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When their airspeed indicators became unusable due to frozen moisture in the pitot system lines the flight crew of an emb-145 descended out of IMC and below rvsm airspace where the blockage dissipated and they were able to continue to their destination.
| Attributes | |
| ACN | 1082977 |
| Time | |
| Date | 201304 |
| Place | |
| Locale Reference | ZZZ.ARTCC |
| State Reference | US |
| Environment | |
| Flight Conditions | IMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | EMB ERJ 145 ER/LR |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Cruise |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | Pitot-Static System |
| Person 1 | |
| Function | Pilot Not Flying Captain |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Events | |
| Anomaly | Aircraft Equipment Problem Critical Inflight Event / Encounter Weather / Turbulence |
Narrative:
The first officer was flying at FL360 in IMC when we got an IAS speed flag and noticed my side had a discrepency. We referenced the QRH; selected ADC1 and descended to FL240 to get out of rvsm airspace. While descending the first officer's airspeed bled off; so we deemed unreliable and used the standby airspeed indicator. We declared an emergency and contacted the company for alternates but all suitable airports had low visibilities and ceilings. Once at FL240; however; all airspeed indicators began to match up with the standby. We reviewed all weather options and decided to continue to our destination because weather was improving and I felt it was a safe and practical decision.I felt we worked very well together. I invited his thoughts and opinions on what was going on so that I would have not just my own view but would get someone elses take as well. I felt our teamwork produced the safest and most practical decision making for the scenario.
Original NASA ASRS Text
Title: When their airspeed indicators became unusable due to frozen moisture in the pitot system lines the flight crew of an EMB-145 descended out of IMC and below RVSM airspace where the blockage dissipated and they were able to continue to their destination.
Narrative: The First Officer was flying at FL360 in IMC when we got an IAS speed flag and noticed my side had a discrepency. We referenced the QRH; selected ADC1 and descended to FL240 to get out of RVSM airspace. While descending the First Officer's airspeed bled off; so we deemed unreliable and used the standby airspeed indicator. We declared an emergency and contacted the company for alternates but all suitable airports had low visibilities and ceilings. Once at FL240; however; all airspeed indicators began to match up with the standby. We reviewed all weather options and decided to continue to our destination because weather was improving and I felt it was a safe and practical decision.I felt we worked very well together. I invited his thoughts and opinions on what was going on so that I would have not just my own view but would get someone elses take as well. I felt our teamwork produced the safest and most practical decision making for the scenario.
Data retrieved from NASA's ASRS site as of July 2013 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.