An MD10-10 on initial climb at 3000 ft declared emergency and diverted due to #2 engine high oil tem...

Attributes
ACN	647659
Time
Date	200502
Local Time Of Day	0001 To 0600
Place
Locale Reference	airport : zzz.airport
State Reference	US
Altitude	msl single value : 3000
Environment
Flight Conditions	Mixed
Weather Elements	Rain
Aircraft 1
Controlling Facilities	tracon : zzz.tracon
Operator	common carrier : air carrier
Make Model Name	MD-10 Conversion
Operating Under FAR Part	Part 121
Flight Phase	climbout : initial
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : flight engineer pilot : cfi pilot : atp
Experience	flight time last 90 days : 102 flight time total : 14000 flight time type : 3000
ASRS Report	647659
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Events
Anomaly	aircraft equipment problem : critical inflight encounter : birds
Independent Detector	aircraft equipment other aircraft equipment : high oil temp vibration other flight crewa other flight crewb
Resolutory Action	controller : provided flight assist flight crew : overcame equipment problem flight crew : diverted to another airport flight crew : declared emergency
Consequence	other other
Supplementary
Problem Areas	Aircraft
Primary Problem	Aircraft

Narrative:

Setting takeoff power required moving the #2 throttle 1 full knob width ahead of the other 2 throttles; and during the initial climb; there was noticeable vibration in the center console. Above 3000 ft MSL and while being vectored to the VOR; we received a level 3 alert; air manifold #2 failure; which soon cleared itself. This was followed by engine #2 oil temperature high and noticeable airframe vibration and noise. The temperature indication exceeded 200 degrees C. The engine was shut down per the QRH and the fire extinguisher was discharged as we suspected severe damage. While at 5000 ft MSL; we declared an emergency; were vectored for fuel dump and for the ILS to ZZZ runway 11. The initial dump was to the FMS 50 degrees flaps limit weight of 375000 pounds. The single engine inoperative landing confign of 35 degrees flaps was established; which has a limit weight of 363500 pounds; and second fuel dump was begun. After landing and clearing the runway the emergency trucks reported that we were still dumping fuel; which we then stopped. Postflt inspection by maintenance indicated a bird strike in the #2 engine. Our failure to terminate the fuel dump before landing was the result of the high workload created by the attempt to complete the abnormal/emergency checklists; complete an expeditious return to the airport while in the WX with moderate rain; and configure for the landing; while accomplishing the normal ATC communications; cockpit xchks; and checklists. Callback conversation with reporter revealed the following information: the fire bottles were fired into the engine after the engine shut down. At 5000 ft; started dumping fuel but with single engine confign checklist required 35 units flaps extension with a limited weight and more fuel dumping was required. The combination of low altitude with moderate rain and working to complete the abnormal emergency checklists and landing confign contributed to an extremely high workload. On the ground; maintenance found 2 fan blades bent by a bird strike and an oil leak.

Original NASA ASRS Text

Title: AN MD10-10 ON INITIAL CLB AT 3000 FT DECLARED EMER AND DIVERTED DUE TO #2 ENG HIGH OIL TEMP AND NOTICEABLE AIRFRAME VIBRATION AND NOISE. ENG SHUTDOWN.

Narrative: SETTING TKOF PWR REQUIRED MOVING THE #2 THROTTLE 1 FULL KNOB WIDTH AHEAD OF THE OTHER 2 THROTTLES; AND DURING THE INITIAL CLB; THERE WAS NOTICEABLE VIBRATION IN THE CTR CONSOLE. ABOVE 3000 FT MSL AND WHILE BEING VECTORED TO THE VOR; WE RECEIVED A LEVEL 3 ALERT; AIR MANIFOLD #2 FAILURE; WHICH SOON CLRED ITSELF. THIS WAS FOLLOWED BY ENG #2 OIL TEMP HIGH AND NOTICEABLE AIRFRAME VIBRATION AND NOISE. THE TEMP INDICATION EXCEEDED 200 DEGS C. THE ENG WAS SHUT DOWN PER THE QRH AND THE FIRE EXTINGUISHER WAS DISCHARGED AS WE SUSPECTED SEVERE DAMAGE. WHILE AT 5000 FT MSL; WE DECLARED AN EMER; WERE VECTORED FOR FUEL DUMP AND FOR THE ILS TO ZZZ RWY 11. THE INITIAL DUMP WAS TO THE FMS 50 DEGS FLAPS LIMIT WT OF 375000 LBS. THE SINGLE ENG INOP LNDG CONFIGN OF 35 DEGS FLAPS WAS ESTABLISHED; WHICH HAS A LIMIT WT OF 363500 LBS; AND SECOND FUEL DUMP WAS BEGUN. AFTER LNDG AND CLRING THE RWY THE EMER TRUCKS RPTED THAT WE WERE STILL DUMPING FUEL; WHICH WE THEN STOPPED. POSTFLT INSPECTION BY MAINT INDICATED A BIRD STRIKE IN THE #2 ENG. OUR FAILURE TO TERMINATE THE FUEL DUMP BEFORE LNDG WAS THE RESULT OF THE HIGH WORKLOAD CREATED BY THE ATTEMPT TO COMPLETE THE ABNORMAL/EMER CHKLISTS; COMPLETE AN EXPEDITIOUS RETURN TO THE ARPT WHILE IN THE WX WITH MODERATE RAIN; AND CONFIGURE FOR THE LNDG; WHILE ACCOMPLISHING THE NORMAL ATC COMS; COCKPIT XCHKS; AND CHKLISTS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE FIRE BOTTLES WERE FIRED INTO THE ENG AFTER THE ENG SHUT DOWN. AT 5000 FT; STARTED DUMPING FUEL BUT WITH SINGLE ENG CONFIGN CHKLIST REQUIRED 35 UNITS FLAPS EXTENSION WITH A LIMITED WT AND MORE FUEL DUMPING WAS REQUIRED. THE COMBINATION OF LOW ALT WITH MODERATE RAIN AND WORKING TO COMPLETE THE ABNORMAL EMER CHKLISTS AND LNDG CONFIGN CONTRIBUTED TO AN EXTREMELY HIGH WORKLOAD. ON THE GND; MAINT FOUND 2 FAN BLADES BENT BY A BIRD STRIKE AND AN OIL LEAK.

Data retrieved from NASA's ASRS site as of January 2009 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 MD10-10 on initial climb at 3000 ft declared emergency and diverted due to #2 engine high oil temperature and noticeable airframe vibration and noise. Engine shutdown.