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19950113005019I

Incident · No damage
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FAA incident report · Aerosp AS355E · Gulf Of Mexico, LA · January 13, 1995

FAA Aviation Safety Information Portal

Date
January 13, 1995 · 10:05 local
Place
Gulf Of Mexico, LA
Phase of flight
Fcd/Prec Ldg From Cruise
Operating rules
Air taxi and commuter (Part 135)
Operator
ALGA
Damage
No damage
Aircraft
N372E
Reported as
Aerosp AS355E
People aboard
4
Fatal injuries
0
Pilot’s flight hours
3,908 total670 in this make and model120 in the last 90 days
N372ERegistration cancelled Jan 19, 2001 · Aerospatiale AS 355F1S/N 5208Airframe modelAerospatiale AS 355F1

From the FAA’s Accident/Incident Data System (AIDS), through its Aviation Safety Information Portal, as reported. The NTSB investigates accidents separately, and its record of an accident is the fuller one. The aircraft is matched to the registry by N-number and event date, checked against the reported make and model; the registry’s history has gaps, so older matches can be wrong. Compare the reported make and model.

What happened

The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.

Narrative: while in cruise flight and enroute to an offshore platform, the no. 1 engine failed. The pilot secured the failed engine and continued on to the planned destination. The pilot executed a single-engine approach and landing to the platform without incident. The pilot stated that there was no warning of the engine failure. There was no damage to the aircraft or injury to personnel. Investigation of the incident revealed that the engine failure was due to total loss of the oil supply to the no. 2 engine. Examination of the failed engine revealed that one of the two mounting lugs for the engine internal oil filter cap was fractured. The fracture allowed the filter cap to cock to one side, expose the "o" ring seal, and subsequently leak all of the oil supply. The oil pressure at the filter is approximately 90 PSI during normal operation. The loss of a proper oil seal at the filter cap would cause the instantaneous loss of oil and subsequent failure of the engine. The fractured oil filter cap was tagged with FAA form 8020-2, aircraft/parts identification and release, and shipped to the manufacturer for metallurgical analysis. A preliminary malfunction defect report (mdr) was submitted for the incident, and a follow-up mdr will be submitted when the results of the analysis are received.

As the FAA filed it

NARRATIVE: WHILE IN CRUISE FLIGHT AND ENROUTE TO AN OFFSHORE PLATFORM, THE NO. 1 ENGINE FAILED. THE PILOT SECURED THE FAILED ENGINE AND CONTINUED ON TO THE PLANNED DESTINATION. THE PILOT EXECUTED A SINGLE-ENGINE APPROACH AND LANDING TO THE PLATFORM WITHOUT INCIDENT. THE PILOT STATED THAT THERE WAS NO WARNING OF THE ENGINE FAILURE. THERE WAS NO DAMAGE TO THE AIRCRAFT OR INJURY TO PERSONNEL. INVESTIGATION OF THE INCIDENT REVEALED THAT THE ENGINE FAILURE WAS DUE TO TOTAL LOSS OF THE OIL SUPPLY TO THE NO. 2 ENGINE. EXAMINATION OF THE FAILED ENGINE REVEALED THAT ONE OF THE TWO MOUNTING LUGS FOR THE ENGINE INTERNAL OIL FILTER CAP WAS FRACTURED. THE FRACTURE ALLOWED THE FILTER CAP TO COCK TO ONE SIDE, EXPOSE THE "O" RING SEAL, AND SUBSEQUENTLY LEAK ALL OF THE OIL SUPPLY. THE OIL PRESSURE AT THE FILTER IS APPROXIMATELY 90 PSI DURING NORMAL OPERATION. THE LOSS OF A PROPER OIL SEAL AT THE FILTER CAP WOULD CAUSE THE INSTANTANEOUS LOSS OF OIL AND SUBSEQUENT FAILURE OF THE ENGINE. THE FRACTURED OIL FILTER CAP WAS TAGGED WITH FAA FORM 8020-2, AIRCRAFT/PARTS IDENTIFICATION AND RELEASE, AND SHIPPED TO THE MANUFACTURER FOR METALLURGICAL ANALYSIS. A PRELIMINARY MALFUNCTION DEFECT REPORT (MDR) WAS SUBMITTED FOR THE INCIDENT, AND A FOLLOW-UP MDR WILL BE SUBMITTED WHEN THE RESULTS OF THE ANALYSIS ARE RECEIVED.