2009-05 · NASA ASRS report 835882
Airline policy regarding PIC authority to write-up equipment discrepancies results in a commercial aircraft flying two legs with a hole in one engine. Flight crew and onboard Mechanic assessment is considered subordinate to the determination of a Maintenance Manager far removed from the situation.
We noticed on climbout and initial cruise at FL300 that the #3 engine was running approx 50 degrees C hotter than #1 and 100 degrees C hotter than #2 with N2 indicating approx 5% higher than #1 and #2. This was accompanied by an increase in throttle split to approx 4 knobs greater on the #3 relative to the #2 and #1 engines. No vibrations were noticed and the engine produced full power on takeoff and as well the oil pressure; quantity and oil temperature were normal. Made contact with company who referred me to Maintenance Control and relayed the information about the #3 engine parameters. Made normal landing at ZZZ1 and telephoned the Flight Operations and Maintenance Control in regards to this situation. After speaking with them; and due as well to a new policy in out flight operations handbook which requires that the Captain must directly consult with Maintenance Control prior to making any write-up in the aircraft logbook; I was informed that there is nothing in our manual that states any limits about throttle splits and since the engine was making normal power on takeoff; I had no write-up. The next flight was scheduled after a short turn around where the aircraft would be looked at by the on board Mechanic. Since the chain of command to the PIC is through Maintenance Control; Flight Operations and the Chief Pilot; an on board Mechanic can intercede in the chain of command only if they decide to make a write up in the aircraft log book. Since this was not the case and Maintenance; Flight Operations and the Chief Pilot all recommended that we make the flight and our input was strictly informative in regards to the change in engine parameters on engine #3; we proceeded to make the flght. The flight proceeded normally and landed normally without incident and the bleeds were swapped off the #3 engine to the #2 for the purposes of evaluating the parameters on engine #3 for Maintenance Control and entered into the aircraft logbook. After the flight; the onboard mechanic proceeded to investigate the causative factors involved with higher N2; EGT and fuel flow for the #3 engine and I was told that after completely uncowling the #3 engine that a 50 cent diameter hole was found in the casing of the #3 engine in the top portion of the case.
The onboard Mechanic was not happy about another flight and wanted to inspect the engine. Mechanic spoke with Maintenance Control and it appeared they were not going to allow the Mechanic to write up the aircraft or take a delay for an inspection. We then departed and evaluated the engine in-flight for Maintenance Control and took engine readings for them. (Upon arrival) Mechanic noticed a small hole (about the size of 50 cent coin) in the top of the engine casing near the intermediate fan stage section and this is what was causing the engine to work much harder than the others to make the same amount of power and what was causing the 500-600LB an hour increase in fuel flow to the #3 engine along with the higher EGT and N2 readings. Upon finding the hole in the case the Mechanic and Maintenance Control then agreed to down the aircraft and to perform an engine change of the #3 engine.
Reporter specified the '50 cent sized hole' in the engine case was located in the vicinity of the sixth or seventh compressor stage. Although the report was intended to address this particular event; the Captain was quite vocal about the maintenance situation in general at his airline. He is particularly concerned about the corporate policy requiring Captains to get approval from a maintenance management person prior to writing up a discrepancy; believing such restriction to be inconsistent with his responsibilities as PIC. In the reported event he was appalled that the determination of the flight crew and an onboard mechanic was subordinate to an individual far removed from the situation. The Captain stated the onboard mechanic later refused to sign off subsequent questionable maintenance practices intended by maintenance management to complete the crew's mission with a replacement aircraft that had been structurally damaged enroute. The mechanic was advised to either comply; resign or be terminated.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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