Narrative:

We were originally scheduled to fly the DO328 from bos to cae as a part 91 maintenance ferry flight earlier in the morning, but had aborted the takeoff due to an itt exceedance on the right engine. The same reason for which the aircraft had an aborted takeoff the previous day. Several hours after returning the aircraft to bos maintenance, and conferring with maintenance and the chief pilot, it was decided to again attempt to ferry flight to cae. On the second attempt to make the flight, we very slowly applied power to avoid exceeding an engine limitation, and never reached maximum takeoff thrust before accelerating to V1. Power was set between maximum cruise and maximum climb all the way to cruising altitude. Throughout the entire flight, the right engine was running 100-200 degrees hotter, and burning about 200 pounds/hour more fuel than the left engine. We agreed that xfeed would be required to avoid exceeding a fuel balance limitation en route, due to the higher fuel burn of the right engine. Just southwest of phl, (sbound at FL280, in VMC but hazy conditions) the captain turned on the xfeed selector and the right engine began banging and shuddering (very similar to the compressor stall in the simulator, though I have never experienced a compressor stall in actual flight). The captain immediately turned off the xfeed, and the shuddering stopped. We then decided that we would be unable to continue to cae, since we were unable to correct the impending fuel imbal situation, and began to coordinate a diversion. Roughly 5 mins after the first shuddering, the right engine began the same shuddering intermittently, this time without the xfeed operating or any other input by the captain or myself. The itt spiked to 950 degrees during the shuddering and engine vibration rose slightly from 0.1 in/south to 0.2-0.3 in/south. We feared an imminent engine failure, declared an emergency, and proceeded directly to iad. I flew as the captain coordinated the diversion, then returned the controls when he was ready. The shuddering ceased with reduced power settings in the descent, and we decided to continue with both engines operating. We made an essentially normal landing to runway 19R at iad without any indication of engine damage or abnormality other than the consistently high itt and fuel burn on the right engine.

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Original NASA ASRS Text

Title: A MAINT FERRY FLT GOES BAD WHEN THE CREW IS UNABLE TO CORRECT A FUEL IMBAL SIT INFLT WITHOUT DAMAGING THE MALFUNCTIONING ENG, FL280 20 MI SW OF PHL.

Narrative: WE WERE ORIGINALLY SCHEDULED TO FLY THE DO328 FROM BOS TO CAE AS A PART 91 MAINT FERRY FLT EARLIER IN THE MORNING, BUT HAD ABORTED THE TKOF DUE TO AN ITT EXCEEDANCE ON THE R ENG. THE SAME REASON FOR WHICH THE ACFT HAD AN ABORTED TKOF THE PREVIOUS DAY. SEVERAL HRS AFTER RETURNING THE ACFT TO BOS MAINT, AND CONFERRING WITH MAINT AND THE CHIEF PLT, IT WAS DECIDED TO AGAIN ATTEMPT TO FERRY FLT TO CAE. ON THE SECOND ATTEMPT TO MAKE THE FLT, WE VERY SLOWLY APPLIED PWR TO AVOID EXCEEDING AN ENG LIMITATION, AND NEVER REACHED MAX TKOF THRUST BEFORE ACCELERATING TO V1. PWR WAS SET BTWN MAX CRUISE AND MAX CLB ALL THE WAY TO CRUISING ALT. THROUGHOUT THE ENTIRE FLT, THE R ENG WAS RUNNING 100-200 DEGS HOTTER, AND BURNING ABOUT 200 LBS/HR MORE FUEL THAN THE L ENG. WE AGREED THAT XFEED WOULD BE REQUIRED TO AVOID EXCEEDING A FUEL BAL LIMITATION ENRTE, DUE TO THE HIGHER FUEL BURN OF THE R ENG. JUST SW OF PHL, (SBOUND AT FL280, IN VMC BUT HAZY CONDITIONS) THE CAPT TURNED ON THE XFEED SELECTOR AND THE R ENG BEGAN BANGING AND SHUDDERING (VERY SIMILAR TO THE COMPRESSOR STALL IN THE SIMULATOR, THOUGH I HAVE NEVER EXPERIENCED A COMPRESSOR STALL IN ACTUAL FLT). THE CAPT IMMEDIATELY TURNED OFF THE XFEED, AND THE SHUDDERING STOPPED. WE THEN DECIDED THAT WE WOULD BE UNABLE TO CONTINUE TO CAE, SINCE WE WERE UNABLE TO CORRECT THE IMPENDING FUEL IMBAL SIT, AND BEGAN TO COORDINATE A DIVERSION. ROUGHLY 5 MINS AFTER THE FIRST SHUDDERING, THE R ENG BEGAN THE SAME SHUDDERING INTERMITTENTLY, THIS TIME WITHOUT THE XFEED OPERATING OR ANY OTHER INPUT BY THE CAPT OR MYSELF. THE ITT SPIKED TO 950 DEGS DURING THE SHUDDERING AND ENG VIBRATION ROSE SLIGHTLY FROM 0.1 IN/S TO 0.2-0.3 IN/S. WE FEARED AN IMMINENT ENG FAILURE, DECLARED AN EMER, AND PROCEEDED DIRECTLY TO IAD. I FLEW AS THE CAPT COORDINATED THE DIVERSION, THEN RETURNED THE CTLS WHEN HE WAS READY. THE SHUDDERING CEASED WITH REDUCED PWR SETTINGS IN THE DSCNT, AND WE DECIDED TO CONTINUE WITH BOTH ENGS OPERATING. WE MADE AN ESSENTIALLY NORMAL LNDG TO RWY 19R AT IAD WITHOUT ANY INDICATION OF ENG DAMAGE OR ABNORMALITY OTHER THAN THE CONSISTENTLY HIGH ITT AND FUEL BURN ON THE R ENG.

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.