Date: 202005
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Turbine Engine
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Workload; Troubleshooting; Distraction; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Company Policy; Aircraft; Logbook Entry; Procedure
Primary problem: Procedure

Narrative: I was made aware that Aircraft X had undergone and engine run of both engines on date with No oil in either engine or gearboxes.I was informed that my name had come up as having signed and Task Card for draining both engines of oil and that the cockpit was not tagged per the AMM.I did NOT drain the tank or apply any part of the AMM regarding LOTO.The following is my statement regarding the sign offs of the Task card; and subsequent actions involving me directly.On date; I was assisting Mechanic during an Aircraft Storage Prep of Aircraft X. There were some initial questions regarding compliance with Block 10 of the Task card as it relates to draining the oil.After discussions with our lead mechanic; we decided that since it was late in the shift and to avoid any questions for the oncoming shift regarding what needed to be done I signed off the item at BLOCK 10 on the iPad (actually B2 on archived copy) and made a write up with directive instructions for a pass down of what needed to be done going forward.  After Log Page creation; midnight shift signed for the draining of the oil per the AMM and the next day the Log page was closed out after the remaining items in the initiating text were accomplished. We had also had discussed the extreme possibility that someone MIGHT run the engines with empty tanks and that Mechanic would; in addition to work accomplished by midnights; make an OPEN log page item for increased Logbook visibility of the empty tanks on both engines.Mechanics are obligated to properly document all work accomplished and defects noted. ANY new write-ups or updates to existing logs should have been made immediately and the supervisor notified. READ all associated Log Pages; AMMs; Job Instructions etc and UNDERSTAND what is being done and why. If there are ANY questions; mechanics should STOP until the actions to be taken are understood. In conclusion; KNOW the status of the aircraft by reviewing the log book; and crew turnover/briefing as necessary. Its should be emphasized to all Run crews; the importance of the proper use of checklists. Run mechanics are the critical link in this series of errors that could have prevented the run from taking place. Lastly my personal and professional opinion is that these two engines may not be safe for continued operation Especially the left engine. Why? Due to the inability to actually verify with no margin for error what internal damage could have occurred by running engines with No oil in the tank OR the gearboxes. Verbal or written recollections should be suspect; unless it can be backed up with run data possibly captured by the aircraft systems for verification of statements made about this event. If the NO OIL situation was missed; what makes Company; FAA feel justified that the rest of the statements are true with no corroboration. Safety of the equipment should be of prime concern here. Err on the extreme side of Safety Please.




Synopsis: Technician reported aircraft engines were operated without oil during preservation for aircraft storage.