SF340 flight crew report bleed fault and high ITT during approach. The same crew had written up the aircraft the previous day for the same problem and maintenance had cleared the logbook.
Synopsis
SF340 flight crew report bleed fault and high ITT during approach. The same crew had written up the aircraft the previous day for the same problem and maintenance had cleared the logbook.
Narrative
We were repositioning the aircraft and we had just been cleared for the visual approach; and were just starting to level off at 4000 FT. I noticed the # 1 engine ITT go to 771C with the power set 40% torque. There was a large delta T shift between number 1 (771C) and 2 (approx 680C); #2 being already on derivative power. A second later the left bleed fault and bleed valve light illuminated with the master caution. The weather conditions were VMC with the outside air temperature at +15C. At this time we were already on final approach and decided to land the aircraft. After the ITT spike engine inductions returned to normal and the aircraft landed with no other abnormal indications. After clearing the runway and after the after landing checklist I ran the non-normal checklist for the left bleed fault/closed. We taxed to the gate and Maintenance Control was contacted. The number engine 1 had been checked out by maintenance that morning using a boroscope and engine run up. Corrective action was in the log and we were repositioning the aircraft back to base.
Second reporter narrative
The day before this event I had written this plane up for compressor-stall like engine pops or rollbacks. On the morning of this report maintenance had cleared the log; and the same First Officer and I had flown the plane back as a reposition flight. On final approach; increasing power from 20% to approximately 40%; the left engine temp momentarily increased to 771 degrees with a large delta T difference from the right engine. This occurred shortly after the left bleed fault and bleed closed illuminated; and the problem from the previous day had reoccurred. Because we were on final approach we postponed the non-normal checklist until we were on the ground. We then taxied to the gate with no further incident and called maintenance.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.