Narrative:

After receiving clearance for takeoff we began our takeoff roll, the automatic power reserve was activated and the constant torque on takeoff was engaged. Just as the torque achieved its setting a loud bang/pop was heard and a yawing to the left was felt. I aborted the takeoff and slowed the aircraft. Shortly thereafter a master warning chimed on the central warning panel. We asked for permission to exit onto a taxiway to access the problem. The warning was idented as a low oil pressure warning and the internal turbine temperature was in excess of 900 degrees C. At that time the condition lever was selected fuel off. Within 10 seconds of the condition lever being selected off the flight attendant called and said he and a jump seat rider positioned near the engine. Both had seen smoke and flames coming from the engine. I then decided to pull the t-handle and discharge the fire bottle due to these reports. We then asked the tower to help us determine the extent of the problem. They too informed us of smoke coming from the tailcone. As a precaution, an evacuate/evacuation of the aircraft was initiated. I then proceeded with the emergency evacuate/evacuation checklist, discharged the second bottle into the engine and finished the checklist. I then verified all passenger were off the aircraft, proceeded to the rally point and verified the passenger count with the flight attendant and first officer. No injuries were reported. No fire warnings were evident in the cockpit. Callback conversation with reporter revealed the following information: this SF340B flight crew said that the second stage compressor failed on takeoff and damaged the third and fourth stages. The internal turbine temperature remained at or near the 960 degrees celsius limit with the oil pressure at zero while the engine was at idle. The flight crew never got a fire warning, but the cabin attendant and an off duty pilot confirmed visible smoke and flames. The evacuate/evacuation was successful with no injuries and no further damage to the aircraft. The reporter said that he had a similar failure in the past, in that there was no fire warning in the cockpit, but in that case the engine finally seized when the oil was consumed in the fire. He said that he had become more attuned to eye witness accounts of engine and aircraft conditions since that experience.

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Original NASA ASRS Text

Title: AN ACR SF340B FLC REJECTED THEIR TKOF WHEN THE L ENG FAILED. AFTER CLRING THE RWY THEY WERE INFORMED OF A POSSIBLE FIRE IN THE ENG AND THEY EVACED THE ACFT.

Narrative: AFTER RECEIVING CLRNC FOR TKOF WE BEGAN OUR TKOF ROLL, THE AUTOMATIC PWR RESERVE WAS ACTIVATED AND THE CONSTANT TORQUE ON TKOF WAS ENGAGED. JUST AS THE TORQUE ACHIEVED ITS SETTING A LOUD BANG/POP WAS HEARD AND A YAWING TO THE L WAS FELT. I ABORTED THE TKOF AND SLOWED THE ACFT. SHORTLY THEREAFTER A MASTER WARNING CHIMED ON THE CENTRAL WARNING PANEL. WE ASKED FOR PERMISSION TO EXIT ONTO A TXWY TO ACCESS THE PROB. THE WARNING WAS IDENTED AS A LOW OIL PRESSURE WARNING AND THE INTERNAL TURBINE TEMP WAS IN EXCESS OF 900 DEGS C. AT THAT TIME THE CONDITION LEVER WAS SELECTED FUEL OFF. WITHIN 10 SECONDS OF THE CONDITION LEVER BEING SELECTED OFF THE FLT ATTENDANT CALLED AND SAID HE AND A JUMP SEAT RIDER POSITIONED NEAR THE ENG. BOTH HAD SEEN SMOKE AND FLAMES COMING FROM THE ENG. I THEN DECIDED TO PULL THE T-HANDLE AND DISCHARGE THE FIRE BOTTLE DUE TO THESE RPTS. WE THEN ASKED THE TWR TO HELP US DETERMINE THE EXTENT OF THE PROB. THEY TOO INFORMED US OF SMOKE COMING FROM THE TAILCONE. AS A PRECAUTION, AN EVAC OF THE ACFT WAS INITIATED. I THEN PROCEEDED WITH THE EMER EVAC CHKLIST, DISCHARGED THE SECOND BOTTLE INTO THE ENG AND FINISHED THE CHKLIST. I THEN VERIFIED ALL PAX WERE OFF THE ACFT, PROCEEDED TO THE RALLY POINT AND VERIFIED THE PAX COUNT WITH THE FLT ATTENDANT AND FO. NO INJURIES WERE RPTED. NO FIRE WARNINGS WERE EVIDENT IN THE COCKPIT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THIS SF340B FLC SAID THAT THE SECOND STAGE COMPRESSOR FAILED ON TKOF AND DAMAGED THE THIRD AND FOURTH STAGES. THE INTERNAL TURBINE TEMP REMAINED AT OR NEAR THE 960 DEGS CELSIUS LIMIT WITH THE OIL PRESSURE AT ZERO WHILE THE ENG WAS AT IDLE. THE FLC NEVER GOT A FIRE WARNING, BUT THE CABIN ATTENDANT AND AN OFF DUTY PLT CONFIRMED VISIBLE SMOKE AND FLAMES. THE EVAC WAS SUCCESSFUL WITH NO INJURIES AND NO FURTHER DAMAGE TO THE ACFT. THE RPTR SAID THAT HE HAD A SIMILAR FAILURE IN THE PAST, IN THAT THERE WAS NO FIRE WARNING IN THE COCKPIT, BUT IN THAT CASE THE ENG FINALLY SEIZED WHEN THE OIL WAS CONSUMED IN THE FIRE. HE SAID THAT HE HAD BECOME MORE ATTUNED TO EYE WITNESS ACCOUNTS OF ENG AND ACFT CONDITIONS SINCE THAT EXPERIENCE.

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.