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An ATR-72 captain rejected the takeoff when he detected the number two engine beginning to over torque. During the reject they shut the engine down when the low oil pressure illuminated as the engine seized.
| Attributes | |
| ACN | 1069670 |
| Time | |
| Date | 201302 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | ZZZZ.Airport |
| State Reference | FO |
| Environment | |
| Flight Conditions | VMC |
| Light | Dusk |
| Aircraft 1 | |
| Make Model Name | ATR 72 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Takeoff |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | Turbine Engine |
| Person 1 | |
| Function | Pilot Not Flying First Officer |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Person 2 | |
| Function | Captain Pilot Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Events | |
| Anomaly | Aircraft Equipment Problem Critical |
Narrative:
During the takeoff the captain proceeded to place the power levers to the power set notch. We observed normal indications on the engine instruments. As we continued the takeoff roll the number 2 engine torque began to rise above 90%. Reaching 95% the captain pulled the number 2 engine power lever back below the power lever notch. With the number 2 power lever below the notch I observed the number 2 engine itt reach 775 degrees and called for 'aborted takeoff'. The captain decided to abort the takeoff. Once slowed to a normal taxi speed while still on the runway we got a momentary flash of low oil pressure on the cap and low oil pressure light on the number 2 engine oil gauge. The captain decided to shut the number 2 engine down. When the captain brought the number 2 condition lever to feather a scraping noise could be heard coming from the number 2 engine. On the post flight inspection I found that the number 2 engine propeller would not rotate. The captain proceeded to call maintenance control and reported the discrepancy.
Original NASA ASRS Text
Title: An ATR-72 Captain rejected the takeoff when he detected the number two engine beginning to over torque. During the reject they shut the engine down when the low oil pressure illuminated as the engine seized.
Narrative: During the takeoff the Captain proceeded to place the power levers to the power set notch. We observed normal indications on the engine instruments. As we continued the takeoff roll the Number 2 Engine torque began to rise above 90%. Reaching 95% the Captain pulled the Number 2 Engine power lever back below the power lever notch. With the Number 2 power lever below the notch I observed the Number 2 engine ITT reach 775 degrees and called for 'Aborted Takeoff'. The Captain decided to abort the takeoff. Once slowed to a normal taxi speed while still on the runway we got a momentary flash of low oil pressure on the CAP and low oil pressure light on the Number 2 Engine oil gauge. The Captain decided to shut the Number 2 Engine down. When the Captain brought the Number 2 condition lever to feather a scraping noise could be heard coming from the Number 2 Engine. On the post flight inspection I found that the Number 2 Engine propeller would not rotate. The Captain proceeded to call Maintenance Control and reported the discrepancy.
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.