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B737-300 crew had high egt for #2 engine. After maintenance repaired the problem, they rejected the takeoff after the same problem recurred.
| Attributes | |
| ACN | 625556 |
| Time | |
| Date | 200407 |
| Day | Wed |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : las.airport |
| State Reference | NV |
| Altitude | agl single value : 0 |
| Environment | |
| Light | Daylight |
| Aircraft 1 | |
| Operator | common carrier : air carrier |
| Make Model Name | B737-300 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | ground : maintenance ground : takeoff roll |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| ASRS Report | 625556 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Events | |
| Anomaly | aircraft equipment problem : critical maintenance problem : improper maintenance non adherence : company policies non adherence : far non adherence other |
| Independent Detector | aircraft equipment other aircraft equipment : #2 eng egt other flight crewa other flight crewb |
| Resolutory Action | flight crew : rejected takeoff other |
| Consequence | other |
| Factors | |
| Maintenance | contributing factor : schedule pressure performance deficiency : testing performance deficiency : non compliance with legal requirements performance deficiency : repair |
| Supplementary | |
| Problem Areas | Maintenance Human Performance Flight Crew Human Performance Company Aircraft |
| Primary Problem | Aircraft |
Narrative:
On pushback from gate in las, we started the #2 engine and the start sequence was normal. Then, #1 engine was started. During starter cutoff of #1 engine, the #2 engine egt rose to 1100 degrees C and engine shutdown took place. We taxied back to gate and called maintenance. After shutting down aircraft, I went out to inspect the engine and noticed that the engine was spinning down normally. When maintenance came out, I informed them of this and that the temperature of the #2 engine was around 200-300 degrees C. He found that to be unusual. If the temperature had indeed been that high, (and I agreed that if the temperature was that high the engine's residual temperature would be much higher than that) it would not be spinning freely after shutting it down. After troubleshooting the problem and installing a new egt gauge, the engine was restarted and run for approximately 4 mins with no problems noted. After talking with maintenance in ZZZ, they decided that the problem was indeed a bad gauge, since there was no engine damage and the engine was rerun with no problems. I also supported this decision. After the aircraft was signed off we went to resume the flight. The pushback, engine start-up and taxi-out were all normal. On taxi-out, I told the first officer to be ready if this problem occurs again. On takeoff roll initially everything was normal. Takeoff power was set, the callout '80 KTS thrust and flaps are normal' was made and approximately 4-5 seconds later the #2 engine egt temperature started to rise rapidly and a rejected takeoff was made. The first officer contacted las tower and advised them of our aborted takeoff and intentions. I made a call over the PA for the flight attendants to remain seated, that the situation was under control. Once again we contacted company and maintenance and returned to the gate. On the takeoff roll the temperature this time reached a temperature of 1250 degrees C. After returning to the gate, I informed maintenance that I would not be accepting this aircraft for any more flts until this problem was corrected.
Original NASA ASRS Text
Title: B737-300 CREW HAD HIGH EGT FOR #2 ENG. AFTER MAINT REPAIRED THE PROB, THEY REJECTED THE TKOF AFTER THE SAME PROB RECURRED.
Narrative: ON PUSHBACK FROM GATE IN LAS, WE STARTED THE #2 ENG AND THE START SEQUENCE WAS NORMAL. THEN, #1 ENG WAS STARTED. DURING STARTER CUTOFF OF #1 ENG, THE #2 ENG EGT ROSE TO 1100 DEGS C AND ENG SHUTDOWN TOOK PLACE. WE TAXIED BACK TO GATE AND CALLED MAINT. AFTER SHUTTING DOWN ACFT, I WENT OUT TO INSPECT THE ENG AND NOTICED THAT THE ENG WAS SPINNING DOWN NORMALLY. WHEN MAINT CAME OUT, I INFORMED THEM OF THIS AND THAT THE TEMP OF THE #2 ENG WAS AROUND 200-300 DEGS C. HE FOUND THAT TO BE UNUSUAL. IF THE TEMP HAD INDEED BEEN THAT HIGH, (AND I AGREED THAT IF THE TEMP WAS THAT HIGH THE ENG'S RESIDUAL TEMP WOULD BE MUCH HIGHER THAN THAT) IT WOULD NOT BE SPINNING FREELY AFTER SHUTTING IT DOWN. AFTER TROUBLESHOOTING THE PROB AND INSTALLING A NEW EGT GAUGE, THE ENG WAS RESTARTED AND RUN FOR APPROX 4 MINS WITH NO PROBS NOTED. AFTER TALKING WITH MAINT IN ZZZ, THEY DECIDED THAT THE PROB WAS INDEED A BAD GAUGE, SINCE THERE WAS NO ENG DAMAGE AND THE ENG WAS RERUN WITH NO PROBS. I ALSO SUPPORTED THIS DECISION. AFTER THE ACFT WAS SIGNED OFF WE WENT TO RESUME THE FLT. THE PUSHBACK, ENG START-UP AND TAXI-OUT WERE ALL NORMAL. ON TAXI-OUT, I TOLD THE FO TO BE READY IF THIS PROB OCCURS AGAIN. ON TKOF ROLL INITIALLY EVERYTHING WAS NORMAL. TKOF PWR WAS SET, THE CALLOUT '80 KTS THRUST AND FLAPS ARE NORMAL' WAS MADE AND APPROX 4-5 SECONDS LATER THE #2 ENG EGT TEMP STARTED TO RISE RAPIDLY AND A REJECTED TKOF WAS MADE. THE FO CONTACTED LAS TWR AND ADVISED THEM OF OUR ABORTED TKOF AND INTENTIONS. I MADE A CALL OVER THE PA FOR THE FLT ATTENDANTS TO REMAIN SEATED, THAT THE SIT WAS UNDER CTL. ONCE AGAIN WE CONTACTED COMPANY AND MAINT AND RETURNED TO THE GATE. ON THE TKOF ROLL THE TEMP THIS TIME REACHED A TEMP OF 1250 DEGS C. AFTER RETURNING TO THE GATE, I INFORMED MAINT THAT I WOULD NOT BE ACCEPTING THIS ACFT FOR ANY MORE FLTS UNTIL THIS PROB WAS CORRECTED.
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.