ETOPS OIL

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Be interested to see your comments on the following issue:
ETOPS twin ops require two ETOPS qualified engineers to service and sign for oil uplift/qty check. Whats the solution to avoid having two expensive engineers on every ETOPS check?

[Hiker]

A very respected techy oiled an Asian 747sp a while back on a turn, due to the torential downpour at the time, he carefully placed the oil caps in the box the oil was shipped in to keep them dry and as usual for the day was in a hurry to complete the exterior due to the rain and the fact there were no others to help that day {buget cutbacks you know}. Well as expected the flight departed on time back to Asia with an unexpected pit stop in Anchorage. Fortunately the oil caps were still dry, and pre-packaged for the Lear trip to Alaska.

[H721]

One operator have the ETOPS procedures for engine oil servicing similiar like this,

The 2 engines must be serviced by 2 different mechanists (can be unlicensed) and job certified by an ETOPS licensed engineer.

Hiker, for some engine type, there won't be substantial oil loss even if the oil filler cap is not installed.

In one part of the world, failed to install the oil filler cap on ETOPS engines means 2 extra days of hoiliday (stand-down) for both the mechanist and the certifying engineer.

[Hiker]

Very true, but this was an old SP with JT-9D's, you may as well poke a hole in the tank.
I tried to open an oil access panel on a CFM-56 [A-320] one day and the panel was seized shut. After opening the cowls I found the oil cap off and it was blocking the latch. No oil inside the cowl, the flapper was working that day.

[Hiker]

Oh, during A-chks and such, two machinists are required to service the IDG filters and oil, one on each.

[spanners]

In my company, one person who has qualified to a certain level and passed an ETOPS course can do and sign for all the oils on the a/c.
An ETOPS PDI is carried out again by a qualified person. (They do NOT have to be LAEs.)
Regards