Narrative:

Pushed back from gate in bna for deice. (Overnight aircraft had a heavy amount of ice on aircraft.) temperature 35 degrees F - light rain. Deice began at XA09 CST. Took about 20 mins. Ground crewman told me the aircraft was free of snow and ice and the wing tops were free to move. Type 1 fluid applied. Check our pom and the only guidance above -32 degrees F is for cold-soaked fuel wing ice. Our fuel temperature was 14 degree left and 15 degrees right. Delayed lowering flaps and taxied slowly because ramp had about 1 inch of slush. Established on parallel for runway 20L (taxiway was plowed) first officer went back to check on wing and inlets. Reported to me that wing and engine inlets were clean. Flaps lowered and taxi and takeoff checklist was completed. Engine anti-ice on, flaps 11 degrees takeoff 1/2 inch clutter weight selected. Runway 20L was pretty clean with at most 1/8 inch of clutter in spots. Total taxi time about 10 mins. First officer was flying aircraft. Upon slat retraction at about 180 KTS and 1500 ft AGL, felt a small compressor stall from the #1 engine. About 2-3 seconds later #2 engine suffered a rather large double compressor stall. #2 EPR dropped to 1.60 EPR. With a vibration. I checked that the engine ignition was still on 'both' - (it was) and when I looked back at #2 EPR it was recovering. Power was reduced and the vibration stopped. With now normal engine indications I told the first officer we were going back to bna. Notified departure control, flight attendant and PA to the passenger. Returned to runway 2L for ILS (calm winds - bna in process of turning airport around. Descent, approach, before landing done. Normal flaps 40 landing. Engine anti-ice on, wing anti-ice off (no airframe icing). Taxi-in with both engines running. Engine instruments normal. At gate mechanics found fan blade damage to both engines. #2 engine more severe. Discussed possibility of ice thrown up from runway or a bird strike. Also found patch of ice on right wing (root at trailing edge) about 1 inch high, 4 inches wide, 18 inches long. Station manager inspected ice on wing and first officer and I went up to cabin and were unable to see ice at md-88 wing root due to the curvature of the fuselage. Suspect ground crew did not remove all of the ice at both wing roots and ice FOD ingested by both engines. If ground deice crew does not remove ice from wing root and fillet, the flight crew is unable to see this ice from inside of cabin during pre-takeoff inspection. A thorough inspection of the aircraft by the deicing crew has to be done to prevent this from happening to any aircraft mounted engine aircraft. If the deicing is done away from the gate, the deicing crew is the final safety net for ice in the wing root. This was not a cold-soaked wing fuel icing problem, this was a failure of the deicing process.

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Original NASA ASRS Text

Title: MLG DEICED BUT HAS FOD, BOTH ENGS IN TKOF.

Narrative: PUSHED BACK FROM GATE IN BNA FOR DEICE. (OVERNIGHT ACFT HAD A HVY AMOUNT OF ICE ON ACFT.) TEMP 35 DEGS F - LIGHT RAIN. DEICE BEGAN AT XA09 CST. TOOK ABOUT 20 MINS. GND CREWMAN TOLD ME THE ACFT WAS FREE OF SNOW AND ICE AND THE WING TOPS WERE FREE TO MOVE. TYPE 1 FLUID APPLIED. CHK OUR POM AND THE ONLY GUIDANCE ABOVE -32 DEGS F IS FOR COLD-SOAKED FUEL WING ICE. OUR FUEL TEMP WAS 14 DEG L AND 15 DEGS R. DELAYED LOWERING FLAPS AND TAXIED SLOWLY BECAUSE RAMP HAD ABOUT 1 INCH OF SLUSH. ESTABLISHED ON PARALLEL FOR RWY 20L (TXWY WAS PLOWED) FO WENT BACK TO CHK ON WING AND INLETS. RPTED TO ME THAT WING AND ENG INLETS WERE CLEAN. FLAPS LOWERED AND TAXI AND TKOF CHKLIST WAS COMPLETED. ENG ANTI-ICE ON, FLAPS 11 DEGS TKOF 1/2 INCH CLUTTER WT SELECTED. RWY 20L WAS PRETTY CLEAN WITH AT MOST 1/8 INCH OF CLUTTER IN SPOTS. TOTAL TAXI TIME ABOUT 10 MINS. FO WAS FLYING ACFT. UPON SLAT RETRACTION AT ABOUT 180 KTS AND 1500 FT AGL, FELT A SMALL COMPRESSOR STALL FROM THE #1 ENG. ABOUT 2-3 SECONDS LATER #2 ENG SUFFERED A RATHER LARGE DOUBLE COMPRESSOR STALL. #2 EPR DROPPED TO 1.60 EPR. WITH A VIBRATION. I CHKED THAT THE ENG IGNITION WAS STILL ON 'BOTH' - (IT WAS) AND WHEN I LOOKED BACK AT #2 EPR IT WAS RECOVERING. PWR WAS REDUCED AND THE VIBRATION STOPPED. WITH NOW NORMAL ENG INDICATIONS I TOLD THE FO WE WERE GOING BACK TO BNA. NOTIFIED DEP CTL, FLT ATTENDANT AND PA TO THE PAX. RETURNED TO RWY 2L FOR ILS (CALM WINDS - BNA IN PROCESS OF TURNING ARPT AROUND. DSCNT, APCH, BEFORE LNDG DONE. NORMAL FLAPS 40 LNDG. ENG ANTI-ICE ON, WING ANTI-ICE OFF (NO AIRFRAME ICING). TAXI-IN WITH BOTH ENGS RUNNING. ENG INSTS NORMAL. AT GATE MECHS FOUND FAN BLADE DAMAGE TO BOTH ENGS. #2 ENG MORE SEVERE. DISCUSSED POSSIBILITY OF ICE THROWN UP FROM RWY OR A BIRD STRIKE. ALSO FOUND PATCH OF ICE ON R WING (ROOT AT TRAILING EDGE) ABOUT 1 INCH HIGH, 4 INCHES WIDE, 18 INCHES LONG. STATION MGR INSPECTED ICE ON WING AND FO AND I WENT UP TO CABIN AND WERE UNABLE TO SEE ICE AT MD-88 WING ROOT DUE TO THE CURVATURE OF THE FUSELAGE. SUSPECT GND CREW DID NOT REMOVE ALL OF THE ICE AT BOTH WING ROOTS AND ICE FOD INGESTED BY BOTH ENGS. IF GND DEICE CREW DOES NOT REMOVE ICE FROM WING ROOT AND FILLET, THE FLC IS UNABLE TO SEE THIS ICE FROM INSIDE OF CABIN DURING PRE-TKOF INSPECTION. A THOROUGH INSPECTION OF THE ACFT BY THE DEICING CREW HAS TO BE DONE TO PREVENT THIS FROM HAPPENING TO ANY ACFT MOUNTED ENG ACFT. IF THE DEICING IS DONE AWAY FROM THE GATE, THE DEICING CREW IS THE FINAL SAFETY NET FOR ICE IN THE WING ROOT. THIS WAS NOT A COLD-SOAKED WING FUEL ICING PROB, THIS WAS A FAILURE OF THE DEICING PROCESS.

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.