2010-03 · NASA ASRS report 876204
A Captain and First Officer report a rejected takeoff (RTO) from an inlet plug being left in the #1 engine inlet plenum. Issues involving communications; training; procedures; maintenance of the inlet plugs and straps and company policy were additional factors.
Checked-in for the last day of a three day trip. Once at the aircraft I noticed that the First Officer had already removed the plugs and performed the preflight since he was already on the aircraft with the APU running. I performed all the originating checks before engine start with no abnormalities noted; as well as the After Start originating checks; before repositioning the DHC8-100 to the ramp so we didn't have to do them with the passengers on; which is what I always do to save time and to increase passenger comfort. We arrived at the gate and proceeded to board passengers for flight. We left the gate and taxied for departure. First Officer was the flying pilot for this leg when we commenced the takeoff roll. As the First Officer applied takeoff torque we both immediately noticed the #1 torque would not go above 38% with a prop RPM of 866; so we rejected the takeoff; informed ATC and cleared the runway. We then contacted Maintenance Control just clear of the runway to troubleshoot. Maintenance Control had us pull both engine ECU breakers for the #1 engine which did nothing to correct the problem. We taxied back to the gate to deplane all the passengers and called Maintenance Control again. This time they wanted us to run it up again and pull the ECU breakers one more time. This time we only got 20% torque and the Interstage Turbine Temperature (ITT) was approximately 750 degrees on the #1 engine. The third time we did a runup was after Contract Maintenance reset the Beta Lockout breakers and stayed onboard the aircraft for the runup. Each time we did the runup the engine kept getting hotter and kept producing less torque. Both Mechanic and myself agreed we should stop the runups at this point. After talking to the Flight Crew who brought the aircraft in for the overnight and asking them if anything abnormal happened; they said no. We also asked if they put in two plugs or one; when they said two plugs that is when I was told by the First Officer that he only found one on his preflight. I then called Maintenance Control and told them what I was just informed by my First Officer. They told me they would look for a plug and that the Contract Maintenance guy already had (checked) with a ladder and saw nothing abnormal. I said I just wanted them to know because I had just found out about the one missing plug from my First Officer. The spare aircraft showed up and we completed our original flight. Contacted by Chief Pilot on arrival. Cause: Providing improper plugs for an aircraft when the majority of them do not fit properly and have no way to be restrained if the straps are missing. Poor communication between First Officer and myself about one missing plug until after the fact when we spoke with previous flight crew. Apparently common for them to blow away in high wind situations because of poor fit.Provided all pertinent information about the event so other crews do not have a similar experience. STOP THE PLUG PROGRAM EXCEPT IN EXTREME WEATHER. PROVIDE PLUGS THAT GO AROUND THE INTAKE NOT IN IT SO THEY CAN FALL INSIDE. I AM five foot seven inches AND CANNOT EVEN REACH THE INLET TO INSTALL THE PLUGS AT ALL.
I made it to the airplane before the Captain and Flight Attendant. I started my walk around before they had arrived at the airplane. As soon as I approached the airplane I noticed that neither intake plug was in the engine and the Number 1 engine did not have a prop tie.The winds throughout the night were gusting 35+ KTS and it was extremely windy when we arrived. Because of my experience of always having the wind blow the intake plugs out and never being able to find them I didn't think anything of it. I put the one intake plug I could find on the ground in the plug bag and started my walk around. Like I always do I had the flashlight and my first portion of the walk around was looking in the intakes of the engines. I saw nothing and as usually happens; assumed the other plug had blown away. These plugs never fit and rarely have a cord to attach them to the prop tie.I believe that this event occurred for a couple of reasons. First is the complacency of myself. Due to the fact that this occurs often I was complacent in thinking that this was a nonevent. Secondly the intake plug system that our Air Carrier uses is inadequate. They don't fit most of the time and most do not have a way to secure them to the prop tie.The obvious solution is to only require the plugs with visible moisture and below freezing temperatures. Also the plugs need to actually fit the hole they are designed to go in. Lastly; they need to ALL be able to be secured to the airplane via the prop tie.
Reporter stated the engine start and engine idle parameters were identical until they applied takeoff torque. When they later ran the #1 engine again for the third time; only 18% Torque was reached but with climbing ITT temps heading over 800 degrees. Reporter stated the Contract Mechanic; even with a ladder; did not see any plug inside the intake inlet; so Maintenance Control sent their company Mechanics on a field trip to their aircraft expecting to change the #1 engine. When their engine change Mechanics arrived; they removed the #1 engine inlet nacelle cowling and noticed the hard foam type inlet plug wedged around the intake plenum. Because the engine was never overtemped; Mechanics performed another engine run with all engine parameters normal. Reporter stated flight crews install the engine inlet plugs after the last flight of the day. The foam plugs have a single lanyard secured through a two-pronged prop tie; and if properly installed will not go away. The plug installation is not considered a maintenance function. The hard foam plugs are carried in a 'fly along kit' and stored in the baggage compartment. Their walk around procedures require if any intake plenum plugs are found missing during the walk around for the originating flight; Captain is supposed to be notified prior to departure. If plugs are not installed during an overnight; than Maintenance has to check the inlets. Reporter stated the foam plug surfaces are painted red; but the foam tends to dry and shrink and the red paint flakes off. The plugs than fall inside the inlet and can be difficult to see. He doesn't believe these are the engine manufacturer's recommended plugs. This was not the first time his carrier has had incidents involving plugs falling into the inlet and not being seen. But worn or missing straps for the inlet plugs has also been an ongoing issue throughout their fleet. Training on proper installation of the plugs and prop ties has been noted. His carrier has issued a system bulletin for Flight and Maintenance Departments to be aware of the plugs inside the inlet of their PW-121 turboprop engines.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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