|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : mci|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||common carrier : air carrier|
|Make Model Name||Large Transport, Low Wing, 3 Turbojet Eng|
|Flight Phase||ground : parked|
ground : preflight
|Affiliation||company : air carrier|
|Function||other personnel other|
|Qualification||other other : other|
|Anomaly||non adherence other|
other anomaly other
|Independent Detector||aircraft equipment other aircraft equipment : unspecified|
|Resolutory Action||none taken : unable|
|Air Traffic Incident||other|
While performing a routine terminal check I serviced all 3 engines on an large transport. After servicing #3 engine oil and CSD oil I closed both panels and failed to reinstall the #2 engine oil tank cap. In flight the #2 engine oil tank dropped to 1.5 gals. The crew was experienced and did not shut down #2 because the oil level stabilized at 1.5 gals. When servicing #2 engine oil my personal habit was to hang the oil cap on the drainline aft and just below the oil fill scupper cup, which makes it possible to shut oil service door and not reinstall the cap. Unlike #1 and #3 engine, the oil door cannot be closed with the cap in this position. To correct this problem I now place #3 engine oil cap next to my screwdriver on the lift truck used for engine servicing. I believe a modification to #2 oil service door where a mechanic could place the oil cap in such a way that the door could not be closed west/O installing the cap would remedy this problem. At the station where I work we are grossly understaffed and the mechanics have little time to turn a flight around. I am averaging 130-140 hours in a 2-WK pay period because of the workload and manpwr. I believe under these conditions mistakes are going to be made until the manpwr catches the workload.
Original NASA ASRS Text
Title: MECHANIC FAILED TO REPLACE ENGINE OIL CAP AFTER SERVICING LGT AT THE RAMP. OIL LOSS NOTICED INFLT, BUT FLT CREW WAS ABLE TO KEEP ENGINE RUNNING.
Narrative: WHILE PERFORMING A ROUTINE TERMINAL CHK I SERVICED ALL 3 ENGS ON AN LGT. AFTER SERVICING #3 ENG OIL AND CSD OIL I CLOSED BOTH PANELS AND FAILED TO REINSTALL THE #2 ENG OIL TANK CAP. IN FLT THE #2 ENG OIL TANK DROPPED TO 1.5 GALS. THE CREW WAS EXPERIENCED AND DID NOT SHUT DOWN #2 BECAUSE THE OIL LEVEL STABILIZED AT 1.5 GALS. WHEN SERVICING #2 ENG OIL MY PERSONAL HABIT WAS TO HANG THE OIL CAP ON THE DRAINLINE AFT AND JUST BELOW THE OIL FILL SCUPPER CUP, WHICH MAKES IT POSSIBLE TO SHUT OIL SVC DOOR AND NOT REINSTALL THE CAP. UNLIKE #1 AND #3 ENG, THE OIL DOOR CANNOT BE CLOSED WITH THE CAP IN THIS POS. TO CORRECT THIS PROB I NOW PLACE #3 ENG OIL CAP NEXT TO MY SCREWDRIVER ON THE LIFT TRUCK USED FOR ENG SERVICING. I BELIEVE A MODIFICATION TO #2 OIL SVC DOOR WHERE A MECH COULD PLACE THE OIL CAP IN SUCH A WAY THAT THE DOOR COULD NOT BE CLOSED W/O INSTALLING THE CAP WOULD REMEDY THIS PROB. AT THE STATION WHERE I WORK WE ARE GROSSLY UNDERSTAFFED AND THE MECHS HAVE LITTLE TIME TO TURN A FLT AROUND. I AM AVERAGING 130-140 HRS IN A 2-WK PAY PERIOD BECAUSE OF THE WORKLOAD AND MANPWR. I BELIEVE UNDER THESE CONDITIONS MISTAKES ARE GOING TO BE MADE UNTIL THE MANPWR CATCHES THE WORKLOAD.
Data retrieved from NASA's ASRS site as of August 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.