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In-flight engine shutdown with associated return land at departure airport leads to emergency declared to clear runway of air carrier large transport about to takeoff.
| Attributes | |
| ACN | 246138 |
| Time | |
| Date | 199307 |
| Day | Mon |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : msp |
| State Reference | MN |
| Altitude | agl bound lower : 600 agl bound upper : 600 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : msp tower : msp |
| Operator | common carrier : air carrier |
| Make Model Name | Medium Large Transport, Low Wing, 2 Turbojet Eng |
| Flight Phase | descent : approach |
| Route In Use | approach : straight in |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp pilot : commercial pilot : flight engineer pilot : instrument |
| Experience | flight time last 90 days : 180 flight time total : 10500 flight time type : 7000 |
| ASRS Report | 246138 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp pilot : commercial |
| Experience | flight time last 90 days : 150 flight time total : 8000 flight time type : 1500 |
| ASRS Report | 247601 |
| Events | |
| Anomaly | aircraft equipment problem : critical other anomaly other |
| Independent Detector | other flight crewa |
| Resolutory Action | flight crew : declared emergency other |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Aircraft |
| Air Traffic Incident | Pilot Deviation other |
| Situations | |
| ATC Facility | procedure or policy : unspecified |
Narrative:
Planned flight msp-clt, FL330. Climbing through 17500 ft MSL, #1 engine power surged with accompanying increase in RPM, fuel flow, egt. Power lever (throttle) had to be moved to idle to 'control' engine. (Maintenance later determined that the fuel control unit shaft had sheared and the fuel control scheduled approximately 85 percent rated power.) we requested/obtained ATC clearance to level at FL180 while we studied the situation and discussed with our company dispatch where to divert. After electing to return to msp and making the turn (ATC vector - msp VOR was OTS) the #1 engine again surged with accompanying increases in RPM, fuel flow and egt. With egt rising into the red line, we shut the engine down with the 'start lever,' using the engine shutdown checklist. Bus transfer worked as advertised and unpowered bus was placed on APU generator after it was started. We advised ATC of the engine shutdown and gate fuel/souls on board. Crew and passenger were briefed and checklists reviewed and completed. We requested that the crash/rescue vehicles be standing by but did not officially declare an emergency until on short final (inside 2 NM) when the msp tower operator cleared another air carrier into 'position and hold' on our landing runway 29L. We requested that the runway be cleared to preclude further problems with wake turbulence or single engine go around. Uneventful landing followed. Only difference in my procedures would have been to start the APU at the first sign of the problem with the engine, if I had to do this again.
Original NASA ASRS Text
Title: INFLT ENG SHUTDOWN WITH ASSOCIATED RETURN LAND AT DEP ARPT LEADS TO EMER DECLARED TO CLR RWY OF ACR LGT ABOUT TO TKOF.
Narrative: PLANNED FLT MSP-CLT, FL330. CLBING THROUGH 17500 FT MSL, #1 ENG PWR SURGED WITH ACCOMPANYING INCREASE IN RPM, FUEL FLOW, EGT. PWR LEVER (THROTTLE) HAD TO BE MOVED TO IDLE TO 'CTL' ENG. (MAINT LATER DETERMINED THAT THE FUEL CTL UNIT SHAFT HAD SHEARED AND THE FUEL CTL SCHEDULED APPROX 85 PERCENT RATED PWR.) WE REQUESTED/OBTAINED ATC CLRNC TO LEVEL AT FL180 WHILE WE STUDIED THE SIT AND DISCUSSED WITH OUR COMPANY DISPATCH WHERE TO DIVERT. AFTER ELECTING TO RETURN TO MSP AND MAKING THE TURN (ATC VECTOR - MSP VOR WAS OTS) THE #1 ENG AGAIN SURGED WITH ACCOMPANYING INCREASES IN RPM, FUEL FLOW AND EGT. WITH EGT RISING INTO THE RED LINE, WE SHUT THE ENG DOWN WITH THE 'START LEVER,' USING THE ENG SHUTDOWN CHKLIST. BUS TRANSFER WORKED AS ADVERTISED AND UNPOWERED BUS WAS PLACED ON APU GENERATOR AFTER IT WAS STARTED. WE ADVISED ATC OF THE ENG SHUTDOWN AND GATE FUEL/SOULS ON BOARD. CREW AND PAX WERE BRIEFED AND CHKLISTS REVIEWED AND COMPLETED. WE REQUESTED THAT THE CRASH/RESCUE VEHICLES BE STANDING BY BUT DID NOT OFFICIALLY DECLARE AN EMER UNTIL ON SHORT FINAL (INSIDE 2 NM) WHEN THE MSP TWR OPERATOR CLRED ANOTHER ACR INTO 'POS AND HOLD' ON OUR LNDG RWY 29L. WE REQUESTED THAT THE RWY BE CLRED TO PRECLUDE FURTHER PROBS WITH WAKE TURB OR SINGLE ENG GAR. UNEVENTFUL LNDG FOLLOWED. ONLY DIFFERENCE IN MY PROCS WOULD HAVE BEEN TO START THE APU AT THE FIRST SIGN OF THE PROB WITH THE ENG, IF I HAD TO DO THIS AGAIN.
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.