|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : rap|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||common carrier : air carrier|
|Make Model Name||Medium Large Transport, Low Wing, 2 Turbojet Eng|
|Flight Phase||ground : preflight|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Experience||flight time last 90 days : 150|
flight time total : 10500
|Anomaly||other anomaly other|
other anomaly other
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : anomaly accepted|
|Air Traffic Incident||other|
Dispatched from sea to rap to sea on 8/sat/88. The medium large transport aircraft was dispatched with the APU inoperative. The APU normally supplies electrical and pneumatic air for engine starts. Prior to departure from sea, we called operations (FBO in rapid city) to insure a ground electrical unit, and a pneumatic ground air cart would be available for engine starting. Company confirmed both were available. Ground pneumatic air was available for starting the right engine. The ground pneumatic air then failed, and as a result the only means to start the left engine was a cross bleed start. The right engine power had to be advanced well behind idle in order to achieve the necessary air pressure to start the left engine. The area beyond the aircraft was inspected by ground personnel and crew prior to advancing the right engine to insure no jet blast damage would occur. To my knowledge, no damage was done to equipment, or personnel in the vicinity, and I filed this report because this is a nonstandard procedure. To avoid power setting well behind idle and potential jet blast, aircraft should not be dispatched into airports with APU's inoperative, if only one pneumatic air source is available on the field.
Original NASA ASRS Text
Title: ACR MLG ON CHARTER TO STRANGE ARPT WITH INOPERATIVE APU HAD TO CROSSBLEED START SECOND ENGINE AFTER GND PNEUMATIC FAILED AFTER FIRST ENGINE START.
Narrative: DISPATCHED FROM SEA TO RAP TO SEA ON 8/SAT/88. THE MLG ACFT WAS DISPATCHED WITH THE APU INOP. THE APU NORMALLY SUPPLIES ELECTRICAL AND PNEUMATIC AIR FOR ENG STARTS. PRIOR TO DEP FROM SEA, WE CALLED OPS (FBO IN RAPID CITY) TO INSURE A GND ELECTRICAL UNIT, AND A PNEUMATIC GND AIR CART WOULD BE AVAILABLE FOR ENG STARTING. COMPANY CONFIRMED BOTH WERE AVAILABLE. GND PNEUMATIC AIR WAS AVAILABLE FOR STARTING THE RIGHT ENG. THE GND PNEUMATIC AIR THEN FAILED, AND AS A RESULT THE ONLY MEANS TO START THE LEFT ENG WAS A CROSS BLEED START. THE RIGHT ENG PWR HAD TO BE ADVANCED WELL BEHIND IDLE IN ORDER TO ACHIEVE THE NECESSARY AIR PRESSURE TO START THE LEFT ENG. THE AREA BEYOND THE ACFT WAS INSPECTED BY GND PERSONNEL AND CREW PRIOR TO ADVANCING THE RIGHT ENG TO INSURE NO JET BLAST DAMAGE WOULD OCCUR. TO MY KNOWLEDGE, NO DAMAGE WAS DONE TO EQUIP, OR PERSONNEL IN THE VICINITY, AND I FILED THIS RPT BECAUSE THIS IS A NONSTANDARD PROC. TO AVOID PWR SETTING WELL BEHIND IDLE AND POTENTIAL JET BLAST, ACFT SHOULD NOT BE DISPATCHED INTO ARPTS WITH APU'S INOP, IF ONLY ONE PNEUMATIC AIR SOURCE IS AVAILABLE ON THE FIELD.
Data retrieved from NASA's ASRS site as of August 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.