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An air carrier crew realized after taking the runway that only one engine had been started and so exited the runway to start the engine before completing a normal takeoff.
| Attributes | |
| ACN | 1051972 |
| Time | |
| Date | 201211 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | IAD.Airport |
| State Reference | DC |
| Environment | |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Medium Transport Low Wing 2 Turbojet Eng |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Taxi |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | Turbine Engine |
| Person 1 | |
| Function | Captain Pilot Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Person 2 | |
| Function | First Officer Pilot Not Flying |
| Qualification | Flight Crew Commercial |
| Events | |
| Anomaly | Aircraft Equipment Problem Critical Deviation - Procedural Published Material / Policy |
Narrative:
We taxied to runway 30 in iad. All checklist and procedures were called for and accomplished normally. We were given a takeoff clearance as we were taking the runway. I transferred controls to the first officer and he immediately noticed the number one engine was not running. We canceled our takeoff clearance and cleared the runway. The engine start/stop selector was in the stop position. I determined that in the absence of an EICAS message; the engine had not spontaneously shut down and could be safely restarted. Having accomplished this; we were instructed to taxi to the runway and a normal flight was conducted.complacency; after many hundreds of takeoff cycles; it sometimes becomes so routine that vigilance can suffer. Also; the day prior; I had worked a 1435 hour duty day with multiple deadheads and a short overnight; so fatigue can not be ruled out as contributory.
Original NASA ASRS Text
Title: An air carrier crew realized after taking the runway that only one engine had been started and so exited the runway to start the engine before completing a normal takeoff.
Narrative: We taxied to Runway 30 in IAD. All checklist and procedures were called for and accomplished normally. We were given a takeoff clearance as we were taking the runway. I transferred controls to the First Officer and he immediately noticed the number one engine was not running. We canceled our takeoff clearance and cleared the runway. The engine start/stop selector was in the stop position. I determined that in the absence of an EICAS message; the engine had not spontaneously shut down and could be safely restarted. Having accomplished this; we were instructed to taxi to the runway and a normal flight was conducted.Complacency; after many hundreds of takeoff cycles; it sometimes becomes so routine that vigilance can suffer. Also; the day prior; I had worked a 1435 hour duty day with multiple deadheads and a short overnight; so fatigue can not be ruled out as contributory.
Data retrieved from NASA's ASRS site as of July 2013 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.