Acceptance flight crew on MD83 test flight overtemp #1 engine during in-flight restart procedure.

Attributes
ACN	351420
Time
Date	199610
Day	Fri
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : tou
State Reference	WA
Altitude	msl bound lower : 17000 msl bound upper : 23000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zse
Operator	general aviation : corporate
Make Model Name	MD-83
Operating Under FAR Part	Part 91
Navigation In Use	Other Other
Flight Phase	cruise other
Flight Plan	IFR
Person 1
Affiliation	Other
Function	flight crew : first officer observation : company check pilot oversight : pic
Qualification	pilot : instrument pilot : atp pilot : commercial pilot : flight engineer
Experience	flight time last 90 days : 30 flight time total : 11000 flight time type : 3000
ASRS Report	351420
Person 2
Affiliation	company : air carrier
Function	flight crew : captain
Qualification	pilot : atp
Events
Anomaly	aircraft equipment problem : critical non adherence : published procedure other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : unspecified other flight crewa
Resolutory Action	none taken : detected after the fact
Consequence	other Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation other

Narrative:

I was PF in first officer position on a combination check flight after dual engine change and delivery flight for sale to another carrier. The other carrier's check pilots occupied the captain and jumpseat position. These 2 pilots are over 60 retirees, and their job for their carrier is check flts and delivery flts. During the early portion of the flight they accomplished many system checks together while I flew the aircraft. It appeared to me that they were competent and reasonably professional. All went very well until engine shutdown and relight checks. The left motor was properly cooled and shut down. Upon relight all of us noted stable idle engine parameters. As the throttle was advanced on the left engine, I received a call from ATC and was distraction for 20-30 seconds. During this time I noticed the aircraft was not performing as well as I expected in a single engine environment at FL230. I rechked the engines and found the left throttle advanced to a high power setting but the engine was still at idle except egt was at 730 degrees. The other pilots had not confirmed good engine performance for the left engine above the idle position. In addition, I rechked the right motor to find it shut down. The other pilots had not allowed the right engine to cool properly (3 mins) and had shut it down prior to confirming proper operation of the left engine. I contacted ATC and obtained a lower block altitude to allow time to relight the right engine. I took control of the relight procedures and the right engine relight was successful to normal operation. During the return to sea the left motor accelerated and operated normally only after we attained approximately 290 KTS in the descent. Rest of flight was uneventful. Human factors: 'complacency' -- the 2 other pilots seemed to know their job. 'Team building' -- I failed to recognize their professional limitations. 'Workload management' -- we failed to prioritize tasks and allow time for task accomplishment. (I allowed a distraction at a critical time.)

Original NASA ASRS Text

Title: ACCEPTANCE FLC ON MD83 TEST FLT OVERTEMP #1 ENG DURING INFLT RESTART PROC.

Narrative: I WAS PF IN FO POS ON A COMBINATION CHK FLT AFTER DUAL ENG CHANGE AND DELIVERY FLT FOR SALE TO ANOTHER CARRIER. THE OTHER CARRIER'S CHK PLTS OCCUPIED THE CAPT AND JUMPSEAT POS. THESE 2 PLTS ARE OVER 60 RETIREES, AND THEIR JOB FOR THEIR CARRIER IS CHK FLTS AND DELIVERY FLTS. DURING THE EARLY PORTION OF THE FLT THEY ACCOMPLISHED MANY SYS CHKS TOGETHER WHILE I FLEW THE ACFT. IT APPEARED TO ME THAT THEY WERE COMPETENT AND REASONABLY PROFESSIONAL. ALL WENT VERY WELL UNTIL ENG SHUTDOWN AND RELIGHT CHKS. THE L MOTOR WAS PROPERLY COOLED AND SHUT DOWN. UPON RELIGHT ALL OF US NOTED STABLE IDLE ENG PARAMETERS. AS THE THROTTLE WAS ADVANCED ON THE L ENG, I RECEIVED A CALL FROM ATC AND WAS DISTR FOR 20-30 SECONDS. DURING THIS TIME I NOTICED THE ACFT WAS NOT PERFORMING AS WELL AS I EXPECTED IN A SINGLE ENG ENVIRONMENT AT FL230. I RECHKED THE ENGS AND FOUND THE L THROTTLE ADVANCED TO A HIGH PWR SETTING BUT THE ENG WAS STILL AT IDLE EXCEPT EGT WAS AT 730 DEGS. THE OTHER PLTS HAD NOT CONFIRMED GOOD ENG PERFORMANCE FOR THE L ENG ABOVE THE IDLE POS. IN ADDITION, I RECHKED THE R MOTOR TO FIND IT SHUT DOWN. THE OTHER PLTS HAD NOT ALLOWED THE R ENG TO COOL PROPERLY (3 MINS) AND HAD SHUT IT DOWN PRIOR TO CONFIRMING PROPER OP OF THE L ENG. I CONTACTED ATC AND OBTAINED A LOWER BLOCK ALT TO ALLOW TIME TO RELIGHT THE R ENG. I TOOK CTL OF THE RELIGHT PROCS AND THE R ENG RELIGHT WAS SUCCESSFUL TO NORMAL OP. DURING THE RETURN TO SEA THE L MOTOR ACCELERATED AND OPERATED NORMALLY ONLY AFTER WE ATTAINED APPROX 290 KTS IN THE DSCNT. REST OF FLT WAS UNEVENTFUL. HUMAN FACTORS: 'COMPLACENCY' -- THE 2 OTHER PLTS SEEMED TO KNOW THEIR JOB. 'TEAM BUILDING' -- I FAILED TO RECOGNIZE THEIR PROFESSIONAL LIMITATIONS. 'WORKLOAD MGMNT' -- WE FAILED TO PRIORITIZE TASKS AND ALLOW TIME FOR TASK ACCOMPLISHMENT. (I ALLOWED A DISTR AT A CRITICAL TIME.)

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.