Narrative:

The aircraft had been signed off for ferry flight with a capped hydraulic line in front of the roll spoilers due to a leak. The cap was signed off by maintenance; the aircraft was hooked up to an external power cart there were no leaks noted after the hook up. I was scheduled to ferry the aircraft with no inboard roll spoilers to be fixed. Upon taxi out (both engines operating); I taxied out when coming up short of K I noticed the normal braking was not working. I used disc power brought the aircraft to a stopped position and asked the first officer if she had brakes on her side. She said no. At that point in time; still short of K; I utilized the parking brake to keep the aircraft stopped. We discussed the situation told ATC ground that we were working on an issue and may need to go back to the gate. We checked all hydraulic pressure indicators check all circuit breakers discussed the situation. We determined that we would return to the gate. We called operations informed them of our intentions to return to the gate they assigned us a gate. We told them that we were coming back very slowly due to the loss of our normal braking and to pass that information on to the ramp personnel. Ground cleared us to return to the gate. We returned to the gate with no further incident; utilizing disc power; and the parking brake. Considering the dry ramp conditions and no specific guidance regarding this situation I used my experience as a captain and applied to this specific situation and determined the aircraft was safe to return to the gate. Maintenance capped the wrong line. We had no idea the wrong line was capped until normal brakes were used. I utilized CRM discussed the incident with my first officer and I decided the aircraft at no point in time was out of control and we would return to the gate using parking brake and disc power. This event would have not happened if the correct line was capped for a safe ferry flight.

Google
 

Original NASA ASRS Text

Title: Maintenance was supposed to cap a DHC8-100's inboard roll spoilers hydraulic line for a ferry flight; but instead capped the normal brake hydraulic line forcing a crew to return to the gate.

Narrative: The aircraft had been signed off for ferry flight with a capped hydraulic line in front of the roll spoilers due to a leak. The cap was signed off by maintenance; the aircraft was hooked up to an external power cart there were no leaks noted after the hook up. I was scheduled to ferry the aircraft with no inboard roll spoilers to be fixed. Upon taxi out (both engines operating); I taxied out when coming up short of K I noticed the normal braking was not working. I used disc power brought the aircraft to a stopped position and asked the First Officer if she had brakes on her side. She said no. At that point in time; still short of K; I utilized the parking brake to keep the aircraft stopped. We discussed the situation told ATC Ground that we were working on an issue and may need to go back to the gate. We checked all hydraulic pressure indicators check all circuit breakers discussed the situation. We determined that we would return to the gate. We called Operations informed them of our intentions to return to the gate they assigned us a gate. We told them that we were coming back very slowly due to the loss of our normal braking and to pass that information on to the ramp personnel. Ground cleared us to return to the gate. We returned to the gate with no further incident; utilizing disc power; and the parking brake. Considering the dry ramp conditions and no specific guidance regarding this situation I used my experience as a Captain and applied to this specific situation and determined the aircraft was safe to return to the gate. Maintenance capped the wrong line. We had no idea the wrong line was capped until normal brakes were used. I utilized CRM discussed the incident with my First Officer and I decided the aircraft at no point in time was out of control and we would return to the gate using parking brake and disc power. This event would have not happened if the correct line was capped for a safe ferry flight.

Data retrieved from NASA's ASRS site as of April 2012 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.