A EMB135 ACFT #2 ENG REQUIRED 12 PINTS OF OIL SINCE LAST FLIGHT. ACFT RELEASED FOR SERVICE; FLEW AS AIRWORTHY; BUT LATER GROUNDED AFTER OIL TREND ANALYSIS.

Narrative

I BELIEVE THERE WAS A MISCOM BTWN MECHS AND A MISCOM BTWN MECHS AND LEADERSHIP. I ASSISTED MR X IN COMPLYING WITH AN OIL CHK WORK CARD ON ACFT X. I SVCED THE #2 ENG WITH 12 PINTS OF OIL. MR X SVCED THE #1 ENG WITH 4 PINTS. I SIGNED THE SECTION OF THE OIL CHK WORK CARD. I NOTIFIED MR X THAT I SVCED THE #2 ENG AND THAT IT REQUIRED 12 PINTS AND PER THE ENGINEERING NOTE; THE ACFT REQUIRES ADDITIONAL INSPECTION. MR X ACKNOWLEDGED MY INFO AND SAID THAT THE LAST TIME THE OIL CHK WAS COMPLIED WITH WAS 26 HRS AGO. MR X SAID THAT THE ENGINEERING NOTE STATED ANYTHING OVER 20 HRS SINCE LAST SVC WAS OK. MR X THEN CALLED THE LEAD MECH TO CONFIRM THIS INFO. THE LEAD ARRIVED AT THE ACFT. MR X TOLD HIM THE SITUATION AND TOLD THE LEAD IT HAD BEEN 26 HRS SINCE THE LAST ENG OIL SVC. THE LEAD TOLD MR X THAT ANYTHING OVER 20 HRS WAS OK SO IF IT WAS 26 HRS THE HRS ARE WELL WITHIN LIMITS. MR X THEN FINISHED UP THE PAPERWORK AND CALLED THE ACFT GOOD TO GO. THE ACFT CONTINUED ON AS AN AIRWORTHY ACFT. FROM MY UNDERSTANDING; MAINT OPS RESEARCHED THE OIL TREND AND GNDED THE ACFT THE NEXT MORNING. THE ACFT WAS TAKEN TO THE HANGAR; WHAT WAS DONE WITH THE ACFT I AM NOT AWARE OF. I BELIEVE THERE SHOULD BE A MORE DEFINED REF AS TO THE PROCS FOR HIGH OIL CONSUMPTION AND THERE SHOULD ONLY BE 1 REF -- THAT WAY THERE IS NO DOUBT ON WHICH REF TO USE.