I was waiting for our new EP-3E Aries III to arrive, and that aircraft would arrive later that afternoon. The day went fine until shortly before the arrival time.
Several miles from the base, the pilot radioed that the prop-pump light for the No. 3 engine was flickering. This problem normally is not a big concern because this light means hydraulic servicing was a little low. If that light had stayed on, the flight engineer would do a visual check for leaks. One day earlier, the propeller had been replaced in Waco, Texas. I surmised the prop had not been serviced properly. Several minutes passed, and we got a second radio message saying the No. 2 prop pump came on, this was not good news.
The condition now was serious, and the flight engineer alerted the cockpit crew. The co-pilot made a visual check and noticed hydraulic fluid was covering the nose cowling. The pilot and flight engineer immediately called to secure the No. 3 engine and to feather the prop. They then prepared for a three-engine landing.
The aircraft safely landed and was spotted on the flight line. After removing the afterbody assemblies, I inspected the prop and prop-control area, looking for any obvious rear lip-seal leaks. We then serviced the prop system, did a low-power turn on the aircraft, and duplicated the gripe. I downed the aircraft and notified maintenance control.
After ordering a rear lip seal, we prepared the aircraft for a prop-control repair or change. We found the prop-control rotating seals coming apart, and I noticed the propeller's hub had a distinct black-and-blue color: A sign the shaft had been stressed under extreme heat. This definitely was not normal.
I took a closer look when the propeller was removed and noticed the brass-ring space was missing. I knew it had been left out when the prop was installed. I notified maintenance control about this problem and told them the simple prop-control change had become a major engine overhaul.
They were not happy because this news meant the reduction gearbox assembly, propeller control, and propeller would have to be removed, meaning lots of man-hours and money.
The brass ring finally was found in a tri-wall back at Waco, Texas. The detachment's QAR had done the maintenance task, and signed off the CDI and QA paperwork. He did this because his young maintenance helper had little experience, and they needed to get the airplane up for the next day.
This is not the first time a maintainer with good intentions has made this mistake. I hope it is the last because lives are at risk, and, in this case, so was a 19-year career.
Petty Officer Gonzalez works in the power plants shop at VQ-1 Det Pax River, Md. |
