conducted; this could lead to guessing.

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.

Attributes
ACN	908497
Time
Date	201009
Local Time Of Day	1201-1800
Place
Locale Reference	ZZZ.ARTCC
State Reference	US
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	A321
Operating Under FAR Part	Part 121
Flight Phase	Cruise
Flight Plan	IFR
Component
Aircraft Component	Powerplant Lubrication System
Person 1
Function	Pilot Not Flying First Officer
Qualification	Flight Crew Air Transport Pilot (ATP)
Events
Anomaly	Aircraft Equipment Problem Critical

An A321 flight crew relied on maintenance control to evaluate a decreasing oil quantity level indication on the left engine. Their assessment of a faulty quantity gauge proved invalid when the actual quantity at arrival matched the amount shown on the gauge--zero.