A319
Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Communication Breakdown; Training / Qualification
Aircraft Equipment Problem Critical
Flight Crew Diverted; Flight Crew Landed As Precaution
Human Factors; Procedure; Aircraft; Company Policy
I was the Captain of the flight crew delivering Aircraft X. The oil quantity was noted at 16.5 quarts for both engines during preflight preparations. Takeoff occurred at XA:36Z.Due to this being a new/used aircraft for us; and also because it had been sitting in the paint shop for days; I monitored the engine parameters closely during takeoff and climb. After leveling at our final cruise altitude of FL270 I noted the oil quantity to be approximately 14.5 quarts on both engines. This seemed relatively normal to me; due to normal engine oil gulping during operation.At XB:23Z; 0:47 minutes after takeoff; I checked the oil quantity again and it had decreased to 7.0 quarts on the left engine and 6.5 quarts on the right engine. I took a picture of the Engine ECAM (Electronic Centralized Aircraft Monitor) page at this time. This was a much higher consumption that I expected; however the oil pressures and temperatures were in the normal ranges; and remained so throughout the flight. I was not sure why the quantities would have decreased so much; I attributed it the possibility that ZZZ maintenance did not conduct a proper engine run-up after filling the oil tank prior to our flight. At XC:12Z; 1:36 hours after takeoff; the oil quantity had decreased to 3.5 quarts on the left engine and 3.0 quarts on the right engine. I took another picture of the ENGINE ECAM page at this time. This was definitely not normal oil consumption. At this time we were approximately 123 nm SW of ZZZ1; and I did not wish to proceed past ZZZ1 with such low oil quantities - unless it could be confirmed to be false indications. However; due to the fact that both engine oil quantities were behaving the same this seemed highly unlikely. I discussed with the FO (First Officer) and gave control of the aircraft and radios to her; while I attempted to conduct a phone patch with Dispatch and [Maintenance Control]. The Wi-Fi was not activated on this aircraft yet; so the crew phone app was not available. I was not able to make contact using the Presto microphone; so I contacted ZZZ1 Operations and asked them to do a phone patch with Dispatch and [Maintenance Control]. As this was taking more than a few minutes to accomplish; and as we were approaching 50 nm SW of ZZZ1; I discussed further with the FO and made the decision to divert to ZZZ1. We notified the dispatcher; using the ACARS (Aircraft Communications and Reporting System) that we were diverting to ZZZ1 for a precautionary landing due to low oil quantities in both engines and coordinated with ATC for the diversion. The diversion was uneventful and we were on the ground in ZZZ1 approximately 20 minutes after making the decision.Subsequent investigation of what might have happened to the oil determined that the most likely reason was the preservation oil that had been placed in the engine by ZZZ Maintenance; had not been drained and replaced with engine oil. Maintenance advised me that this preservation oil will burn off at the higher oil temperatures of the running engine; thus the oil quantity continued to decrease during flight.Implement better oversight of MRO (Maintenance; Repair and Overhaul) maintenance shops' procedures. Implement a more robust verification that all maintenance tasks have been completed to prepare the aircraft for delivery from MRO maintenance shops.
A319 Captain reported diverting to an alternate airport due to high engine oil consumption.