Narrative:

We were asked to repos the empty aircraft to another part of the ramp where it would be out of the way. The captain and I boarded, ran the checklists, and attempted to start the #2 engine using a gpu start. We did not get the required amount of N1 for a start, so we aborted the start. We then attempted to start the #1 engine, and had a successful start. After the captain called a stable start, we performed our flows, and completed the after start checklist. The captain then asked me to clear right for a right turn on the ramp, which I did after visually checking the area. I continued to look right as we began our taxi, and after moving less than 10 ft, the captain said 'damn, shut down the engine,' and applied the brakes and set the parking brake. I looked back into the cockpit and asked what was wrong. He replied that 'the itt temperature light illuminated, and the itt shot up,' so he performed an immediate shutdown. We then completed our flows, and the proper checklists, and exited the aircraft. Once out, we both visually inspected the engine, and propeller, checking for damage or FOD. We found nothing. The captain then went back inside to contact company maintenance a second time -- this time about the #1 engine. He was informed by maintenance that an ingested piece of paper or plastic, even 1/2 the size of a dollar bill, could have caused the itt rise. After the phone call, we told the ground crew to tow the aircraft. There was no tow bar available that fit the aircraft. Because of the position the airplane came to rest in, it was blocking another airline's access to the ramp. So, we were asked to taxi it on the #2 engine, which we agreed to do in order to move it to a safe place for parking. This time we were able to safely move the aircraft without incident. Contributing factors: a small ramp space that requires an OTS aircraft to be moved. No proper tow bar for towing at the outstation. Corrective action: performing more thorough FOD checks on ramp area, especially on windy days. Supplemental information from acn 560522: I had just completed a good start on #1 (left) engine. I advanced the condition lever and the first officer and I completed the after start checklist for a single engine taxi. As I started my right turn out of parking via the ground marshalers instructions, I glanced inside and noticed that my #1 engine overtemp light was on. I immediately stopped the aircraft and shut down the #1 engine and went through emergency procedures for engine overtemp on the ground. Since my attention was mostly outside during the taxi phase, I do not know when or how long the engine was overheating or what might have caused this problem.

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Original NASA ASRS Text

Title: SF34 CREW HAD ENG EGT OVERTEMP DURING A TAXI REPOS OF THE ACFT AT ILE.

Narrative: WE WERE ASKED TO REPOS THE EMPTY ACFT TO ANOTHER PART OF THE RAMP WHERE IT WOULD BE OUT OF THE WAY. THE CAPT AND I BOARDED, RAN THE CHKLISTS, AND ATTEMPTED TO START THE #2 ENG USING A GPU START. WE DID NOT GET THE REQUIRED AMOUNT OF N1 FOR A START, SO WE ABORTED THE START. WE THEN ATTEMPTED TO START THE #1 ENG, AND HAD A SUCCESSFUL START. AFTER THE CAPT CALLED A STABLE START, WE PERFORMED OUR FLOWS, AND COMPLETED THE AFTER START CHKLIST. THE CAPT THEN ASKED ME TO CLR R FOR A R TURN ON THE RAMP, WHICH I DID AFTER VISUALLY CHKING THE AREA. I CONTINUED TO LOOK R AS WE BEGAN OUR TAXI, AND AFTER MOVING LESS THAN 10 FT, THE CAPT SAID 'DAMN, SHUT DOWN THE ENG,' AND APPLIED THE BRAKES AND SET THE PARKING BRAKE. I LOOKED BACK INTO THE COCKPIT AND ASKED WHAT WAS WRONG. HE REPLIED THAT 'THE ITT TEMP LIGHT ILLUMINATED, AND THE ITT SHOT UP,' SO HE PERFORMED AN IMMEDIATE SHUTDOWN. WE THEN COMPLETED OUR FLOWS, AND THE PROPER CHKLISTS, AND EXITED THE ACFT. ONCE OUT, WE BOTH VISUALLY INSPECTED THE ENG, AND PROP, CHKING FOR DAMAGE OR FOD. WE FOUND NOTHING. THE CAPT THEN WENT BACK INSIDE TO CONTACT COMPANY MAINT A SECOND TIME -- THIS TIME ABOUT THE #1 ENG. HE WAS INFORMED BY MAINT THAT AN INGESTED PIECE OF PAPER OR PLASTIC, EVEN 1/2 THE SIZE OF A DOLLAR BILL, COULD HAVE CAUSED THE ITT RISE. AFTER THE PHONE CALL, WE TOLD THE GND CREW TO TOW THE ACFT. THERE WAS NO TOW BAR AVAILABLE THAT FIT THE ACFT. BECAUSE OF THE POS THE AIRPLANE CAME TO REST IN, IT WAS BLOCKING ANOTHER AIRLINE'S ACCESS TO THE RAMP. SO, WE WERE ASKED TO TAXI IT ON THE #2 ENG, WHICH WE AGREED TO DO IN ORDER TO MOVE IT TO A SAFE PLACE FOR PARKING. THIS TIME WE WERE ABLE TO SAFELY MOVE THE ACFT WITHOUT INCIDENT. CONTRIBUTING FACTORS: A SMALL RAMP SPACE THAT REQUIRES AN OTS ACFT TO BE MOVED. NO PROPER TOW BAR FOR TOWING AT THE OUTSTATION. CORRECTIVE ACTION: PERFORMING MORE THOROUGH FOD CHKS ON RAMP AREA, ESPECIALLY ON WINDY DAYS. SUPPLEMENTAL INFO FROM ACN 560522: I HAD JUST COMPLETED A GOOD START ON #1 (L) ENG. I ADVANCED THE CONDITION LEVER AND THE FO AND I COMPLETED THE AFTER START CHKLIST FOR A SINGLE ENG TAXI. AS I STARTED MY R TURN OUT OF PARKING VIA THE GND MARSHALERS INSTRUCTIONS, I GLANCED INSIDE AND NOTICED THAT MY #1 ENG OVERTEMP LIGHT WAS ON. I IMMEDIATELY STOPPED THE ACFT AND SHUT DOWN THE #1 ENG AND WENT THROUGH EMER PROCS FOR ENG OVERTEMP ON THE GND. SINCE MY ATTN WAS MOSTLY OUTSIDE DURING THE TAXI PHASE, I DO NOT KNOW WHEN OR HOW LONG THE ENG WAS OVERHEATING OR WHAT MIGHT HAVE CAUSED THIS PROB.

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.