Narrative:

We arrived the afternoon before and did not fly the outbound aircraft in. The conditions were wintry. It was my leg to fly. The first officer conducted the walkaround. We started both engines on pushback with engine ice on. We taxied to the north deice pad and shut down the engines as requested by the deice team. 1 truck malfunctioned; so it returned to the terminal. The team returned with 2 trucks the second time with each spraying down a side. I requested type 1 fluid; since there was no falling precipitation. We then started both engines again with engine anti-ice on and taxied to the runway. I manually advanced the throttles to 1.4 EPR; noticed normal engine parameters; and called for the autothrottles. As they accelerated to approximately 1.6 EPR; we heard a cyclic 'whooshing' sound. Since we were below 80 KIAS; I simply disengaged the autothrottles and pulled them to idle. I wasn't sure what had happened; so I wanted to run up the engines to rule out compressor stall. The left was ok. The right made a loud bang. We taxied back to the gate; wrote up the right engine in the logbook; and contacted the company. I suspect that frozen precipitation accumulated in the bottom of the unprotected; upwind engine inlet's acoustic lining overnight. Since the engines are tail-mounted on this aircraft; you cannot see the bottom of the inlet during the walkaround. Inlet covers may have prevented this. My company does not use them. But until it completes the official investigation; the exact cause and preventive measures are not known. Callback conversation with reporter revealed the following information: the reporter states that the right engine fan was damaged and required maintenance action. He believes that the de-ice crew is at fault in this incident.

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Original NASA ASRS Text

Title: MD80 CAPTAIN REPORTS ICE INGESTION BY THE RIGHT ENGINE AFTER BEING DE-ICED AS THE CAUSE OF A REJECTED TAKE OFF.

Narrative: WE ARRIVED THE AFTERNOON BEFORE AND DID NOT FLY THE OUTBOUND ACFT IN. THE CONDITIONS WERE WINTRY. IT WAS MY LEG TO FLY. THE FO CONDUCTED THE WALKAROUND. WE STARTED BOTH ENGS ON PUSHBACK WITH ENG ICE ON. WE TAXIED TO THE N DEICE PAD AND SHUT DOWN THE ENGS AS REQUESTED BY THE DEICE TEAM. 1 TRUCK MALFUNCTIONED; SO IT RETURNED TO THE TERMINAL. THE TEAM RETURNED WITH 2 TRUCKS THE SECOND TIME WITH EACH SPRAYING DOWN A SIDE. I REQUESTED TYPE 1 FLUID; SINCE THERE WAS NO FALLING PRECIP. WE THEN STARTED BOTH ENGS AGAIN WITH ENG ANTI-ICE ON AND TAXIED TO THE RWY. I MANUALLY ADVANCED THE THROTTLES TO 1.4 EPR; NOTICED NORMAL ENG PARAMETERS; AND CALLED FOR THE AUTOTHROTTLES. AS THEY ACCELERATED TO APPROX 1.6 EPR; WE HEARD A CYCLIC 'WHOOSHING' SOUND. SINCE WE WERE BELOW 80 KIAS; I SIMPLY DISENGAGED THE AUTOTHROTTLES AND PULLED THEM TO IDLE. I WASN'T SURE WHAT HAD HAPPENED; SO I WANTED TO RUN UP THE ENGS TO RULE OUT COMPRESSOR STALL. THE L WAS OK. THE R MADE A LOUD BANG. WE TAXIED BACK TO THE GATE; WROTE UP THE R ENG IN THE LOGBOOK; AND CONTACTED THE COMPANY. I SUSPECT THAT FROZEN PRECIP ACCUMULATED IN THE BOTTOM OF THE UNPROTECTED; UPWIND ENG INLET'S ACOUSTIC LINING OVERNIGHT. SINCE THE ENGS ARE TAIL-MOUNTED ON THIS ACFT; YOU CANNOT SEE THE BOTTOM OF THE INLET DURING THE WALKAROUND. INLET COVERS MAY HAVE PREVENTED THIS. MY COMPANY DOES NOT USE THEM. BUT UNTIL IT COMPLETES THE OFFICIAL INVESTIGATION; THE EXACT CAUSE AND PREVENTIVE MEASURES ARE NOT KNOWN. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE REPORTER STATES THAT THE RIGHT ENGINE FAN WAS DAMAGED AND REQUIRED MAINTENANCE ACTION. HE BELIEVES THAT THE DE-ICE CREW IS AT FAULT IN THIS INCIDENT.

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.