|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : cle.airport|
|Altitude||msl single value : 33000|
|Controlling Facilities||artcc : zob.artcc|
|Operator||general aviation : personal|
|Make Model Name||HS 125 Series 1-600|
|Operating Under FAR Part||Part 91|
|Flight Phase||cruise : level|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Experience||flight time last 90 days : 135|
flight time total : 4800
flight time type : 1175
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Anomaly||aircraft equipment problem : critical|
non adherence : published procedure
|Independent Detector||aircraft equipment other aircraft equipment : master warning|
other flight crewa
|Resolutory Action||flight crew : diverted to another airport|
flight crew : landed as precaution
Reaching FL330, master warning light illuminated, and right side low oil pressure annunciator oil pressure 20-30 psi, oil temperature and itt stable (norm). Told first officer to read checklist and inform ATC we wanted to change destination to ptk. They complied. I reduced power to idle on #2 engine, pressure between 20-30 psi, itt normal, oil temperature between 60-70 degrees, airspeed 200 KTS. First officer read checklist and told me checklist recommended shutdown. After monitoring gauges (no changes) changed destination to cle and asked for altitude in the teens, approximately 140 mi east of cle, I told first officer since engine was still capable of producing power and indications not getting worse, I would keep engine (#2) at idle in case I needed it later. ATC asked how many people and fuel load, and I replied. First officer went off ATC to get ATIS, set up approachs and satisfy checklists. He also tried to call company to inform of situation. ATC gave us vectors to runway 24L, and asked if we needed further assistance. I said no not at this time. ATC cleared us for approach and informed us of a 10 to 15 KT loss of airspeed on final at 400 ft. I told first officer I would bring lower on #2 up for final approach and if we encountered windshear, we would have more power available for go around. We then discussed engine fire procedures after landing (as a precaution) prior to landing. Landing uneventful.
Original NASA ASRS Text
Title: A MASTER WARNING INDICATING LOW ENG OIL PRESSURE ON AN HS125 IS HANDLED IN ACCORDANCE WITH QRH WITH THE EXCEPTION OF NOT SHUTTING DOWN THE ENG AS IS RECOMMENDED.
Narrative: REACHING FL330, MASTER WARNING LIGHT ILLUMINATED, AND R SIDE LOW OIL PRESSURE ANNUNCIATOR OIL PRESSURE 20-30 PSI, OIL TEMP AND ITT STABLE (NORM). TOLD FO TO READ CHKLIST AND INFORM ATC WE WANTED TO CHANGE DEST TO PTK. THEY COMPLIED. I REDUCED PWR TO IDLE ON #2 ENG, PRESSURE BTWN 20-30 PSI, ITT NORMAL, OIL TEMP BTWN 60-70 DEGS, AIRSPD 200 KTS. FO READ CHKLIST AND TOLD ME CHKLIST RECOMMENDED SHUTDOWN. AFTER MONITORING GAUGES (NO CHANGES) CHANGED DEST TO CLE AND ASKED FOR ALT IN THE TEENS, APPROX 140 MI E OF CLE, I TOLD FO SINCE ENG WAS STILL CAPABLE OF PRODUCING PWR AND INDICATIONS NOT GETTING WORSE, I WOULD KEEP ENG (#2) AT IDLE IN CASE I NEEDED IT LATER. ATC ASKED HOW MANY PEOPLE AND FUEL LOAD, AND I REPLIED. FO WENT OFF ATC TO GET ATIS, SET UP APCHS AND SATISFY CHKLISTS. HE ALSO TRIED TO CALL COMPANY TO INFORM OF SIT. ATC GAVE US VECTORS TO RWY 24L, AND ASKED IF WE NEEDED FURTHER ASSISTANCE. I SAID NO NOT AT THIS TIME. ATC CLRED US FOR APCH AND INFORMED US OF A 10 TO 15 KT LOSS OF AIRSPD ON FINAL AT 400 FT. I TOLD FO I WOULD BRING LOWER ON #2 UP FOR FINAL APCH AND IF WE ENCOUNTERED WINDSHEAR, WE WOULD HAVE MORE PWR AVAILABLE FOR GAR. WE THEN DISCUSSED ENG FIRE PROCS AFTER LNDG (AS A PRECAUTION) PRIOR TO LNDG. LNDG UNEVENTFUL.
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.