Narrative:

According to log sheet aircraft, dec/xx/94, sna. (Contract maintenance in santa ana?) the night before I svced the engines on this aircraft. Apparently aircraft was found with the oil filler cap ajar on the left engine. I truly thought I had secured the cap on both engines satisfactorily. However, I am only human, and may have left the cap on the left engine ajar. There were a lot of extenuating circumstances the night of this occurrence that I feel should be brought to light. The aircraft had an extensive engine pneumatic troubleshooting check, and an engine mount bolt torque inspection. Completed on the #1 engine after it was oiled in slc. I would like to think that during the maintenance checks performed that night, someone may have accidentally caught some heavy winter clothing on the oil filler cap release lever. Due to heavy snow and wind in slc that night, there was plenty of heavy clothing and at least 4 mechanics working on the #1 engine the better part of 6 hours that night. After maintenance was completed, we ran the engine for a leak check and pneumatic check and no oil leaks were present before the aircraft left slc. I also have some questions about the log sheet from santa ana contract maintenance, things that just don't add up. (See attached sheet.) on the log sheet these facts were noted: 1) left engine was found leaking. But the position noted on the log sheet was the #2 engine? 2) no oil quantities were entered in the log sheet. Even after the log sheet ca stated that he had svced the engine? 3) the write-up was 'fluid leaking out of left engine on taxi, it appears to be oil.' the malfunction code listed on the log sheet was a 1TO. This denotes a pilot report. What was the pilot doing on the ground when the airplane taxied to the gate, instead of in the cockpit? 4) due to no skill listing on the log sheet. Does the contract maintenance individual have an a&P license? With these questions brought to light, I respectfully request that an incident report be filed by the contract maintenance person responsible for all these discrepancies. Nevertheless, I will continue, as always to make every effort to double-check and complete all maintenance in a professional manner.

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Original NASA ASRS Text

Title: LOOSE OIL CAP FOUND ON #1 ENG DURING PREFLT INSPECTION.

Narrative: ACCORDING TO LOG SHEET ACFT, DEC/XX/94, SNA. (CONTRACT MAINT IN SANTA ANA?) THE NIGHT BEFORE I SVCED THE ENGS ON THIS ACFT. APPARENTLY ACFT WAS FOUND WITH THE OIL FILLER CAP AJAR ON THE L ENG. I TRULY THOUGHT I HAD SECURED THE CAP ON BOTH ENGS SATISFACTORILY. HOWEVER, I AM ONLY HUMAN, AND MAY HAVE LEFT THE CAP ON THE L ENG AJAR. THERE WERE A LOT OF EXTENUATING CIRCUMSTANCES THE NIGHT OF THIS OCCURRENCE THAT I FEEL SHOULD BE BROUGHT TO LIGHT. THE ACFT HAD AN EXTENSIVE ENG PNEUMATIC TROUBLESHOOTING CHK, AND AN ENG MOUNT BOLT TORQUE INSPECTION. COMPLETED ON THE #1 ENG AFTER IT WAS OILED IN SLC. I WOULD LIKE TO THINK THAT DURING THE MAINT CHKS PERFORMED THAT NIGHT, SOMEONE MAY HAVE ACCIDENTALLY CAUGHT SOME HVY WINTER CLOTHING ON THE OIL FILLER CAP RELEASE LEVER. DUE TO HVY SNOW AND WIND IN SLC THAT NIGHT, THERE WAS PLENTY OF HVY CLOTHING AND AT LEAST 4 MECHS WORKING ON THE #1 ENG THE BETTER PART OF 6 HRS THAT NIGHT. AFTER MAINT WAS COMPLETED, WE RAN THE ENG FOR A LEAK CHK AND PNEUMATIC CHK AND NO OIL LEAKS WERE PRESENT BEFORE THE ACFT LEFT SLC. I ALSO HAVE SOME QUESTIONS ABOUT THE LOG SHEET FROM SANTA ANA CONTRACT MAINT, THINGS THAT JUST DON'T ADD UP. (SEE ATTACHED SHEET.) ON THE LOG SHEET THESE FACTS WERE NOTED: 1) L ENG WAS FOUND LEAKING. BUT THE POS NOTED ON THE LOG SHEET WAS THE #2 ENG? 2) NO OIL QUANTITIES WERE ENTERED IN THE LOG SHEET. EVEN AFTER THE LOG SHEET CA STATED THAT HE HAD SVCED THE ENG? 3) THE WRITE-UP WAS 'FLUID LEAKING OUT OF L ENG ON TAXI, IT APPEARS TO BE OIL.' THE MALFUNCTION CODE LISTED ON THE LOG SHEET WAS A 1TO. THIS DENOTES A PLT RPT. WHAT WAS THE PLT DOING ON THE GND WHEN THE AIRPLANE TAXIED TO THE GATE, INSTEAD OF IN THE COCKPIT? 4) DUE TO NO SKILL LISTING ON THE LOG SHEET. DOES THE CONTRACT MAINT INDIVIDUAL HAVE AN A&P LICENSE? WITH THESE QUESTIONS BROUGHT TO LIGHT, I RESPECTFULLY REQUEST THAT AN INCIDENT RPT BE FILED BY THE CONTRACT MAINT PERSON RESPONSIBLE FOR ALL THESE DISCREPANCIES. NEVERTHELESS, I WILL CONTINUE, AS ALWAYS TO MAKE EVERY EFFORT TO DOUBLE-CHK AND COMPLETE ALL MAINT IN A PROFESSIONAL MANNER.

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.