An MU300, on takeoff climb at 500 ft, declared an emergency and diverted due to loss of power on the...

Attributes
ACN	577497
Time
Date	200303
Day	Wed
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : lit.airport
State Reference	AR
Altitude	agl bound lower : 400 agl bound upper : 500
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : lit.tower
Operator	common carrier : air taxi
Operating Under FAR Part	Part 135
Flight Phase	climbout : initial
Flight Plan	IFR
Person 1
Affiliation	company : air taxi
Function	instruction : instructor oversight : pic
Qualification	pilot : atp pilot : cfi
Experience	flight time last 90 days : 5 flight time total : 4500 flight time type : 150
ASRS Report	577497
Person 2
Affiliation	company : air taxi
Function	instruction : trainee
Events
Anomaly	aircraft equipment problem : critical other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : rt eng indications other flight crewa other flight crewb
Resolutory Action	controller : issued new clearance flight crew : diverted to another airport flight crew : declared emergency
Consequence	other
Supplementary
Problem Areas	Chart Or Publication Flight Crew Human Performance Aircraft
Primary Problem	Aircraft

Narrative:

The applicant and I performed an exterior preflight inspection, and accomplished all of the before start and before takeoff checks without incident. The first flight training event after a normal takeoff was an ILS to a missed approach followed by takeoffs and lndgs in closed traffic. After the first touch-and-go on runway 4R, the applicant commented that we had an engine failure as we were climbing through 400-500 ft AGL. Fan speed was observed to be close to 70%. I manipulated the thrust lever toward idle, then back to the takeoff position. Engine speed would decrease normally, but the fan speed would still not exceed 70%. By the time we reached the downwind leg of the traffic pattern, fan speed had decreased to the 20-25% range, and turbine speed was less than 35%. I notified little rock ATCT that we had experienced an engine failure, and requested that the emergency vehicles be dispatched for our arrival. Little rock ATCT asked for souls onboard and fuel onboard, to which I replied 2 and 3 hours respectively. Since the turbulence speed was well below the normal idle speed, I elected to shut the engine down. The engine failure or shutdown in flight emergency checklist was accomplished by me while the applicant flew the airplane. The single engine approach and landing abnormal checklist was completed, and we flew the ILS to a single engine landing on runway 4L. One of the fire trucks followed us to the ramp, and after shutdown, a fire fighter asked for my name, verified that we had 3 hours of fuel onboard (as I had reported to little rock ATCT), and the telephone number for the operator was given to him. The airplane was then taken to the operator's facility for maintenance. The applicant called me this morning (mar/thu/03) at XA47 CST and advised that maintenance had determined that the fuel flow divider had failed. Callback conversation with reporter revealed the following information: the reporter stated it was the right engine that failed, and the fuel divider was the cause of the loss of power. The reporter said the aircraft was mainly used for training.

Original NASA ASRS Text

Title: AN MU300, ON TKOF CLB AT 500 FT, DECLARED AN EMER AND DIVERTED DUE TO LOSS OF PWR ON THE R ENG, CAUSED BY FAILED FUEL FLOW DIVIDER.

Narrative: THE APPLICANT AND I PERFORMED AN EXTERIOR PREFLT INSPECTION, AND ACCOMPLISHED ALL OF THE BEFORE START AND BEFORE TKOF CHKS WITHOUT INCIDENT. THE FIRST FLT TRAINING EVENT AFTER A NORMAL TKOF WAS AN ILS TO A MISSED APCH FOLLOWED BY TKOFS AND LNDGS IN CLOSED TFC. AFTER THE FIRST TOUCH-AND-GO ON RWY 4R, THE APPLICANT COMMENTED THAT WE HAD AN ENG FAILURE AS WE WERE CLBING THROUGH 400-500 FT AGL. FAN SPD WAS OBSERVED TO BE CLOSE TO 70%. I MANIPULATED THE THRUST LEVER TOWARD IDLE, THEN BACK TO THE TKOF POS. ENG SPD WOULD DECREASE NORMALLY, BUT THE FAN SPD WOULD STILL NOT EXCEED 70%. BY THE TIME WE REACHED THE DOWNWIND LEG OF THE TFC PATTERN, FAN SPD HAD DECREASED TO THE 20-25% RANGE, AND TURBINE SPD WAS LESS THAN 35%. I NOTIFIED LITTLE ROCK ATCT THAT WE HAD EXPERIENCED AN ENG FAILURE, AND REQUESTED THAT THE EMER VEHICLES BE DISPATCHED FOR OUR ARR. LITTLE ROCK ATCT ASKED FOR SOULS ONBOARD AND FUEL ONBOARD, TO WHICH I REPLIED 2 AND 3 HRS RESPECTIVELY. SINCE THE TURB SPD WAS WELL BELOW THE NORMAL IDLE SPD, I ELECTED TO SHUT THE ENG DOWN. THE ENG FAILURE OR SHUTDOWN IN FLT EMER CHKLIST WAS ACCOMPLISHED BY ME WHILE THE APPLICANT FLEW THE AIRPLANE. THE SINGLE ENG APCH AND LNDG ABNORMAL CHKLIST WAS COMPLETED, AND WE FLEW THE ILS TO A SINGLE ENG LNDG ON RWY 4L. ONE OF THE FIRE TRUCKS FOLLOWED US TO THE RAMP, AND AFTER SHUTDOWN, A FIRE FIGHTER ASKED FOR MY NAME, VERIFIED THAT WE HAD 3 HRS OF FUEL ONBOARD (AS I HAD RPTED TO LITTLE ROCK ATCT), AND THE TELEPHONE NUMBER FOR THE OPERATOR WAS GIVEN TO HIM. THE AIRPLANE WAS THEN TAKEN TO THE OPERATOR'S FACILITY FOR MAINT. THE APPLICANT CALLED ME THIS MORNING (MAR/THU/03) AT XA47 CST AND ADVISED THAT MAINT HAD DETERMINED THAT THE FUEL FLOW DIVIDER HAD FAILED. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED IT WAS THE R ENG THAT FAILED, AND THE FUEL DIVIDER WAS THE CAUSE OF THE LOSS OF PWR. THE RPTR SAID THE ACFT WAS MAINLY USED FOR TRAINING.

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.

An MU300, on takeoff climb at 500 ft, declared an emergency and diverted due to loss of power on the right engine, caused by failed fuel flow divider.