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A320 flight crew experiences low EPR on the number one engine during attempted takeoff and rejects at low speed.
| Attributes | |
| ACN | 964013 |
| Time | |
| Date | 201108 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | A320 |
| 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 | First Officer Pilot Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Events | |
| Anomaly | Aircraft Equipment Problem Critical |
Narrative:
We were planning a flex takeoff with an assumed temperature of 38 degrees celsius that was supposed to produce 1.36 EPR. Flaps 1+F. Once aligned with the runway I handed control of the airplane to the first officer. He spooled the engines to 1.05 EPR and then advanced the thrust levers to the flex detent. I then put my hand on the thrust levers and made sure they were firmly in the proper detent. #2 engine came up to speed properly. I noticed #1 engine wouldn't accelerate past 1.25 or 1.26 EPR. I assumed control of the airplane and rejected the takeoff. We were in the low speed regime and the autobrakes never activated and we had to disarm them manually so the entire maneuver was completed below 72 KTS. We cleared the runway and returned to the gate.I have no idea why the engine did not produce takeoff thrust. Having said that; I wasn't going to wait and see what would happen; risk accelerating into the high speed regime; and then rejecting the takeoff. In my opinion we did the safest thing we could. Under the same circumstances; I would do the same thing.
Original NASA ASRS Text
Title: A320 flight crew experiences low EPR on the number one engine during attempted takeoff and rejects at low speed.
Narrative: We were planning a flex takeoff with an assumed temperature of 38 degrees Celsius that was supposed to produce 1.36 EPR. Flaps 1+F. Once aligned with the runway I handed control of the airplane to the First Officer. He spooled the engines to 1.05 EPR and then advanced the thrust levers to the flex detent. I then put my hand on the thrust levers and made sure they were firmly in the proper detent. #2 engine came up to speed properly. I noticed #1 engine wouldn't accelerate past 1.25 or 1.26 EPR. I assumed control of the airplane and rejected the takeoff. We were in the low speed regime and the autobrakes never activated and we had to disarm them manually so the entire maneuver was completed below 72 KTS. We cleared the runway and returned to the gate.I have no idea why the engine did not produce takeoff thrust. Having said that; I wasn't going to wait and see what would happen; risk accelerating into the high speed regime; and then rejecting the takeoff. In my opinion we did the safest thing we could. Under the same circumstances; I would do the same thing.
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.