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B737-300 crew had #2 engine start problems. Contract maintenance found the 'fuel shutoff valve engine #2' circuit breaker tripped.
| Attributes | |
| ACN | 599676 |
| Time | |
| Date | 200311 |
| Day | Wed |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : smf.airport |
| State Reference | CA |
| Altitude | agl single value : 0 |
| Environment | |
| Flight Conditions | IMC |
| Weather Elements | Fog |
| Light | Night |
| Aircraft 1 | |
| Operator | common carrier : air carrier |
| Make Model Name | B737-300 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | ground : preflight ground : pushback |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Experience | flight time last 90 days : 100 flight time total : 7500 flight time type : 3500 |
| ASRS Report | 599676 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Events | |
| Anomaly | aircraft equipment problem : less severe non adherence : published procedure non adherence : far non adherence : company policies |
| Independent Detector | other other : 5 |
| Resolutory Action | other |
| Consequence | other other |
| Supplementary | |
| Problem Areas | Aircraft Flight Crew Human Performance |
| Primary Problem | Aircraft |
Narrative:
On pushback at smf, #1 engine started normally. #2 engine started normally until around 45% N2, when it flamed out and rolled back. We accomplished the aborted engine start checklist to include checking circuit breakers. We then tried to start #2 engine again and got a fuel flow of about 30 pounds per hour, but no egt rise. We aborted that start attempt as well and did a further check of switches and circuit breakers, particularly the ignition circuit breakers. The captain then called dispatch and maintenance on the phone. They advised us to call contract maintenance who did extensive troubleshooting. After about 15 mins, contract rechked circuit breakers and found the shutoff valve engine #2 circuit breaker popped. After resetting the breaker, #2 engine started normally. I am not sure when the breaker popped. We initially thought during the first engine start and that caused concern given the importance of that circuit breaker. Duty control felt it may have popped on the overnight, again a concern since it had to be in for the terminating flight. Anyway, bottom line, we missed it and took a delay on an originator. Other factors: I checked both circuit breaker panels twice, the first time with the battery on prior to APU start. Although I had the circuit breaker lights on I did not check it with my flashlight. I rechked them again after the walkaround with APU power and good interior lighting. After the flameout both of us mainly focused on the circuit breakers addressed on the QRH for aborted engine start. I had difficulty seeing the lower circuit breaker panels behind the right seat since I still don't bend too well from back surgery 7 weeks ago. The engine shutoff valve circuit breakers are not listed in the rejected takeoff/engines section of the QRH. They are listed in the fuel section. I would recommend we consider we put them in the engine section of the QRH as well.
Original NASA ASRS Text
Title: B737-300 CREW HAD #2 ENG START PROBS. CONTRACT MAINT FOUND THE 'FUEL SHUTOFF VALVE ENG #2' CIRCUIT BREAKER TRIPPED.
Narrative: ON PUSHBACK AT SMF, #1 ENG STARTED NORMALLY. #2 ENG STARTED NORMALLY UNTIL AROUND 45% N2, WHEN IT FLAMED OUT AND ROLLED BACK. WE ACCOMPLISHED THE ABORTED ENG START CHKLIST TO INCLUDE CHKING CIRCUIT BREAKERS. WE THEN TRIED TO START #2 ENG AGAIN AND GOT A FUEL FLOW OF ABOUT 30 LBS PER HR, BUT NO EGT RISE. WE ABORTED THAT START ATTEMPT AS WELL AND DID A FURTHER CHK OF SWITCHES AND CIRCUIT BREAKERS, PARTICULARLY THE IGNITION CIRCUIT BREAKERS. THE CAPT THEN CALLED DISPATCH AND MAINT ON THE PHONE. THEY ADVISED US TO CALL CONTRACT MAINT WHO DID EXTENSIVE TROUBLESHOOTING. AFTER ABOUT 15 MINS, CONTRACT RECHKED CIRCUIT BREAKERS AND FOUND THE SHUTOFF VALVE ENG #2 CIRCUIT BREAKER POPPED. AFTER RESETTING THE BREAKER, #2 ENG STARTED NORMALLY. I AM NOT SURE WHEN THE BREAKER POPPED. WE INITIALLY THOUGHT DURING THE FIRST ENG START AND THAT CAUSED CONCERN GIVEN THE IMPORTANCE OF THAT CIRCUIT BREAKER. DUTY CTL FELT IT MAY HAVE POPPED ON THE OVERNIGHT, AGAIN A CONCERN SINCE IT HAD TO BE IN FOR THE TERMINATING FLT. ANYWAY, BOTTOM LINE, WE MISSED IT AND TOOK A DELAY ON AN ORIGINATOR. OTHER FACTORS: I CHKED BOTH CIRCUIT BREAKER PANELS TWICE, THE FIRST TIME WITH THE BATTERY ON PRIOR TO APU START. ALTHOUGH I HAD THE CIRCUIT BREAKER LIGHTS ON I DID NOT CHK IT WITH MY FLASHLIGHT. I RECHKED THEM AGAIN AFTER THE WALKAROUND WITH APU PWR AND GOOD INTERIOR LIGHTING. AFTER THE FLAMEOUT BOTH OF US MAINLY FOCUSED ON THE CIRCUIT BREAKERS ADDRESSED ON THE QRH FOR ABORTED ENG START. I HAD DIFFICULTY SEEING THE LOWER CIRCUIT BREAKER PANELS BEHIND THE R SEAT SINCE I STILL DON'T BEND TOO WELL FROM BACK SURGERY 7 WKS AGO. THE ENG SHUTOFF VALVE CIRCUIT BREAKERS ARE NOT LISTED IN THE RTO/ENGS SECTION OF THE QRH. THEY ARE LISTED IN THE FUEL SECTION. I WOULD RECOMMEND WE CONSIDER WE PUT THEM IN THE ENG SECTION OF THE QRH AS WELL.
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.