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.