B737-300 crew had the #1 generator MEL'ed inoperative. The #2 generator tripped off with a high rise...

Attributes
ACN	629617
Time
Date	200409
Day	Tue
Local Time Of Day	0001 To 0600
Place
Locale Reference	airport : rno.airport
State Reference	NV
Altitude	msl single value : 33000
Aircraft 1
Controlling Facilities	artcc : zlc.artcc
Operator	common carrier : air carrier
Make Model Name	B737-300
Operating Under FAR Part	Part 121
Flight Phase	cruise : level
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Experience	flight time last 90 days : 275 flight time total : 11000 flight time type : 3050
ASRS Report	629617
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Experience	flight time last 90 days : 150 flight time total : 5700 flight time type : 2200
ASRS Report	629908
Events
Anomaly	aircraft equipment problem : critical maintenance problem : improper maintenance non adherence : far non adherence : company policies non adherence : published procedure
Independent Detector	aircraft equipment other aircraft equipment : csd rise temperature other flight crewa other flight crewb
Resolutory Action	controller : provided flight assist flight crew : declared emergency
Consequence	other other
Factors
Maintenance	contributing factor : schedule pressure performance deficiency : fault isolation performance deficiency : non compliance with legal requirements performance deficiency : repair performance deficiency : testing
Supplementary
Problem Areas	Aircraft Company Maintenance Human Performance
Primary Problem	Company

Narrative:

We were dispatched with #1 generator inoperative so we were running the APU continuously for our second generator. The #2 generator was written up for having high rise temperature coming into sfo. The mechanics drained some CSD oil out and we ran the engine at the gate and the generator was within all limits. In cruise, we noticed the rise temperature was in the yellow band and climbing. It stabilized at 29 degrees C. We tried calling dispatch through comrdo but dispatch could not hear me speaking (I could hear him but it was weak). So I had comrdo tell him I would ACARS him and maintenance controller. We sent 2 messages to maintenance controller requesting information on how long you can run in the yellow band. Maintenance controller never responded to any of our queries. We tried to shed as much electrical load that we could (recirculation fan, galley power and one fuel pump on #2). No help. We looked at the checklist regarding high CSD oil temperature. The checklist did not offer any guidance for operating in the yellow band, it only provided a solution for the high oil temperature light on (which we did not have). We also referred to the electrical chapter to determine operating limits. We had no high oil temperature light so we left the generator running. We were about midway between rno and slc when the generator dropped off line. We switched the autoplt to 'a' and the captain took over as the PF. We declared an emergency and looked at the checklist for loss of 1 bus. We then checked our options of airfields. We decided to continue to slc due to good WX, familiarity with the field, and suitable runways. We then notified dispatch. We gave a cabin advisory to the flight attendants (we did this before we declared the emergency). We then flew an uneventful visual approach using the APU generator to supply all electrical needs to runway 34R at slc. No equipment or other services were needed. We taxied to the gate.

Original NASA ASRS Text

Title: B737-300 CREW HAD THE #1 GENERATOR MEL'ED INOP. THE #2 GENERATOR TRIPPED OFF WITH A HIGH RISE TEMP. ONLY THE APU GENERATOR WAS OPERATING.

Narrative: WE WERE DISPATCHED WITH #1 GENERATOR INOP SO WE WERE RUNNING THE APU CONTINUOUSLY FOR OUR SECOND GENERATOR. THE #2 GENERATOR WAS WRITTEN UP FOR HAVING HIGH RISE TEMP COMING INTO SFO. THE MECHS DRAINED SOME CSD OIL OUT AND WE RAN THE ENG AT THE GATE AND THE GENERATOR WAS WITHIN ALL LIMITS. IN CRUISE, WE NOTICED THE RISE TEMP WAS IN THE YELLOW BAND AND CLBING. IT STABILIZED AT 29 DEGS C. WE TRIED CALLING DISPATCH THROUGH COMRDO BUT DISPATCH COULD NOT HEAR ME SPEAKING (I COULD HEAR HIM BUT IT WAS WEAK). SO I HAD COMRDO TELL HIM I WOULD ACARS HIM AND MAINT CTLR. WE SENT 2 MESSAGES TO MAINT CTLR REQUESTING INFO ON HOW LONG YOU CAN RUN IN THE YELLOW BAND. MAINT CTLR NEVER RESPONDED TO ANY OF OUR QUERIES. WE TRIED TO SHED AS MUCH ELECTRICAL LOAD THAT WE COULD (RECIRCULATION FAN, GALLEY PWR AND ONE FUEL PUMP ON #2). NO HELP. WE LOOKED AT THE CHKLIST REGARDING HIGH CSD OIL TEMP. THE CHKLIST DID NOT OFFER ANY GUIDANCE FOR OPERATING IN THE YELLOW BAND, IT ONLY PROVIDED A SOLUTION FOR THE HIGH OIL TEMP LIGHT ON (WHICH WE DID NOT HAVE). WE ALSO REFERRED TO THE ELECTRICAL CHAPTER TO DETERMINE OPERATING LIMITS. WE HAD NO HIGH OIL TEMP LIGHT SO WE LEFT THE GENERATOR RUNNING. WE WERE ABOUT MIDWAY BTWN RNO AND SLC WHEN THE GENERATOR DROPPED OFF LINE. WE SWITCHED THE AUTOPLT TO 'A' AND THE CAPT TOOK OVER AS THE PF. WE DECLARED AN EMER AND LOOKED AT THE CHKLIST FOR LOSS OF 1 BUS. WE THEN CHKED OUR OPTIONS OF AIRFIELDS. WE DECIDED TO CONTINUE TO SLC DUE TO GOOD WX, FAMILIARITY WITH THE FIELD, AND SUITABLE RWYS. WE THEN NOTIFIED DISPATCH. WE GAVE A CABIN ADVISORY TO THE FLT ATTENDANTS (WE DID THIS BEFORE WE DECLARED THE EMER). WE THEN FLEW AN UNEVENTFUL VISUAL APCH USING THE APU GENERATOR TO SUPPLY ALL ELECTRICAL NEEDS TO RWY 34R AT SLC. NO EQUIP OR OTHER SVCS WERE NEEDED. WE TAXIED TO THE GATE.

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.

B737-300 crew had the #1 generator MEL'ed inoperative. The #2 generator tripped off with a high rise temperature. Only the APU generator was operating.