COMMUTER SMT RETURN LAND DUE TO LOW OIL PRESSURE.

Narrative

UPON ARR AT WORK I FOUND THAT THE ACFT WAS IN THE HANGAR AND NOT YET FINISHED WITH A ROUTINE INSPECTION. I SPOKE WITH THE LEAD MECH AND HE INDICATED IT WOULD BE READY IN ABOUT 45 MINS. A WHILE LATER I CAME BACK INTO THE HANGAR AND DID A PREFLT INSPECTION OF THE AIRPLANE. THE ENG COWLINGS WERE OPENED AND I LOOKED AT THE ENGS FROM GND LEVEL. I ASKED THAT I BE ALLOWED TO CHK THE OIL LEVELS IN THE ENGS PRIOR TO REMOVING THE ACFT FROM THE HANGAR. THE SECOND MECH; REPLIED THAT THE OIL LEVELS WERE FINE; HE HAD CHKED THEM HIMSELF. WHILE IT WAS BEING FUELED I AGAIN CHKED THE ACFT WITH PARTICULAR ATTN TO LATCHES ON THE COWLING AND BAGGAGE DOORS. AT ABOUT 5-10 MINS IN FLT WE OBSERVED A FLUCTUATION IN OIL PRESSURE ON THE R ENG. WE RETURNED TO THE ARPT AND DID A PRECAUTIONARY SHUT DOWN OF THE R ENG IN FLT WHEN THE OIL PRESSURE APPEARED TO BE CLOSE TO REDLINE. THE PROBLEM APPEARS TO BE EITHER A DEFECTIVE OIL CAP OR THE FAILURE OF THE MECH TO PROPERLY SECURE THE CAP. THE CHKING OF THE OIL LEVEL IS AN ITEM NORMALLY PERFORMED BY THE FLC. IN THIS CASE I WAS ASSURED THAT THE OIL LEVEL WAS OKAY BY THE MECH I HAD OBSERVED WORKING ON AND INSPECTING THE ENG. HIS QUALIFICATIONS TO MAKE OBSERVATIONS AND COMMENTS REGARDING THE CONDITION AND AIRWORTHINESS OF THE ENG ARE FAR SUPERIOR TO MINE. I DEFERRED TO HIS JUDGEMENT IN THIS MATTER. AFTER ALL; IF YOU CAN'T TRUST A MECH; WHO CAN YOU TRUST?