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37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
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An air carrier medium large transport captain regrets his decision to continue with only partial power on one of his engines.
| Attributes | |
| ACN | 252671 |
| Time | |
| Date | 199309 |
| Day | Sun |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | atc facility : abq |
| State Reference | NM |
| Altitude | msl bound lower : 37000 msl bound upper : 37000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Night |
| Aircraft 1 | |
| Controlling Facilities | artcc : zab |
| Operator | common carrier : air carrier |
| Make Model Name | Medium Large Transport, Low Wing, 2 Turbojet Eng |
| Navigation In Use | Other Other |
| Flight Phase | cruise other |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 150 flight time total : 10000 flight time type : 2000 |
| ASRS Report | 275261 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : commercial pilot : instrument |
| Events | |
| Anomaly | aircraft equipment problem : critical non adherence : published procedure |
| Independent Detector | aircraft equipment other aircraft equipment : unspecified other flight crewa |
| Resolutory Action | none taken : anomaly accepted |
| Consequence | other |
| Supplementary | |
| Primary Problem | Aircraft |
| Air Traffic Incident | Pilot Deviation other |
Narrative:
On a flight from sjc to dfw on sep/sun/93, the right engine experienced a compressor stall at 37000 ft. I pulled the engine back to idle and then checked to see how much power that engine could attain. It was 80 percent N2, but I kept it in idle. This problem occurred about 1 1/2 hours after takeoff from sjc. We were about 1 hour and 20 mins from dfw and about 20 mins from abq. I elected to overfly abq and continue to dfw, since the right engine was still capable of 80 percent power. However, in retrospect, I do not think this would be a prudent course to follow in the future. I was mainly considering our situation from the standpoint of #2 engine failure. If the #1 engine had developed a problem, I would have only had use of 80 percent power on #2. I feel the best course of action would be to land at the nearest suitable airport whenever an engine problem is experienced. There were no passenger aboard the aircraft.
Original NASA ASRS Text
Title: AN ACR MLG CAPT REGRETS HIS DECISION TO CONTINUE WITH ONLY PARTIAL PWR ON ONE OF HIS ENGS.
Narrative: ON A FLT FROM SJC TO DFW ON SEP/SUN/93, THE R ENG EXPERIENCED A COMPRESSOR STALL AT 37000 FT. I PULLED THE ENG BACK TO IDLE AND THEN CHKED TO SEE HOW MUCH PWR THAT ENG COULD ATTAIN. IT WAS 80 PERCENT N2, BUT I KEPT IT IN IDLE. THIS PROB OCCURRED ABOUT 1 1/2 HRS AFTER TKOF FROM SJC. WE WERE ABOUT 1 HR AND 20 MINS FROM DFW AND ABOUT 20 MINS FROM ABQ. I ELECTED TO OVERFLY ABQ AND CONTINUE TO DFW, SINCE THE R ENG WAS STILL CAPABLE OF 80 PERCENT PWR. HOWEVER, IN RETROSPECT, I DO NOT THINK THIS WOULD BE A PRUDENT COURSE TO FOLLOW IN THE FUTURE. I WAS MAINLY CONSIDERING OUR SIT FROM THE STANDPOINT OF #2 ENG FAILURE. IF THE #1 ENG HAD DEVELOPED A PROB, I WOULD HAVE ONLY HAD USE OF 80 PERCENT PWR ON #2. I FEEL THE BEST COURSE OF ACTION WOULD BE TO LAND AT THE NEAREST SUITABLE ARPT WHENEVER AN ENG PROB IS EXPERIENCED. THERE WERE NO PAX ABOARD THE ACFT.
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.