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A DC10-30 was dispatched with an inoperative #2 engine N1 indicator improperly deferred. On takeoff had both engine fail lights illuminated.
| Attributes | |
| ACN | 340172 |
| Time | |
| Date | 199606 |
| Day | Tue |
| Local Time Of Day | 0001 To 0600 |
| Place | |
| Locale Reference | airport : mem |
| State Reference | TN |
| Altitude | agl bound lower : 0 agl bound upper : 0 |
| Environment | |
| Light | Night |
| Aircraft 1 | |
| Controlling Facilities | tower : den |
| Operator | common carrier : air carrier |
| Make Model Name | DC-10 30F |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | Other |
| Flight Phase | climbout : takeoff other |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : second officer |
| Qualification | pilot : instrument pilot : flight engineer pilot : commercial pilot : private |
| Experience | flight time last 90 days : 90 flight time total : 3000 flight time type : 180 |
| ASRS Report | 340172 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : private pilot : commercial pilot : atp pilot : instrument |
| Experience | flight time last 90 days : 110 flight time total : 1800 flight time type : 130 |
| ASRS Report | 340764 |
| Events | |
| Anomaly | aircraft equipment problem : less severe non adherence : far non adherence : published procedure |
| Independent Detector | other flight crewa |
| Resolutory Action | flight crew : overcame equipment problem other |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Aircraft |
| Air Traffic Incident | other |
Narrative:
Flight zz mem to vcp on jun/xx/96. DC10-30 BBB was deferred per the MEL for the #2 engine N1 gauge being inoperative. As per the MEL the autothrottles were not used for takeoff and all other engine instruments were normal. Takeoff power for engine #2 was set using N2 and xchking fuel flows and egt's. On takeoff roll, engine fail lights illuminated. Because engines #1 and #3 were at maximum power and engine #2 N1 gauge was zero, we thought the lights were normal. All other gauges normal for engines #1, #2, and #3 indicated takeoff power. The aircraft accelerated normally. The takeoff was continued and the remainder of the flight was uneventful. To prevent the engine fail lights from coming on in similar future sits, the MEL needs to require the affected engine's engine fail sensors to be disconnected and a reminder be given to take a weight penalty for takeoff performance, or rewrite the MEL to address the engine fail light with inoperative N1 gauge or N1 sensor.
Original NASA ASRS Text
Title: A DC10-30 WAS DISPATCHED WITH AN INOP #2 ENG N1 INDICATOR IMPROPERLY DEFERRED. ON TKOF HAD BOTH ENG FAIL LIGHTS ILLUMINATED.
Narrative: FLT ZZ MEM TO VCP ON JUN/XX/96. DC10-30 BBB WAS DEFERRED PER THE MEL FOR THE #2 ENG N1 GAUGE BEING INOP. AS PER THE MEL THE AUTOTHROTTLES WERE NOT USED FOR TKOF AND ALL OTHER ENG INSTS WERE NORMAL. TKOF PWR FOR ENG #2 WAS SET USING N2 AND XCHKING FUEL FLOWS AND EGT'S. ON TKOF ROLL, ENG FAIL LIGHTS ILLUMINATED. BECAUSE ENGS #1 AND #3 WERE AT MAX PWR AND ENG #2 N1 GAUGE WAS ZERO, WE THOUGHT THE LIGHTS WERE NORMAL. ALL OTHER GAUGES NORMAL FOR ENGS #1, #2, AND #3 INDICATED TKOF PWR. THE ACFT ACCELERATED NORMALLY. THE TKOF WAS CONTINUED AND THE REMAINDER OF THE FLT WAS UNEVENTFUL. TO PREVENT THE ENG FAIL LIGHTS FROM COMING ON IN SIMILAR FUTURE SITS, THE MEL NEEDS TO REQUIRE THE AFFECTED ENG'S ENG FAIL SENSORS TO BE DISCONNECTED AND A REMINDER BE GIVEN TO TAKE A WT PENALTY FOR TKOF PERFORMANCE, OR REWRITE THE MEL TO ADDRESS THE ENG FAIL LIGHT WITH INOP N1 GAUGE OR N1 SENSOR.
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.