Aircraft unable to control to assigned altitude using improper engine power settings.

Attributes
ACN	290001
Time
Date	199411
Day	Mon
Local Time Of Day	0601 To 1200
Place
Locale Reference	atc facility : ord
State Reference	IL
Altitude	msl bound lower : 32000 msl bound upper : 33000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zau
Operator	common carrier : air carrier
Make Model Name	DC-9 50
Operating Under FAR Part	Part 121
Flight Phase	climbout : intermediate altitude descent other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp pilot : commercial pilot : flight engineer
Experience	flight time last 90 days : 250 flight time total : 6000 flight time type : 1500
ASRS Report	290001
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	aircraft equipment problem : less severe altitude deviation : excursion from assigned altitude altitude deviation : undershoot
Independent Detector	other flight crewa
Resolutory Action	flight crew : overcame equipment problem
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Climbing to FL330 in a heavy dc-9-50. Aircraft performance very sluggish at heavy weight. Climb thrust indicator failed, giving false and unreliable climb indications. These indications were not sufficient EPR to continue a climb to FL330. Told ATC we needed to start down just to be on the conservative side and we did start down. ATC immediately cleared us to FL290 and I don't believe any conflicts existed. Even though I am not aware of any conflicts this experience made me realize the importance of full attention during all realms of flight as a problem as small as this could become more serious if not monitored properly. My role was first officer, PNF. I was on the radio with ATC and advising captain of other such factors as monitoring airspeed, etc. Engines seemed rough also during failed thrust indicator problem but returned to normal when descending and using proper EPR settings out of handbook.

Original NASA ASRS Text

Title: ACFT UNABLE TO CTL TO ASSIGNED ALT USING IMPROPER ENG PWR SETTINGS.

Narrative: CLBING TO FL330 IN A HVY DC-9-50. ACFT PERFORMANCE VERY SLUGGISH AT HVY WT. CLB THRUST INDICATOR FAILED, GIVING FALSE AND UNRELIABLE CLB INDICATIONS. THESE INDICATIONS WERE NOT SUFFICIENT EPR TO CONTINUE A CLB TO FL330. TOLD ATC WE NEEDED TO START DOWN JUST TO BE ON THE CONSERVATIVE SIDE AND WE DID START DOWN. ATC IMMEDIATELY CLRED US TO FL290 AND I DON'T BELIEVE ANY CONFLICTS EXISTED. EVEN THOUGH I AM NOT AWARE OF ANY CONFLICTS THIS EXPERIENCE MADE ME REALIZE THE IMPORTANCE OF FULL ATTN DURING ALL REALMS OF FLT AS A PROB AS SMALL AS THIS COULD BECOME MORE SERIOUS IF NOT MONITORED PROPERLY. MY ROLE WAS FO, PNF. I WAS ON THE RADIO WITH ATC AND ADVISING CAPT OF OTHER SUCH FACTORS AS MONITORING AIRSPD, ETC. ENGS SEEMED ROUGH ALSO DURING FAILED THRUST INDICATOR PROB BUT RETURNED TO NORMAL WHEN DSNDING AND USING PROPER EPR SETTINGS OUT OF HANDBOOK.

Data retrieved from NASA's ASRS site as of July 2007 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.