Advanced Automation and Operational Decision-Making―A Human Factor's Perspective

摘要

The A330 had departed Barcelona (BCN) for Toronto (YYZ) with a station stop in Belfast (BFS.) To conform to ETOPs regulations for their north Atlantic crossing, the minimum oil quantity was observed to be less than ETOPs requirements. Consequendy, prior to leaving BFS the captain serviced the aircraft with oil. The aircraft pushed back at 1620Z and noted an OFF time of 1631Z. Shortly after liftoff, a Transport Canada (TC) inspector on board advised the captain that the oil quantity indicator on the engine #2 had dropped to zero during the high-speed regime of the takeoff manoeuvre. The flight crew confirmed this indication and also noticed that the oil pressure indications were XX. All other engine parameters were normal and no ECAM warning was given. The flight crew suspected that they may have an indication anomaly and called the ground handler in BFS to request a radio phone-patch through to company Maintenance Control. After discussion, the mechanic agreed with the indication anomaly. It was agreed that the flight would proceed on a non-ETOPS route, with the possibility of landing before YYZ, if required, for fuel. In addition to refueling, Maintenance suggested that the oil caps be checked. Enroute, the flight crew determined that the aircraft could be flown directly to YYZ and re-filed accordingly. After landing, an ECAM warning ENG 2 OIL LO PR started to illuminate on an intermittent basis. The oil quantity gauge began to flash for the #2 engine. The engine was shut down and the aircraft taxied to the gate. Maintenance informed the flight crew that the #2 oil cap was not in the oil filler port and was hanging by the safety chain. Later that day, upon routine inspection of the #1 engine, the oil cap was also found to be hanging by the safety chain.