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When dispatched with a deferred open right engine anti-ice valve the flight crew of an emb-145 suffered an itt over temperature prior to 80 KIAS on the takeoff roll. They rejected the takeoff; returned to the gate for maintenance and suffered a recurrence of the event after maintenance had discovered nothing in the aircraft's maintenance system recordings.
| Attributes | |
| ACN | 1008275 |
| Time | |
| Date | 201205 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | EMB ERJ 145 ER/LR |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Takeoff |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | Turbine Engine |
| Person 1 | |
| Function | Pilot Flying Captain |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Person 2 | |
| Function | First Officer Pilot Not Flying |
| Events | |
| Anomaly | Aircraft Equipment Problem Critical |
Narrative:
On our takeoff roll; prior to 80KIAS; we received an EICAS warning 'E2 overtemp' and the associated warning bell. The #2 itt indicator turned red. We rejected the takeoff and exited the runway. We ran all the memory items followed by the qrc and the QRH. E2 exceedance message remained on EICAS and the QRH procedure states 'do not take off; report to maintanence personnel'. We contacted operations and returned to the gate. Maintenance believed the cause to be the result of attempting a takeoff from a high altitude airport on a hot day with the right engine anti ice valve deferred in the open position. Somewhat later maintenance brought the aircraft back and advised they had downloaded the recorded and it had not registered a fault. They had performed an engine run up and it was good. The plane was boarded back up and we gave it a second try. All indications were normal during engine startup and while taxiing both engines showed equal readings. The first officer and I briefed and double checked everything we could think of to back ourselves up and be safe.we were cleared for take off on runway 25; I advanced the thrust levers normally and called 'set thrust'. The first officer responded 'thrust set' and we both saw that all the targets were met and attcs was armed. I noticed that the itt on the number two engine was higher than the number one engine and at around 60 KIAS the itt indicator on the number two engine turned red and on the EICAS we both saw attcs no margin warning message as we got the master warning light and bells. Both of us called the message and I proceeded to abort the take off. We advised tower and we exited the runway normally; stopped on the taxiway and ran the memory items followed by the qrc and the QRH. We again contacted operations and returned to the gate
Original NASA ASRS Text
Title: When dispatched with a deferred open right engine anti-ice valve the flight crew of an EMB-145 suffered an ITT over temperature prior to 80 KIAS on the takeoff roll. They rejected the takeoff; returned to the gate for maintenance and suffered a recurrence of the event after maintenance had discovered nothing in the aircraft's maintenance system recordings.
Narrative: On our takeoff roll; prior to 80KIAS; we received an EICAS warning 'E2 OVERTEMP' and the associated warning bell. The #2 ITT indicator turned red. We rejected the takeoff and exited the runway. We ran all the memory items followed by the QRC and the QRH. E2 EXCEEDANCE message remained on EICAS and the QRH procedure states 'do not take off; report to maintanence personnel'. We contacted operations and returned to the gate. Maintenance believed the cause to be the result of attempting a takeoff from a high altitude airport on a hot day with the right engine anti ice valve deferred in the open position. Somewhat later maintenance brought the aircraft back and advised they had downloaded the recorded and it had not registered a fault. They had performed an engine run up and it was good. The plane was boarded back up and we gave it a second try. All indications were normal during engine startup and while taxiing both engines showed equal readings. The First Officer and I briefed and double checked everything we could think of to back ourselves up and be safe.We were cleared for take off on runway 25; I advanced the thrust levers normally and called 'set thrust'. The First Officer responded 'thrust set' and we both saw that all the targets were met and ATTCS was armed. I noticed that the ITT on the number two engine was higher than the number one engine and at around 60 KIAS the ITT indicator on the number two engine turned red and on the EICAS we both saw ATTCS NO MARGIN warning message as we got the master warning light and bells. Both of us called the message and I proceeded to abort the take off. We advised tower and we exited the runway normally; stopped on the taxiway and ran the memory items followed by the QRC and the QRH. We again contacted operations and returned to the gate
Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.