Narrative:

As I (captain) was advancing the power levers for takeoff; a muffled 'pop' was heard; followed immediately by a complete loss of power on the right engine. I looked down immediately at the engine indications and N1 quickly went to zero. I hadn't even advanced the power levers enough to call for 'takeoff power' to be set; estimating our airspeed to be less than 50 KTS. I announced an aborted takeoff to the first officer. I closed both power levers to idle and used the wheel brakes to come to a slow. The first officer began to run the immediate action checklist for an aborted takeoff. I called the tower and announced our aborted takeoff for an engine failure. We asked for emergency vehicles to be dispatched. At no point did we receive any indication of a fire in the cockpit and I asked the tower controller if he saw any smoke from the engine. He reported no smoke from the tower. At this point I only believed that we had some sort of an engine failure. I then called the flight attendant and informed her of an engine failure and that we were pulling off of the runway and that I would make a PA for her as soon as possible. When we cleared the runway; I informed the passenger that we had an engine failure; that emergency vehicles were coming to inspect the aircraft; and to listen to any commands from the flight attendant. We exited the runway onto a taxiway and set the parking brake. The fire department was at the aircraft in less than 1 min. I called operations and spoke with maintenance personnel who were already moving towards the aircraft; as the initial 'pop' occurred just outside of the maintenance hangar. At this point the first officer verified the aborted takeoff checklist was completed. Now the fire department was covering the aircraft with foam. I assumed it was precautionary as still no fire alarms were going off in the aircraft and tower did not observe any smoke. The flight attendant called and said there was an odor in the cabin. I told her this was most likely fumes being ingested into the aircraft packs due to the fire department foam. As I was on with the flight attendant; the tower called us and said that the fire department now noticed a fire in the right engine area and to evacuate/evacuation. I then immediately told the flight attendant to evacuate/evacuation the aircraft. I announced to the first officer to evacuate/evacuation the aircraft. We had a jumpseater on board; and he was helpful in gathering our passenger and moving them forward of the aircraft as they exited. The first officer and myself completed the evacuate/evacuation checklist which led us to the severe damage/engine fire on the ground checklist. 1 halon bottle was discharged into the right engine. We still had not received any fire indication in the cockpit; and evacuate/evacuationed to leave the aircraft with the airport fire department. I grabbed the flight dispatch and moved to the front of the cabin to help with the evacuate/evacuation while the first officer removed the crash axe and fire extinguisher. At this point only a few passenger were left to evacuate/evacuation; and overall the whole plane was emptied in less than 2 mins to my best estimates. After the aircraft was evacuate/evacuationed; station agents came to gather the passenger and move them into the terminal. The flight attendant accompanied the passenger while the airport police asked the first officer and myself to remain with the aircraft for information and questioning. Callback conversation with reporter revealed the following information: the reporter stated that post incident analysis revealed that the engine was probably never on fire but was severely damaged by the compressor stalls. Crash fire rescue equipment may have seen very hot metal in the engine tailpipe and thought it was fire. The evacuation was probably unnecessary although no passenger were injured.

Related reports:

Google
 

Original NASA ASRS Text

Title: CL65 FLT CREW REJECTS TKOF AT LOW SPEED FOR ENGINE FAILURE; WHICH TURNS INTO A FIRE WITH PAX EVACUATION.

Narrative: AS I (CAPT) WAS ADVANCING THE PWR LEVERS FOR TKOF; A MUFFLED 'POP' WAS HEARD; FOLLOWED IMMEDIATELY BY A COMPLETE LOSS OF PWR ON THE R ENG. I LOOKED DOWN IMMEDIATELY AT THE ENG INDICATIONS AND N1 QUICKLY WENT TO ZERO. I HADN'T EVEN ADVANCED THE PWR LEVERS ENOUGH TO CALL FOR 'TKOF PWR' TO BE SET; ESTIMATING OUR AIRSPD TO BE LESS THAN 50 KTS. I ANNOUNCED AN ABORTED TKOF TO THE FO. I CLOSED BOTH PWR LEVERS TO IDLE AND USED THE WHEEL BRAKES TO COME TO A SLOW. THE FO BEGAN TO RUN THE IMMEDIATE ACTION CHKLIST FOR AN ABORTED TKOF. I CALLED THE TWR AND ANNOUNCED OUR ABORTED TKOF FOR AN ENG FAILURE. WE ASKED FOR EMER VEHICLES TO BE DISPATCHED. AT NO POINT DID WE RECEIVE ANY INDICATION OF A FIRE IN THE COCKPIT AND I ASKED THE TWR CTLR IF HE SAW ANY SMOKE FROM THE ENG. HE RPTED NO SMOKE FROM THE TWR. AT THIS POINT I ONLY BELIEVED THAT WE HAD SOME SORT OF AN ENG FAILURE. I THEN CALLED THE FLT ATTENDANT AND INFORMED HER OF AN ENG FAILURE AND THAT WE WERE PULLING OFF OF THE RWY AND THAT I WOULD MAKE A PA FOR HER ASAP. WHEN WE CLRED THE RWY; I INFORMED THE PAX THAT WE HAD AN ENG FAILURE; THAT EMER VEHICLES WERE COMING TO INSPECT THE ACFT; AND TO LISTEN TO ANY COMMANDS FROM THE FLT ATTENDANT. WE EXITED THE RWY ONTO A TXWY AND SET THE PARKING BRAKE. THE FIRE DEPT WAS AT THE ACFT IN LESS THAN 1 MIN. I CALLED OPS AND SPOKE WITH MAINT PERSONNEL WHO WERE ALREADY MOVING TOWARDS THE ACFT; AS THE INITIAL 'POP' OCCURRED JUST OUTSIDE OF THE MAINT HANGAR. AT THIS POINT THE FO VERIFIED THE ABORTED TKOF CHKLIST WAS COMPLETED. NOW THE FIRE DEPT WAS COVERING THE ACFT WITH FOAM. I ASSUMED IT WAS PRECAUTIONARY AS STILL NO FIRE ALARMS WERE GOING OFF IN THE ACFT AND TWR DID NOT OBSERVE ANY SMOKE. THE FLT ATTENDANT CALLED AND SAID THERE WAS AN ODOR IN THE CABIN. I TOLD HER THIS WAS MOST LIKELY FUMES BEING INGESTED INTO THE ACFT PACKS DUE TO THE FIRE DEPT FOAM. AS I WAS ON WITH THE FLT ATTENDANT; THE TWR CALLED US AND SAID THAT THE FIRE DEPT NOW NOTICED A FIRE IN THE R ENG AREA AND TO EVAC. I THEN IMMEDIATELY TOLD THE FLT ATTENDANT TO EVAC THE ACFT. I ANNOUNCED TO THE FO TO EVAC THE ACFT. WE HAD A JUMPSEATER ON BOARD; AND HE WAS HELPFUL IN GATHERING OUR PAX AND MOVING THEM FORWARD OF THE ACFT AS THEY EXITED. THE FO AND MYSELF COMPLETED THE EVAC CHKLIST WHICH LED US TO THE SEVERE DAMAGE/ENG FIRE ON THE GND CHKLIST. 1 HALON BOTTLE WAS DISCHARGED INTO THE R ENG. WE STILL HAD NOT RECEIVED ANY FIRE INDICATION IN THE COCKPIT; AND EVACED TO LEAVE THE ACFT WITH THE ARPT FIRE DEPT. I GRABBED THE FLT DISPATCH AND MOVED TO THE FRONT OF THE CABIN TO HELP WITH THE EVAC WHILE THE FO REMOVED THE CRASH AXE AND FIRE EXTINGUISHER. AT THIS POINT ONLY A FEW PAX WERE LEFT TO EVAC; AND OVERALL THE WHOLE PLANE WAS EMPTIED IN LESS THAN 2 MINS TO MY BEST ESTIMATES. AFTER THE ACFT WAS EVACED; STATION AGENTS CAME TO GATHER THE PAX AND MOVE THEM INTO THE TERMINAL. THE FLT ATTENDANT ACCOMPANIED THE PAX WHILE THE ARPT POLICE ASKED THE FO AND MYSELF TO REMAIN WITH THE ACFT FOR INFO AND QUESTIONING. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE REPORTER STATED THAT POST INCIDENT ANALYSIS REVEALED THAT THE ENGINE WAS PROBABLY NEVER ON FIRE BUT WAS SEVERELY DAMAGED BY THE COMPRESSOR STALLS. CFR MAY HAVE SEEN VERY HOT METAL IN THE ENGINE TAILPIPE AND THOUGHT IT WAS FIRE. THE EVACUATION WAS PROBABLY UNNECESSARY ALTHOUGH NO PAX WERE INJURED.

Data retrieved from NASA's ASRS site as of May 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.