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An medium large transport commercial fixed wing aircraft on initial climb at 1500 ft diverted due to the right thrust lever binding and limiting maximum power on #2 engine to 93% N1 caused by an electrical connector interfering with the thrust lever teleflex.
| Attributes | |
| ACN | 412546 |
| Time | |
| Date | 199808 |
| Day | Fri |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : sea |
| State Reference | WA |
| Altitude | agl bound lower : 1500 agl bound upper : 1500 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : sea |
| Operator | common carrier : air carrier |
| Make Model Name | Commercial Fixed Wing |
| Operating Under FAR Part | Part 121 |
| Flight Phase | climbout : initial other |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : instrument pilot : commercial pilot : flight engineer pilot : cfi pilot : atp |
| Experience | flight time last 90 days : 200 flight time total : 14000 flight time type : 900 |
| ASRS Report | 412546 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : commercial pilot : instrument |
| Events | |
| Anomaly | aircraft equipment problem : critical |
| Independent Detector | other flight crewa |
| Resolutory Action | none taken : detected after the fact other |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Aircraft |
| Air Traffic Incident | other |
Narrative:
After calling for 'noise power' reduction from takeoff power on departure from sea, the aircraft yawed hard to the right when my first officer started the power reduction. After correcting with rudder and stabilizing the aircraft in a normal climb, we discovered that the right thrust lever had a 2-3 inch dead band and also did bind when moved. We also were unable to get more than about 93% N1 out of the right engine (barely climb power) even with the engine thrust lever all the way forward. After consulting with dispatch and maintenance control and completing all relevant checklists, we were advised to return to sea for an overweight landing. Preliminary reports from the mechanics after returning to sea indicated that a cannon plug on the engine was interfering with the thrust lever teleflex cable. It appears that maintenance may have improperly installed the cannon plug after maintenance on the engine, thus creating this problem, probably due to being rushed.
Original NASA ASRS Text
Title: AN MLG COMMERCIAL FIXED WING ACFT ON INITIAL CLB AT 1500 FT DIVERTED DUE TO THE R THRUST LEVER BINDING AND LIMITING MAX PWR ON #2 ENG TO 93% N1 CAUSED BY AN ELECTRICAL CONNECTOR INTERFERING WITH THE THRUST LEVER TELEFLEX.
Narrative: AFTER CALLING FOR 'NOISE PWR' REDUCTION FROM TKOF PWR ON DEP FROM SEA, THE ACFT YAWED HARD TO THE R WHEN MY FO STARTED THE PWR REDUCTION. AFTER CORRECTING WITH RUDDER AND STABILIZING THE ACFT IN A NORMAL CLB, WE DISCOVERED THAT THE R THRUST LEVER HAD A 2-3 INCH DEAD BAND AND ALSO DID BIND WHEN MOVED. WE ALSO WERE UNABLE TO GET MORE THAN ABOUT 93% N1 OUT OF THE R ENG (BARELY CLB PWR) EVEN WITH THE ENG THRUST LEVER ALL THE WAY FORWARD. AFTER CONSULTING WITH DISPATCH AND MAINT CTL AND COMPLETING ALL RELEVANT CHKLISTS, WE WERE ADVISED TO RETURN TO SEA FOR AN OVERWT LNDG. PRELIMINARY RPTS FROM THE MECHS AFTER RETURNING TO SEA INDICATED THAT A CANNON PLUG ON THE ENG WAS INTERFERING WITH THE THRUST LEVER TELEFLEX CABLE. IT APPEARS THAT MAINT MAY HAVE IMPROPERLY INSTALLED THE CANNON PLUG AFTER MAINT ON THE ENG, THUS CREATING THIS PROB, PROBABLY DUE TO BEING RUSHED.
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.