Narrative:

On the morning of mar/thu/04, I was working as temporary lead mechanic. It was early in the morning. (A lot of originating flight confusion and hustle.) I was dealing with several gate calls and miscellaneous duties. I rushed over to gate and I talked to the captain about the #2 engine EPR problem. The write-up read '#2 engine EPR approximately 2.0 units lower than #1 EPR at cruise.' all other engine indications 'matched.' it was obvious to me from his description, and my experience with -200's that this was an indication problem only, not an engine performance problem. Through conversation with the captain, I was under the influence that the EPR indication was noticeable at just above idle power also. Although, I forgot to have him add that in the logbook. I then checked the PT2, and PT7 lines and connections from the tailpipe area all the way back to the EPR transmitter. I found the PT7 line nut at the EPR transmitter to be 2 turns loose. I tightened the fitting. I have seen many EPR problems in the past 2 decades on the line. It is almost always a loose PT2 or PT7 line fitting. I was absolutely positive I had fixed the problem, because the problem was not noticeable at idle power. There were other problems going on around the ramp area. I received another call on my radio as I was doing the logbook. I must have become very distraction. I signed the book off, then hurriedly left for the other gate call. It was only when I heard the PA announced of aircraft returning to the terminal that I realized I had completely forgotten to run the engine for an operations check.

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Original NASA ASRS Text

Title: A B737-200 WAS DISPATCHED IN NON COMPLIANCE WITH A #2 ENG PRESSURE RATIO INDICATION RPTED LOW. ITEM CLRED BUT NO IDLE ENG RUN PERFORMED.

Narrative: ON THE MORNING OF MAR/THU/04, I WAS WORKING AS TEMPORARY LEAD MECH. IT WAS EARLY IN THE MORNING. (A LOT OF ORIGINATING FLT CONFUSION AND HUSTLE.) I WAS DEALING WITH SEVERAL GATE CALLS AND MISCELLANEOUS DUTIES. I RUSHED OVER TO GATE AND I TALKED TO THE CAPT ABOUT THE #2 ENG EPR PROB. THE WRITE-UP READ '#2 ENG EPR APPROX 2.0 UNITS LOWER THAN #1 EPR AT CRUISE.' ALL OTHER ENG INDICATIONS 'MATCHED.' IT WAS OBVIOUS TO ME FROM HIS DESCRIPTION, AND MY EXPERIENCE WITH -200'S THAT THIS WAS AN INDICATION PROB ONLY, NOT AN ENG PERFORMANCE PROB. THROUGH CONVERSATION WITH THE CAPT, I WAS UNDER THE INFLUENCE THAT THE EPR INDICATION WAS NOTICEABLE AT JUST ABOVE IDLE PWR ALSO. ALTHOUGH, I FORGOT TO HAVE HIM ADD THAT IN THE LOGBOOK. I THEN CHKED THE PT2, AND PT7 LINES AND CONNECTIONS FROM THE TAILPIPE AREA ALL THE WAY BACK TO THE EPR XMITTER. I FOUND THE PT7 LINE NUT AT THE EPR XMITTER TO BE 2 TURNS LOOSE. I TIGHTENED THE FITTING. I HAVE SEEN MANY EPR PROBS IN THE PAST 2 DECADES ON THE LINE. IT IS ALMOST ALWAYS A LOOSE PT2 OR PT7 LINE FITTING. I WAS ABSOLUTELY POSITIVE I HAD FIXED THE PROB, BECAUSE THE PROB WAS NOT NOTICEABLE AT IDLE PWR. THERE WERE OTHER PROBS GOING ON AROUND THE RAMP AREA. I RECEIVED ANOTHER CALL ON MY RADIO AS I WAS DOING THE LOGBOOK. I MUST HAVE BECOME VERY DISTR. I SIGNED THE BOOK OFF, THEN HURRIEDLY LEFT FOR THE OTHER GATE CALL. IT WAS ONLY WHEN I HEARD THE PA ANNOUNCED OF ACFT RETURNING TO THE TERMINAL THAT I REALIZED I HAD COMPLETELY FORGOTTEN TO RUN THE ENG FOR AN OPS CHK.

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.