While performing a high speed taxi of a beech 1900; to trouble shoot a pw turboprop PT6A-67D- #2 eng...

Attributes
ACN	809763
Time
Date	200810
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : zzz.airport
State Reference	US
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	Beech 1900
Operating Under FAR Part	Part 121
Flight Phase	ground : taxi
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : cfi pilot : multi engine pilot : instrument pilot : commercial pilot : atp
Experience	flight time last 90 days : 250 flight time total : 2300 flight time type : 200
ASRS Report	809763
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : cfi
Experience	flight time last 90 days : 175 flight time total : 750 flight time type : 400
ASRS Report	809765
Events
Anomaly	aircraft equipment problem : critical
Independent Detector	other flight crewa other flight crewb
Resolutory Action	other
Consequence	other
Factors
Maintenance	performance deficiency : fault isolation
Supplementary
Problem Areas	Aircraft
Primary Problem	Aircraft

Narrative:

My first officer and I departed ZZZ1. We did a static takeoff. I advanced the power levers; the #2 engine on the torque seemed to jump. I looked at all the gauges and everything looked fine; so I decided to proceed. I thought I might have added the power in too quickly on the ground in ZZZ1. In cruise we were talking about the gauge sounding and looking like it might have lagged a little. And we were not sure if I added in the power too quickly or if the levers were added more on the left than on the right. We decided to see if it was running smoothly in the air. We took the right power lever and moved it back and forth. The torque looked like it caught (lagged 200 pounds). We tried it again and it flowed through fine. The gauges and flow of the engine looked fine. It did not lag or anything. I told the first officer we would try it on the ground. We landed in ZZZ2 with zero passenger this whole time. I did a high speed taxi to see what the power was doing. We saw that the torque was starting to slow around 600 pounds. It would then creep to 1600 pounds on the torque and then shoot up to 3400 pounds. While rolling down the runway; this caused the plane to drift to the right and then quickly to the left. This was not noticed in ZZZ1 due to doing a static takeoff. On top of that; the lag was much more drastic in ZZZ2. It was obvious it was not an addition of power too fast. I called maintenance control and we got a hold of a mechanic in ZZZ2. He looked under the panel and could not see anything sticking. Maintenance control then told us to go and run the plane. We all went on the runway; did a static; and watched the gauges. Then we tried it rolling and the plane yawed. Recreating the situation; we noticed on the high speed taxi when we first landed in ZZZ2. The mechanic; maintenance control; and I determined it would be safe to ferry the aircraft. Paperwork completed; we left at XA35. Doing the static takeoff with no incident.

Original NASA ASRS Text

Title: WHILE PERFORMING A HIGH SPEED TAXI OF A BEECH 1900; TO TROUBLE SHOOT A PW TURBOPROP PT6A-67D- #2 ENGINE; THE CAPTAIN AND FIRST OFFICER NOTICED THE ENGINE TORQUE WAS ERRATIC.

Narrative: MY FO AND I DEPARTED ZZZ1. WE DID A STATIC TKOF. I ADVANCED THE PWR LEVERS; THE #2 ENG ON THE TORQUE SEEMED TO JUMP. I LOOKED AT ALL THE GAUGES AND EVERYTHING LOOKED FINE; SO I DECIDED TO PROCEED. I THOUGHT I MIGHT HAVE ADDED THE PWR IN TOO QUICKLY ON THE GND IN ZZZ1. IN CRUISE WE WERE TALKING ABOUT THE GAUGE SOUNDING AND LOOKING LIKE IT MIGHT HAVE LAGGED A LITTLE. AND WE WERE NOT SURE IF I ADDED IN THE PWR TOO QUICKLY OR IF THE LEVERS WERE ADDED MORE ON THE L THAN ON THE R. WE DECIDED TO SEE IF IT WAS RUNNING SMOOTHLY IN THE AIR. WE TOOK THE R PWR LEVER AND MOVED IT BACK AND FORTH. THE TORQUE LOOKED LIKE IT CAUGHT (LAGGED 200 LBS). WE TRIED IT AGAIN AND IT FLOWED THROUGH FINE. THE GAUGES AND FLOW OF THE ENG LOOKED FINE. IT DID NOT LAG OR ANYTHING. I TOLD THE FO WE WOULD TRY IT ON THE GND. WE LANDED IN ZZZ2 WITH ZERO PAX THIS WHOLE TIME. I DID A HIGH SPD TAXI TO SEE WHAT THE PWR WAS DOING. WE SAW THAT THE TORQUE WAS STARTING TO SLOW AROUND 600 LBS. IT WOULD THEN CREEP TO 1600 LBS ON THE TORQUE AND THEN SHOOT UP TO 3400 LBS. WHILE ROLLING DOWN THE RWY; THIS CAUSED THE PLANE TO DRIFT TO THE R AND THEN QUICKLY TO THE L. THIS WAS NOT NOTICED IN ZZZ1 DUE TO DOING A STATIC TKOF. ON TOP OF THAT; THE LAG WAS MUCH MORE DRASTIC IN ZZZ2. IT WAS OBVIOUS IT WAS NOT AN ADDITION OF PWR TOO FAST. I CALLED MAINT CTL AND WE GOT A HOLD OF A MECH IN ZZZ2. HE LOOKED UNDER THE PANEL AND COULD NOT SEE ANYTHING STICKING. MAINT CTL THEN TOLD US TO GO AND RUN THE PLANE. WE ALL WENT ON THE RWY; DID A STATIC; AND WATCHED THE GAUGES. THEN WE TRIED IT ROLLING AND THE PLANE YAWED. RECREATING THE SITUATION; WE NOTICED ON THE HIGH SPD TAXI WHEN WE FIRST LANDED IN ZZZ2. THE MECH; MAINT CTL; AND I DETERMINED IT WOULD BE SAFE TO FERRY THE ACFT. PAPERWORK COMPLETED; WE LEFT AT XA35. DOING THE STATIC TKOF WITH NO INCIDENT.

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.

While performing a high speed taxi of a beech 1900; to trouble shoot a pw turboprop PT6A-67D- #2 engine; the captain and first officer noticed the engine torque was erratic.