AN MD80 MECHANIC DESCRIBES THE DIFFERENT ENG RUN-UP PROCEDURES REQUIRED AFTER CHANGING THE ENG OIL FILTER; O-RING SEAL AND WEATHER AS CONTRIBUTING FACTORS FOR HIS ENG OIL PRESS LOSS ON TKOF.

Narrative

WORK WAS PERFORMED OVERNIGHT ON THE GATE IN SUBFREEZING TEMP AND BLOWING SNOW AND IN MY OPINION O-RINGS DON'T PERFORM AS REQUIRED IN COLD WX AND THERE ARE CONFLICTING INSTRUCTIONS IN BTWN AMM AND WORK CARD AS REGARDS TO RUN-UP PROCS AFTER AN OIL FILTER CHANGE. REF AMM. I WOULD SUGGEST ALL CONFLICTING REFS MADE UNIFORM AND HAVE TASK DONE IN A TEMP-CTLED ENVIRONMENT WITH ADEQUATE RUN-UP PROCS. OIL FILTERS CHANGED AT NIGHT IN BELOW FREEZING TEMPS WITH CONFLICTING MAINT MANUAL/WORK CARD LEAK CHK PROCS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: REPORTER STATED THE ENGINE RUN REQUIREMENT AFTER CHANGING THE ENG OIL FILTER AND O-RING SEAL IN A WARM HANGAR IS TO PERFORM AN 80% N-2 HIGH POWER RUN; SIMILAR TO TKOF POWER. IF THE NEW OIL FILTER OR O-RING SEAL HAS A PROBLEM; THEN; THIS TYPE OF HIGH POWER RUN-UP WILL GENERALLY SHOW OIL LEAK DISCREPANCIES. REPORTER STATED WHEN CHANGING THE OIL FILTER AND O-RING SEAL AT THE TERMINAL (GATE) HOWEVER; THE RUN-UP PROCEDURE IS TO RUN THE ENGINE ONLY AT IDLE; NO HIGH POWER RUN. REPORTER BELIEVES THE IDLE POWER ENG RUN IS NOT ADEQUATE TO DETERMINE IF THE FILTER AND SEAL CHANGE HAS PROBLEMS AND PLACES THE MECHANIC AND ACFT AT A DISADVANTAGE FOR DETERMINING SERVICEABILITY. AS A RESULT; THE ENGINE HE WORKED ON HAD A COMPLETE OIL PRESSURE LOSS DURING THE TAKEOFF CLIMB TRANSITION AFTER THE FILTER CHANGE. REPORTER ALSO STATED THE SUBFREEZING TEMPERATURE AND BLOWING SNOW; COMBINED WITH A VERY COLD AND STIFF O-RING SEAL BEING INSTALLED WHILE OUTSIDE IN THE BELOW FREEZING TEMPERATURES; CONTRIBUTED TO THE PROBLEM.