Regional Jet 200 ER/LR (CRJ200)
Maintenance Airframe; Maintenance Powerplant
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
General None Reported / Taken
Human Factors; Company Policy; Aircraft
Aircraft X has ongoing issues of extremely high oil consumption; high ITTs (Interstage Turbine Temperature); cracks in the combustion liner; bad carbon seals; and loss of power during flight. While knowing about these problems the aircraft has continually been flown as airworthy with revenue passengers; and no permanent fix offered. This is a very unsafe condition; but the engine just keeps getting quick fixes to keep it flying. Similar problems have been brought up in the past on Aircraft X; yet nothing more was done by the company to ensure the serviceability and safety of these engines.The aircraft has been flying for weeks now; consuming high quantities of oil and losing power during flight. It has been written up several times and even documented that the combustion liner had cracks; and noted that the liner needed changing. ZZZ1 came back behind this find and determined that the cracks were not as bad as another base had thought; basically overriding their opinion and saying it was fine. Now that this aircraft has been placed out of service again for the same set of problems; and has failed multiple oil consumption runs; the aircraft was flown revenue flight and upon looking into the tailpipe of the engine the main cause of the oil consumption was quickly identified as a #7 carbon seal. There was so much oil leakage and coking that upon disassembly; a scavenge oil drain line broke on the exhaust frame keeping the aircraft out of service.Pressure to keep these aircraft in service as much as possible seems to have given the company a sense of complacency when it comes to keeping our engines maintained and repaired properly. The 'band-aid' fix is the go-to when an engine consumes oil or has internal issues; instead of allowing proper component or complete engine changes.There are many qualified mechanics in ZZZ that have changed engines and worked on them for years (myself included) but the only base that seems to be 'allowed' to do engine work is ZZZ1; and there is no need for this waste of manpower available at other bases.The prolonging of proper maintenance on this engine seems to have produced more and more problems that could have been found earlier if correct actions were taken to keep this aircraft flying safely. We believe this entire set of problems should be taken care of all at once with an engine change; but again due to the complacency of this matter and one of the main points of the Dirty Dozen being 'the way that we do it here' at our company; the ZZZ1 engine crew is being allowed to come and do the work instead of allowing the mechanics that are already available here in ZZZ (who are plenty capable of this work) to finish the job.The attitude of patching up these planes and letting them fly with seemingly little concern for safety has to stop. These kinds of problems will continue to arise and be pushed off; and at some point someone is going to get hurt or worse. The company needs to put a higher emphasis on fixing these issues; and allowing other bases to do this kind of work when they have plenty of qualified mechanics to do it. That way the complacency stops and 'the way it has always been done' doesn't allow any worse damage or any injury.
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Maintenance Technicians reported multiple instances of deferred engine maintenance on a CRJ-200 aircraft resulting in loss of engine power in flight.