A DC10-10 reported low oil pressure #1 engine on first flight after engine was replaced. Found repla...

Attributes
ACN	358469
Time
Date	199701
Day	Mon
Local Time Of Day	0001 To 0600
Place
Locale Reference	airport : sea
State Reference	WA
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Light	Night
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	DC-10 10
Operating Under FAR Part	Part 121
Flight Phase	other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	other personnel other
Qualification	other other : other
ASRS Report	358469
Person 2
Affiliation	company : air carrier
Function	other personnel other
Qualification	other other : other
Events
Anomaly	aircraft equipment problem : critical non adherence : published procedure non adherence : far other anomaly other
Independent Detector	other flight crewa other other : unspecified cockpit
Resolutory Action	none taken : detected after the fact
Consequence	Other
Supplementary
Air Traffic Incident	other

Narrative:

On jan xx 97 I performed the final inspection on an engine change on aircraft XXX, #1 engine, a DC10. The new motor was previously on an aircraft in the #2 position. The new motor had just had a c-chk performed on it and had a svcable tag. On climb out from sea, the crew noted low oil pressure. There was no engine shutdown. They continued on to den. On arrival in den, 2 oil caps were missing from where the remote servicing lines connect to the oil tank for a #2 engine. Also, the nose spinner was loose and not torqued. I feel we were sent an unsvcable engine. The lines should have been capped when it was removed from the #2 position. The caps are not obvious to see. They are hidden by ground servicing ports. The paperwork is not written very well. There is no reference for converting a #2 position engine to a wing engine position. The paperwork for installing a #2 engine makes a manual reference for wing to tail confign. Most line stations only get wing confign engines. I do not know why we were sent a #2 engine with lines uncapped and parts loose.

Original NASA ASRS Text

Title: A DC10-10 RPTED LOW OIL PRESSURE #1 ENG ON FIRST FLT AFTER ENG WAS REPLACED. FOUND REPLACEMENT ENG CONFIGURED FOR #2 POS AND OIL SVC LINES WERE NOT CAPPED.

Narrative: ON JAN XX 97 I PERFORMED THE FINAL INSPECTION ON AN ENG CHANGE ON ACFT XXX, #1 ENG, A DC10. THE NEW MOTOR WAS PREVIOUSLY ON AN ACFT IN THE #2 POS. THE NEW MOTOR HAD JUST HAD A C-CHK PERFORMED ON IT AND HAD A SVCABLE TAG. ON CLBOUT FROM SEA, THE CREW NOTED LOW OIL PRESSURE. THERE WAS NO ENG SHUTDOWN. THEY CONTINUED ON TO DEN. ON ARR IN DEN, 2 OIL CAPS WERE MISSING FROM WHERE THE REMOTE SVCING LINES CONNECT TO THE OIL TANK FOR A #2 ENG. ALSO, THE NOSE SPINNER WAS LOOSE AND NOT TORQUED. I FEEL WE WERE SENT AN UNSVCABLE ENG. THE LINES SHOULD HAVE BEEN CAPPED WHEN IT WAS REMOVED FROM THE #2 POS. THE CAPS ARE NOT OBVIOUS TO SEE. THEY ARE HIDDEN BY GND SVCING PORTS. THE PAPERWORK IS NOT WRITTEN VERY WELL. THERE IS NO REF FOR CONVERTING A #2 POS ENG TO A WING ENG POS. THE PAPERWORK FOR INSTALLING A #2 ENG MAKES A MANUAL REF FOR WING TO TAIL CONFIGN. MOST LINE STATIONS ONLY GET WING CONFIGN ENGS. I DO NOT KNOW WHY WE WERE SENT A #2 ENG WITH LINES UNCAPPED AND PARTS LOOSE.

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.

A DC10-10 reported low oil pressure #1 engine on first flight after engine was replaced. Found replacement engine configured for #2 position and oil service lines were not capped.