2022-03 · NASA ASRS report 1885063
Air carrier flight crew reported #1 engine oil had not been serviced prior to departure and was low. During climb; the #1 engine oil quantity indication decreased due to high angle of attack. The flight Crew reduced the angle; the oil quantity returned to normal; and the flight was continued to destination airport.
Showed up to originator with compressed timeline due to short overnight and lack of food and coffee options in the hotel and airport. Upon arrival I missed the fuel leak from the #2 Engine. This was pointed out from ramp and required Maintenance to come out. These issues lead to us missing that the aircraft terminated with 58% oil on #1 Engine and had not been serviced. After pushback and engine start; Mechanic signaled that the leak from #2 was within limits and we were cleared to operate as normal. On departure out of ZZZ; due to light aircraft weight; there was a high angle of attack on departure. While switching to Departure frequency; I noticed the engine indications beginning to flash; which showed our #1 engine oil quantity dropping to approximately 2%. With crew coordination we continued to fly the departure while monitoring all other engine indications; which remained normal. As I flew; the Captain opened the QRH and we agreed to lower the angle of attack and reduce power while troubleshooting. This caused the oil quantity to increase and the flashing engine indications to cease. We agreed that with normal indications we were okay to continue and maintained a lower angle of attack on climb out. The Captain sent a message to Dispatch; requesting oil service in ZZZ1 and we landed with no further abnormal indications.Be more vigilant during perceived compressed timelines situations. All Crews aware of terminating oil quantity levels to prevent downline issues.
Due to distractions caused by a #2 Engine fuel leak. I did not completely review the logbook which resulted in departing with a low oil quantity. During preflight; as I was reviewing the logbook; I was notified by the Ramp that there was a fuel leak under the #2 Engine. I went downstairs to investigate the situation and discovered a very large puddle of fuel under the nacelle and fuel dripping from the bottom of the engine. I returned to the flight deck and asked the F/O (First Officer) to call for Maintenance. I then called Dispatch and alerted them to the situation and the made a PA to let the passengers know that we were working an issue and might push a bit late. The mechanic showed up and we discussed the situation and agreed that it was acceptable. He then looked through the logbook and confirmed there had been a previous write up for the same issue. He felt it was safe to continue and said he would watch the engine during push back and engine start to make certain the leak stopped. We completed our checklist; except I did not go back and review the terminating oil; which is the point where the distraction occurred. Everything after push back and taxi out were normal. On takeoff; due to the light load and high deck angle; we received a low oil quantity indication. We lowered the pitch angle and the oil quantity indication rose back to 45%. We continued the climb to FL 270 at 2;000 FPM and received normal indications for the remainder of the flight. Once at cruise; I sent an ACARS message to Dispatch; requesting oil service upon arrival in ZZZ1. I also reviewed the logbook and found that the last three terminating oil entries reflected the need for service. The aircraft flew at least 3 legs requiring oil service per limitation AOM 3.8.4. The terminating oil level in ZZZ2 was recorded at 65%. The aircraft then flew to ZZZ1 and ZZZ and terminated with 58%. Oil servicing should have been completed at least in ZZZ.Crews; to include myself; need to pay closer attention to the terminating oil levels posted in the logbook and call for servicing as required. Additionally; any aircraft that terminates at a station with maintenance; should be checked and topped off. This would prevent this from ever occurring again; at least from a Maintenance facility.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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