MD80 flight crew experiences reduced thrust from their right engine during climb that becomes increa...

Narrative:

I was the captain of a flight that encountered engine problems and declared an emergency to return to the departure airport. The aircraft had a write-up from the day before of the left and right engine parameters not matching up and maintenance had written it off as being fixed. Our takeoff was normal; but during the climbout; at approximately 5;000 ft our climb rate had slowed to approximately 1;200 FPM; and we noted the engine instruments were as follows: EPR -1.79/1.89; N1 -93/92; N2 -88/84; egt -520/490; ff -7.0/6.5. We continued climbing at 1;000 FPM while trouble shooting to determine what was actually happening with the engines. We requested level off at FL250 which we were given by center. Climbing through 16;000 ft; the following engine indications were: EPR -1.85/1.90; N1 -90/80; N2 -95/90; egt -530/450; ff -7.0/4.3 and that was with the throttle knobs aligned. If we aligned the left engine N1 with the right engine N1; our climb was down to approximately 500 FPM and the left engine EPR was 1.6 and the right engine was 1.9; and the throttle knobs were 1.5 widths apart which kicked off the auto throttle. If we aligned the right engine N1 to the left engine N1; the right EPR maxed out to 2.45; throttle knobs were one and one-half spread; but the airplane was climbing at a normal climb rate. At this point; we decided the right engine was not producing enough thrust; it was getting worse the higher we climbed. I declared an emergency and told center we needed to return to the airport. Our maximum altitude was never above FL230. We flew a normal approach to the runway with an overweight landing of 136;000 pounds. We also noticed that the lower we got on approach; the more in line the engine parameters became. By 2;000 ft on final; all the engine parameters were equal. After landing we cleared the runway; told ATC we did not need any further assistance; taxied to the gate and handed the airplane over to maintenance.

Original NASA ASRS Text

Title: MD80 Flight Crew experiences reduced thrust from their right engine during climb that becomes increasingly problematic at higher altitudes. An emergency is declared and flight returns to departure airport. The aircraft had been written up for the same problem a day earlier.

Narrative: I was the Captain of a flight that encountered engine problems and declared an emergency to return to the departure airport. The aircraft had a write-up from the day before of the left and right engine parameters not matching up and maintenance had written it off as being fixed. Our takeoff was normal; but during the climbout; at approximately 5;000 FT our climb rate had slowed to approximately 1;200 FPM; and we noted the engine instruments were as follows: EPR -1.79/1.89; N1 -93/92; N2 -88/84; EGT -520/490; FF -7.0/6.5. We continued climbing at 1;000 FPM while trouble shooting to determine what was actually happening with the engines. We requested level off at FL250 which we were given by Center. Climbing through 16;000 FT; the following engine indications were: EPR -1.85/1.90; N1 -90/80; N2 -95/90; EGT -530/450; FF -7.0/4.3 and that was with the throttle knobs aligned. If we aligned the left engine N1 with the right engine N1; our climb was down to approximately 500 FPM and the left engine EPR was 1.6 and the right engine was 1.9; and the throttle knobs were 1.5 widths apart which kicked off the auto throttle. If we aligned the right engine N1 to the left engine N1; the right EPR maxed out to 2.45; throttle knobs were one and one-half spread; but the airplane was climbing at a normal climb rate. At this point; we decided the right engine was not producing enough thrust; it was getting worse the higher we climbed. I declared an emergency and told Center we needed to return to the airport. Our maximum altitude was never above FL230. We flew a normal approach to the runway with an overweight landing of 136;000 LBS. We also noticed that the lower we got on approach; the more in line the engine parameters became. By 2;000 FT on final; all the engine parameters were equal. After landing we cleared the runway; told ATC we did not need any further assistance; taxied to the gate and handed the airplane over to Maintenance.

Data retrieved from NASA's ASRS site as of April 2012 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.

Attributes
ACN	905438
Time
Date	201008
Local Time Of Day	0001-0600
Place
Locale Reference	ZZZ.Airport
State Reference	US
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	Takeoff
Flight Plan	IFR
Component
Aircraft Component	Turbine Engine
Person 1
Function	Pilot Not Flying Captain
Qualification	Flight Crew Air Transport Pilot (ATP)
Person 2
Function	Pilot Flying First Officer
Events
Anomaly	Aircraft Equipment Problem Critical

MD80 flight crew experiences reduced thrust from their right engine during climb that becomes increasingly problematic at higher altitudes. An emergency is declared and flight returns to departure airport. The aircraft had been written up for the same problem a day earlier.