Narrative:

I reported on duty in phl 1 hour before departure time. We proceeded down to the north ramp to preflight our aircraft, where we met with an aci who was to make an en route check with us from phl to columbus. After the initial exchange of idents, the copilot and I returned our attention to preflting the aircraft. After the preflight was complete and the aircraft found to be airworthy, the inspector wanted to see the airworthiness certificate and registration and how a weight and balance was calculated. Taxi clearance was received and we proceeded to taxi to runway 27L. With taxi checks completed and both engines running, I proceeded to do a thrust reverser check. The initial check starts with checking the lights and making sure they are operational. The lights tested fine. The arming switches are then armed and both arm lights should come on. Because the lights had worked on the previous flts and no trouble had been reported with the reversers, I may have half-heartedly or not as diligently noticed that the right arm light had not lit up (however, it was brought to my attention by aci after the flight). With the reversers armed, I proceeded with the reverser check and they were found to be functioning properly. We were cleared direct modena. The routing takes us over modena to intercept J110 bellaire. We were tracking J110, when approximately 155 mi out of coyle, the center controller stated that we were 7 mi south of course. Our vors and equipment showed us to be on course. We rechked the charts and everything was functioning properly. The aci had asked us why our charts were not out and open? Our charts were very easily accessible, in an open chart case between the captain and copilot seats. While en route the left EPR gauge had been erratic. The aci had pointed this out and I told him when we got to columbus, I would squawk the problem and talk to maintenance about it. Also, while en route the right pitot heat circuit breaker had popped. We let the breaker cool down and then successfully reset it. The breaker did not pop again, but I would squawk it and let maintenance now about the problem. With the ILS 28L set, we were cleared to land. The reversers were deployed and idle reverse thrust was used. Upon reaching the ramp, I was met by maintenance personnel. The items were squawked on the maintenance form, and I verbally communicated with them about these problems that needed immediate attention. The aircraft was grounded.

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Original NASA ASRS Text

Title: ATX JET FREIGHTER PIC ACCOUNT OF HIS FAA ROUTE CHECK ENDING WITH THE ACFT BEING GROUNDED.

Narrative: I RPTED ON DUTY IN PHL 1 HR BEFORE DEP TIME. WE PROCEEDED DOWN TO THE N RAMP TO PREFLT OUR ACFT, WHERE WE MET WITH AN ACI WHO WAS TO MAKE AN ENRTE CHK WITH US FROM PHL TO COLUMBUS. AFTER THE INITIAL EXCHANGE OF IDENTS, THE COPLT AND I RETURNED OUR ATTN TO PREFLTING THE ACFT. AFTER THE PREFLT WAS COMPLETE AND THE ACFT FOUND TO BE AIRWORTHY, THE INSPECTOR WANTED TO SEE THE AIRWORTHINESS CERTIFICATE AND REGISTRATION AND HOW A WT AND BAL WAS CALCULATED. TAXI CLRNC WAS RECEIVED AND WE PROCEEDED TO TAXI TO RWY 27L. WITH TAXI CHKS COMPLETED AND BOTH ENGS RUNNING, I PROCEEDED TO DO A THRUST REVERSER CHK. THE INITIAL CHK STARTS WITH CHKING THE LIGHTS AND MAKING SURE THEY ARE OPERATIONAL. THE LIGHTS TESTED FINE. THE ARMING SWITCHES ARE THEN ARMED AND BOTH ARM LIGHTS SHOULD COME ON. BECAUSE THE LIGHTS HAD WORKED ON THE PREVIOUS FLTS AND NO TROUBLE HAD BEEN RPTED WITH THE REVERSERS, I MAY HAVE HALF-HEARTEDLY OR NOT AS DILIGENTLY NOTICED THAT THE RIGHT ARM LIGHT HAD NOT LIT UP (HOWEVER, IT WAS BROUGHT TO MY ATTN BY ACI AFTER THE FLT). WITH THE REVERSERS ARMED, I PROCEEDED WITH THE REVERSER CHK AND THEY WERE FOUND TO BE FUNCTIONING PROPERLY. WE WERE CLRED DIRECT MODENA. THE ROUTING TAKES US OVER MODENA TO INTERCEPT J110 BELLAIRE. WE WERE TRACKING J110, WHEN APPROX 155 MI OUT OF COYLE, THE CENTER CTLR STATED THAT WE WERE 7 MI S OF COURSE. OUR VORS AND EQUIP SHOWED US TO BE ON COURSE. WE RECHKED THE CHARTS AND EVERYTHING WAS FUNCTIONING PROPERLY. THE ACI HAD ASKED US WHY OUR CHARTS WERE NOT OUT AND OPEN? OUR CHARTS WERE VERY EASILY ACCESSIBLE, IN AN OPEN CHART CASE BTWN THE CAPT AND COPLT SEATS. WHILE ENRTE THE LEFT EPR GAUGE HAD BEEN ERRATIC. THE ACI HAD POINTED THIS OUT AND I TOLD HIM WHEN WE GOT TO COLUMBUS, I WOULD SQUAWK THE PROB AND TALK TO MAINT ABOUT IT. ALSO, WHILE ENRTE THE RIGHT PITOT HEAT CB HAD POPPED. WE LET THE BREAKER COOL DOWN AND THEN SUCCESSFULLY RESET IT. THE BREAKER DID NOT POP AGAIN, BUT I WOULD SQUAWK IT AND LET MAINT NOW ABOUT THE PROB. WITH THE ILS 28L SET, WE WERE CLRED TO LAND. THE REVERSERS WERE DEPLOYED AND IDLE REVERSE THRUST WAS USED. UPON REACHING THE RAMP, I WAS MET BY MAINT PERSONNEL. THE ITEMS WERE SQUAWKED ON THE MAINT FORM, AND I VERBALLY COMMUNICATED WITH THEM ABOUT THESE PROBS THAT NEEDED IMMEDIATE ATTN. THE ACFT WAS GNDED.

Data retrieved from NASA's ASRS site as of July 2007 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.