Narrative:

At the end of runway waiting for ATC delay for departures. Started right engine using APU. Left engine running. After normal engine start; aircraft did the power xfer from the APU to the right engine. Frequency and volts for each engine generator were normal. The flight guidance panel was blank; the first officer's FMA was blank and there were F/south speed flag and F/D flag on the first officer's pfd. I cycled both engine driven generators to re-xfer the busses back to the APU. After cycling; the aircraft xtie lockout light illuminated. Pulled out the QRH and accomplished the AC xtie lockout on the ground procedure with no success. I then contacted dispatch and requested a phone patch to maintenance control. The dispatcher and maintenance control had a 3-WAY conversation. The technician asked me to check some circuit breakers and then asked me to switch the dfgc switch from #2 to #1. At that point; the flight guidance panel was normal and the tri no mode light extinguished. He then had first officer bootstrap his pfd over to my side and his lights on the pfd extinguished as well. The technician then said that everything is normal using MEL 24-4. This was not crew placardable. Dispatch calculated the extra fuel burn using the APU for the flight and confirmed that the WX was sufficient en route; and we all agreed that the flight could depart. Once airborne and more time to contemplate; I read the MEL general section regarding departure from the gate. I am not sure that this applied; but I am not positive. The QRH stipulated that maintenance was to be contacted and this was done as well a call to dispatch.

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Original NASA ASRS Text

Title: AN MD80 AWAITING TKOF HAD THE R GENERATOR FAIL TO PWR THE #1 XFORMER RECTIFIER. APU PWR SWITCHED TO PWR R BUS. R GENERATOR DEFERRED AS INOP.

Narrative: AT THE END OF RWY WAITING FOR ATC DELAY FOR DEPS. STARTED R ENG USING APU. L ENG RUNNING. AFTER NORMAL ENG START; ACFT DID THE PWR XFER FROM THE APU TO THE R ENG. FREQ AND VOLTS FOR EACH ENG GENERATOR WERE NORMAL. THE FLT GUIDANCE PANEL WAS BLANK; THE FO'S FMA WAS BLANK AND THERE WERE F/S SPD FLAG AND F/D FLAG ON THE FO'S PFD. I CYCLED BOTH ENG DRIVEN GENERATORS TO RE-XFER THE BUSSES BACK TO THE APU. AFTER CYCLING; THE ACFT XTIE LOCKOUT LIGHT ILLUMINATED. PULLED OUT THE QRH AND ACCOMPLISHED THE AC XTIE LOCKOUT ON THE GND PROC WITH NO SUCCESS. I THEN CONTACTED DISPATCH AND REQUESTED A PHONE PATCH TO MAINT CTL. THE DISPATCHER AND MAINT CTL HAD A 3-WAY CONVERSATION. THE TECHNICIAN ASKED ME TO CHK SOME CIRCUIT BREAKERS AND THEN ASKED ME TO SWITCH THE DFGC SWITCH FROM #2 TO #1. AT THAT POINT; THE FLT GUIDANCE PANEL WAS NORMAL AND THE TRI NO MODE LIGHT EXTINGUISHED. HE THEN HAD FO BOOTSTRAP HIS PFD OVER TO MY SIDE AND HIS LIGHTS ON THE PFD EXTINGUISHED AS WELL. THE TECHNICIAN THEN SAID THAT EVERYTHING IS NORMAL USING MEL 24-4. THIS WAS NOT CREW PLACARDABLE. DISPATCH CALCULATED THE EXTRA FUEL BURN USING THE APU FOR THE FLT AND CONFIRMED THAT THE WX WAS SUFFICIENT ENRTE; AND WE ALL AGREED THAT THE FLT COULD DEPART. ONCE AIRBORNE AND MORE TIME TO CONTEMPLATE; I READ THE MEL GENERAL SECTION REGARDING DEP FROM THE GATE. I AM NOT SURE THAT THIS APPLIED; BUT I AM NOT POSITIVE. THE QRH STIPULATED THAT MAINT WAS TO BE CONTACTED AND THIS WAS DONE AS WELL A CALL TO DISPATCH.

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.