A DC9-30 released for service after a right engine constant speed drive was replaced and within 1 cycle lost all engine oil. Caused by seal failure.

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Attributes
ACN	631411
Time
Date	200409
Day	Mon
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : zzz.airport
State Reference	US
Altitude	agl single value : 0
Environment
Light	Daylight
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	DC-9 30
Operating Under FAR Part	Part 121
Flight Phase	ground : maintenance
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	maintenance : technician
Qualification	technician : powerplant technician : airframe
Experience	maintenance technician : 17
ASRS Report	631411
Person 2
Affiliation	company : air carrier
Function	maintenance : technician
Events
Anomaly	aircraft equipment problem : critical maintenance problem : improper documentation maintenance problem : improper maintenance non adherence : published procedure non adherence : far
Independent Detector	aircraft equipment other aircraft equipment : r engine oil qty indicator other flight crewa other flight crewb
Resolutory Action	none taken : detected after the fact
Consequence	faa : investigated other other
Factors
Maintenance	contributing factor : schedule pressure performance deficiency : inspection performance deficiency : installation performance deficiency : testing
Supplementary
Problem Areas	Maintenance Human Performance Aircraft
Primary Problem	Maintenance Human Performance

Narrative:

On sep/sun/04, I worked on air carrier X, I helped remove #2 engine CSD (constant speed drive) and helped to reinstall new #2 engine CSD. On sep/tue/04, I was contacted by our union aircraft standards company and informed that the aircraft was involved in an air turn back, due to oil loss in #2 engine and that the FAA was conducting an investigation. Callback conversation with reporter revealed the following information: the reporter stated the investigation revealed 2 factors, one, the engine constant speed drive gearbox spline garlock seal failed. Second, the adapter pad 'O' seal was not installed. The reporter said the combination of the failed garlock seal and the missing 'O' seal caused the engine oil loss. The reporter stated the garlock seal is not part of the constant speed drive unit replacement. The reporter said the FAA faulted the technicians involved in the replacement for not signing off the job with the maintenance manual reference.

Original NASA ASRS Text

Title: A DC9-30 RELEASED FOR SVC AFTER A R ENG CONSTANT SPD DRIVE WAS REPLACED AND WITHIN 1 CYCLE LOST ALL ENG OIL. CAUSED BY SEAL FAILURE.

Narrative: ON SEP/SUN/04, I WORKED ON ACR X, I HELPED REMOVE #2 ENG CSD (CONSTANT SPD DRIVE) AND HELPED TO REINSTALL NEW #2 ENG CSD. ON SEP/TUE/04, I WAS CONTACTED BY OUR UNION ACFT STANDARDS COMPANY AND INFORMED THAT THE ACFT WAS INVOLVED IN AN AIR TURN BACK, DUE TO OIL LOSS IN #2 ENG AND THAT THE FAA WAS CONDUCTING AN INVESTIGATION. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE INVESTIGATION REVEALED 2 FACTORS, ONE, THE ENG CONSTANT SPD DRIVE GEARBOX SPLINE GARLOCK SEAL FAILED. SECOND, THE ADAPTER PAD 'O' SEAL WAS NOT INSTALLED. THE RPTR SAID THE COMBINATION OF THE FAILED GARLOCK SEAL AND THE MISSING 'O' SEAL CAUSED THE ENG OIL LOSS. THE RPTR STATED THE GARLOCK SEAL IS NOT PART OF THE CONSTANT SPD DRIVE UNIT REPLACEMENT. THE RPTR SAID THE FAA FAULTED THE TECHNICIANS INVOLVED IN THE REPLACEMENT FOR NOT SIGNING OFF THE JOB WITH THE MAINT MANUAL REF.

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.