|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : zzz.airport|
|Altitude||agl single value : 0|
|Operator||common carrier : air carrier|
|Make Model Name||B737-300|
|Operating Under FAR Part||Part 121|
|Flight Phase||ground : parked|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Experience||flight time last 90 days : 713|
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Anomaly||aircraft equipment problem : critical|
other anomaly other
|Independent Detector||aircraft equipment other aircraft equipment : engine caution lights|
other flight crewa
other flight crewb
|Resolutory Action||none taken : detected after the fact|
Dispatched power management control [electronic fuel control] inoperative. Normal engine start on both engine. I monitored roll back at approximately 630 degrees on #1 engines. Power advanced for taxi out of gate to taxiway C. We maneuvered between 2 aircraft so I was primarily looking outside. The master caution light and left generator light came on. Power switched back to APU generator. We stopped to sort out problem. Noticed #1 engine had flamed out. While coordinating with ramp, maintenance, and maintenance controller, attempted to start the engine. Normal duct pressure and rotation of N2. No N1 observed, so start aborted before fuel induced in accordance with qrc for hung start. Taxied back to gate. Maintenance advised N1 was frozen. Callback conversation with reporter revealed the following information: the reporter stated the power management control system was deferred as inoperative and the engine was operating on just the main fuel control with no electronic correction. The reporter said the airplane was being taxied between parked airplanes and the copilot and I were looking outside and not at the engine instruments. The reporter stated when the master caution lights and generator light came on we noted the engine had flamed out. The reporter said a restart revealed the N1 had seized. The reporter stated the engine was changed and when the flight recorder was read it indicated the engine hot section temperatures were out of limits for 4 mins causing the seizure.
Original NASA ASRS Text
Title: A B737-300 WAS DISPATCHED WITH THE L ENG PWR MGMNT CTL DEFERRED AS INOP. ON TAXI OUT, L ENG N1 SEIZED, CAUSED BY OVERTEMP OF ENG.
Narrative: DISPATCHED PWR MGMNT CTL [ELECTRONIC FUEL CTL] INOP. NORMAL ENG START ON BOTH ENG. I MONITORED ROLL BACK AT APPROX 630 DEGS ON #1 ENGS. PWR ADVANCED FOR TAXI OUT OF GATE TO TXWY C. WE MANEUVERED BTWN 2 ACFT SO I WAS PRIMARILY LOOKING OUTSIDE. THE MASTER CAUTION LIGHT AND L GENERATOR LIGHT CAME ON. PWR SWITCHED BACK TO APU GENERATOR. WE STOPPED TO SORT OUT PROB. NOTICED #1 ENG HAD FLAMED OUT. WHILE COORDINATING WITH RAMP, MAINT, AND MAINT CTLR, ATTEMPTED TO START THE ENG. NORMAL DUCT PRESSURE AND ROTATION OF N2. NO N1 OBSERVED, SO START ABORTED BEFORE FUEL INDUCED IN ACCORDANCE WITH QRC FOR HUNG START. TAXIED BACK TO GATE. MAINT ADVISED N1 WAS FROZEN. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE PWR MGMNT CTL SYS WAS DEFERRED AS INOP AND THE ENG WAS OPERATING ON JUST THE MAIN FUEL CTL WITH NO ELECTRONIC CORRECTION. THE RPTR SAID THE AIRPLANE WAS BEING TAXIED BTWN PARKED AIRPLANES AND THE COPLT AND I WERE LOOKING OUTSIDE AND NOT AT THE ENG INSTS. THE RPTR STATED WHEN THE MASTER CAUTION LIGHTS AND GENERATOR LIGHT CAME ON WE NOTED THE ENG HAD FLAMED OUT. THE RPTR SAID A RESTART REVEALED THE N1 HAD SEIZED. THE RPTR STATED THE ENG WAS CHANGED AND WHEN THE FLT RECORDER WAS READ IT INDICATED THE ENG HOT SECTION TEMPS WERE OUT OF LIMITS FOR 4 MINS CAUSING THE SEIZURE.
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.