Narrative:

After entering the aircraft I performed my normal checks and started the APU. I then went outside to start my walk around inspection. I started at the main entrance door and proceeded by working my way around the right side of the aircraft. At the point where I would normally remove the engine air inlet cover the fueler called me over to question the amount of fuel. I continued my inspection by removing the right side gear pin. This small distraction from my routine caused me to miss removing the air inlet cover. The absence of red flags on the cover and propeller ties were probable contributing factors. When I returned to the cockpit the captain was performing his preflight checks. I then completed my cockpit checks. When I returned to the cockpit the captain was performing his preflight checks. I then completed my cockpit checks. We then commences with the before takeoff checklist. I gave the closed right clear right response at the appropriate time; however, I failed to notice that the right engine air inlet cover was still in place. The starter gave the clear to start signal. He also failed to notice that the cover was still in place. The right engine started within parameters. We then started the left engine, it also was a good start. We then performed the after start checklist. We received a clearance to taxi into position and hold. At this time we completed the before takeoff checklist by placing the condition levers in maximum. The captain again noted engine instrs in the green. We received a takeoff clearance; I applied power slowly and smoothly. I noted an unusual amount of left rudder. I then looked at the engine INS. The left torque was around 80% while the right was about 38%, with the power levers even. We concurrently decided to abort at about 65 KIAS. I brought the power levers into reverse and applied light braking action. The captain reported the abort to the tower. We were able to exit on the first taxiway with ease. We returned to the gate and deplaned all passenger. At that time we performed a visibility inspection of the right engine. The captain found the inlet cover lodged in the intake. The captain then called system control and maintenance control. A short while later a mechanic appointed by maintenance control visually inspected the engine. He determined that there was no apparent damage. At the requested of maintenance control and under the supervision of the mechanic we performed 2 full power run-ups. All engine INS indicated normal during the start and static run-up. The mechanic then signed off the aircraft as being airworthy.

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Original NASA ASRS Text

Title: RIGHT ENGINE AIR INLET COVER LEFT ON. ABORTED TKOF WHEN LOW POWER EVIDENT ON RIGHT ENGINE.

Narrative: AFTER ENTERING THE ACFT I PERFORMED MY NORMAL CHKS AND STARTED THE APU. I THEN WENT OUTSIDE TO START MY WALK AROUND INSPECTION. I STARTED AT THE MAIN ENTRANCE DOOR AND PROCEEDED BY WORKING MY WAY AROUND THE RIGHT SIDE OF THE ACFT. AT THE POINT WHERE I WOULD NORMALLY REMOVE THE ENG AIR INLET COVER THE FUELER CALLED ME OVER TO QUESTION THE AMOUNT OF FUEL. I CONTINUED MY INSPECTION BY REMOVING THE RIGHT SIDE GEAR PIN. THIS SMALL DISTR FROM MY ROUTINE CAUSED ME TO MISS REMOVING THE AIR INLET COVER. THE ABSENCE OF RED FLAGS ON THE COVER AND PROP TIES WERE PROBABLE CONTRIBUTING FACTORS. WHEN I RETURNED TO THE COCKPIT THE CAPT WAS PERFORMING HIS PREFLT CHKS. I THEN COMPLETED MY COCKPIT CHKS. WHEN I RETURNED TO THE COCKPIT THE CAPT WAS PERFORMING HIS PREFLT CHKS. I THEN COMPLETED MY COCKPIT CHKS. WE THEN COMMENCES WITH THE BEFORE TKOF CHKLIST. I GAVE THE CLOSED RIGHT CLR RIGHT RESPONSE AT THE APPROPRIATE TIME; HOWEVER, I FAILED TO NOTICE THAT THE RIGHT ENG AIR INLET COVER WAS STILL IN PLACE. THE STARTER GAVE THE CLR TO START SIGNAL. HE ALSO FAILED TO NOTICE THAT THE COVER WAS STILL IN PLACE. THE RIGHT ENG STARTED WITHIN PARAMETERS. WE THEN STARTED THE LEFT ENG, IT ALSO WAS A GOOD START. WE THEN PERFORMED THE AFTER START CHKLIST. WE RECEIVED A CLRNC TO TAXI INTO POS AND HOLD. AT THIS TIME WE COMPLETED THE BEFORE TKOF CHKLIST BY PLACING THE CONDITION LEVERS IN MAX. THE CAPT AGAIN NOTED ENG INSTRS IN THE GREEN. WE RECEIVED A TKOF CLRNC; I APPLIED PWR SLOWLY AND SMOOTHLY. I NOTED AN UNUSUAL AMOUNT OF LEFT RUDDER. I THEN LOOKED AT THE ENG INS. THE LEFT TORQUE WAS AROUND 80% WHILE THE RIGHT WAS ABOUT 38%, WITH THE PWR LEVERS EVEN. WE CONCURRENTLY DECIDED TO ABORT AT ABOUT 65 KIAS. I BROUGHT THE PWR LEVERS INTO REVERSE AND APPLIED LIGHT BRAKING ACTION. THE CAPT RPTED THE ABORT TO THE TWR. WE WERE ABLE TO EXIT ON THE FIRST TXWY WITH EASE. WE RETURNED TO THE GATE AND DEPLANED ALL PAX. AT THAT TIME WE PERFORMED A VIS INSPECTION OF THE RIGHT ENG. THE CAPT FOUND THE INLET COVER LODGED IN THE INTAKE. THE CAPT THEN CALLED SYS CTL AND MAINT CTL. A SHORT WHILE LATER A MECH APPOINTED BY MAINT CTL VISUALLY INSPECTED THE ENG. HE DETERMINED THAT THERE WAS NO APPARENT DAMAGE. AT THE REQUESTED OF MAINT CTL AND UNDER THE SUPERVISION OF THE MECH WE PERFORMED 2 FULL PWR RUN-UPS. ALL ENG INS INDICATED NORMAL DURING THE START AND STATIC RUN-UP. THE MECH THEN SIGNED OFF THE ACFT AS BEING AIRWORTHY.

Data retrieved from NASA's ASRS site as of July 2007 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.