2011-03 · NASA ASRS report 937613
CRJ200 flight crew notes a large ITT split between the left and right engine during climb and notifies Maintenance. Maintenance requests that the speed switches be turned off and the ITT checked again. When the speed switches are turned back on the left engine flames out. The left engine is successfully restarted and flight continues to destination.
During previous flight noted that the left and right engines had a large ITT split. [The] flight was too short to check see if it was just a transient issue. On this flight we had more time to look at the issue. After climbing out of 10;000 FT the power was increased to climb power and the ITT split returned. ITT was over 840 [degrees] C on the left engine. I took a quick set of readings to pass along to Maintenance and then sent an ACARS message to let them know about the issue we were seeing. Maintenance Control sent a message back and asked us to see if it was still and issue with the engine speed switches OFF. We reduced power and then selected them off. I advanced the power to climb power and noted that it was similar and maybe a bit worse. I pulled the power back to about 1/2 throttle travel on a slow count and the Captain reselected the engine speed switches back to the ON position one at a time. When the left engine speed switch was selected there was a short small shutter and the engine flamed out. After the required moment of disbelief we informed ATC that we had lost an engine and needed to descend. We proceeded to run the single engine QRH and restarted the engine successfully. During the process of running the QRH we had an exchange of messages with Maintenance on the issue and they stated that they should have had us run a QRH for engine speed control. Reviewing the procedure; we didn't have any of the issues that you'd run the QRH; but our procedures were essentially the same as described. After the restart we reviewed the situation and concurred that we saw no evidence that we needed to divert. We returned to an intermediate altitude and continued to destination. We also coordinated status with Dispatch via radio.
[Weather was] VMC; clear skies; 30-40 miles visibility; [and it was] daylight. On climb-out; above 10;000 FT we increased to climb power and noticed left engine running 60 degrees warmer than the right engine. AT 14;000 FT [gauges read]: 91.9 91.9 N1; 854 792 ITT; 94.6 92.6 N2; 2400 2270 FF; 110 103 oil temp; 69 67 oil press; .2 .7 vibration. Sent [message via] ACARS to Maintenance to make them aware of the discrepancy. [Everything was] within limits; but significant. They wanted to know if there was a change with the speed switches off; so we reduced power and turned the speed switches off. [We then] increased power; [but] no change. Now climbing through approximately 28;000 FT; [we] decreased power and turned speed switches back on. Left engine immediately flamed out! I noticed that the left fuel flow dropped through 25 LBS and was thinking fuel interruption; but that may have been a result not a cause. Ran QRH and secured the engine. The First Officer (pilot flying) told ATC that we had lost an engine and would need lower and started a gradual descent at 250 KTS to 24;000 FT. The left engine N2 was at 9% so we had no reason to believe engine damage; so we planned a restart at 21;000 FT. Sent [message via] ACARS to Maintenance and Dispatch. I told ATC that we had an engine out and would need lower for a restart. At 21;000 FT I ran the QRH for restart. The engine started smoothly; vibration again at .2; but seemed to be running about 70 degrees warmer now. Called Maintenance and Dispatch to tell them about the restart and discuss continuing on to destination [and] they concurred. Talked to our Flight Attendant; explaining exactly what had happened and that we would continue to destination. She said that the passengers were unaware of any problem; so I thought that we would leave it at that. Told ATC we had a restart and requested 24;000 FT. After restart; at 24;000 FT [gauges read]: 82.0 82.0 N1; 764 684 ITT; 87.9 86.2 N2; 1330 1230 fuel flow; 102 94 oil temp; 74 71 oil press; .2 .7 vibration. Rest of the flight was uneventful.
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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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