2009-12 · NASA ASRS report 863384
An SF-340 Flight Crew experienced high ITT on both engines in descent after the FO did not position the CTOT switches properly.
Just prior to initiating a descent; I asked the Captain if he would take the radios so I could start on my descent checklist and address the passengers in the back regarding weather and field conditions. As I was proceeding with the rest of the items on the descent checklist; the Captain tuned 5000 ft on the altitude preselector. As he was about to start the descent I gave him the V speeds for landing; and dialed up the Constant Torque On Take-off (CTOT)/Automatic Power Reserve (APR). Right after this is when the Captain noticed that there seemed to have been an increase in temperature and torque. Right as we both realized something un-commanded occurred; the Captain realized that the CTOT/APR switch was still on the ON position. Soon after realizing the Captain immediately performed the corrective action. The engine immediately responded to his power lever decrease and all engine parameters were totally normal for the remainder of the flight and we landed without incident. I realize the un-commanded temperature and torque increase happened due to my improperly performing the after takeoff check. I thought I had switched the CTOT/APR switch all the way off but only clicked it one position down rather than two. Even though I feel I was and will be careful performing each function in the checklist; next time I perform a descent checklist and am about to dial the CTOT/APR up; I will make sure once again that it is in the OFF position.
Just prior to initiating a descent; my First Officer was just completing the before landing checklist; and I had COM 1 and was just instructed to descend to 5000. I was resetting the altitude alerter while the FO was setting the CTOT for go-around when I felt a slight lurch. At this time I looked down at the Inlet Turbine Temperatures (ITT) and saw that they were passing 940. I reached up immediately and withdrew the power levers; but it wasn't in enough time before the left engine exceeded 965 ITT. The red light illuminated for under 2 seconds; and the highest ITT that I can remember was around 970 ITT. The engine immediately responded to my power lever decrease and all engine parameters were totally normal for the remainder of the flight and we landed without incident.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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