 |
37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
|
Air carrier flight crew experienced a pressurization problem after takeoff. While selecting the standby system, the first officer climbed through assigned altitude. Altitude deviation altitude overshot.
| Attributes | |
| ACN | 316810 |
| Time | |
| Date | 199509 |
| Day | Tue |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : ord |
| State Reference | IL |
| Altitude | msl bound lower : 5000 msl bound upper : 5300 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : ord |
| Operator | common carrier : air carrier |
| Make Model Name | Commercial Fixed Wing |
| Operating Under FAR Part | Part 121 |
| Flight Phase | climbout : initial climbout : takeoff |
| Route In Use | enroute : on vectors |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp pilot : flight engineer |
| Experience | flight time last 90 days : 70 flight time total : 6100 flight time type : 70 |
| ASRS Report | 316810 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Events | |
| Anomaly | aircraft equipment problem : less severe altitude deviation : overshoot non adherence : clearance non adherence other |
| Independent Detector | other controllera other flight crewa |
| Resolutory Action | controller : issued new clearance flight crew : overcame equipment problem other |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
The altitude bust was very typical of so many others that I have read about. The problem actually began prior to takeoff. We had to abort the takeoff out of ord due to a takeoff warning horn. I am fairly new to the aircraft, so I was not sure if this abort was considered 'typical' or not. I asked the captain if we should talk with maintenance about the abort (it was due to a circuit breaker that popped, as we were taking the runway), and he responded we didn't have to consult with anyone. Anyway, we reset the circuit breaker and returned to the active runway for our second attempt, which was uneventful until approximately 1500 ft AGL. At this point, we got a warning light that indicated our pressurization system was malfunctioning. I looked up to see what the problem was (and indeed, we were not pressurizing), and suggested to go to the standby mode for the pressurization controller. I looked back at the instruments and saw we were rapidly climbing out of 5300 ft (we were only cleared to 5000 ft). As this happened, the controller (departure) called us and asked about our altitude. I quickly pulled the power back and began a pushover to try to get back down to our cleared altitude. The controller then cleared us to level at 6000 ft, and we did. I don't believe any loss of separation occurred. I believe, in retrospect, the altitude bust occurred due to my lack of attention to flying the aircraft. I should have told the captain, 'I have the aircraft and the radios, if you will check out the warning light.' I also believe a contributing factor was the lack of a callout (at 4000 ft) for '1000 ft prior,' and the lack of standardization in the cockpit.
Original NASA ASRS Text
Title: ACR FLC EXPERIENCED A PRESSURIZATION PROB AFTER TKOF. WHILE SELECTING THE STANDBY SYS, THE FO CLBED THROUGH ASSIGNED ALT. ALTDEV ALT OVERSHOT.
Narrative: THE ALT BUST WAS VERY TYPICAL OF SO MANY OTHERS THAT I HAVE READ ABOUT. THE PROB ACTUALLY BEGAN PRIOR TO TKOF. WE HAD TO ABORT THE TKOF OUT OF ORD DUE TO A TKOF WARNING HORN. I AM FAIRLY NEW TO THE ACFT, SO I WAS NOT SURE IF THIS ABORT WAS CONSIDERED 'TYPICAL' OR NOT. I ASKED THE CAPT IF WE SHOULD TALK WITH MAINT ABOUT THE ABORT (IT WAS DUE TO A CIRCUIT BREAKER THAT POPPED, AS WE WERE TAKING THE RWY), AND HE RESPONDED WE DIDN'T HAVE TO CONSULT WITH ANYONE. ANYWAY, WE RESET THE CIRCUIT BREAKER AND RETURNED TO THE ACTIVE RWY FOR OUR SECOND ATTEMPT, WHICH WAS UNEVENTFUL UNTIL APPROX 1500 FT AGL. AT THIS POINT, WE GOT A WARNING LIGHT THAT INDICATED OUR PRESSURIZATION SYS WAS MALFUNCTIONING. I LOOKED UP TO SEE WHAT THE PROB WAS (AND INDEED, WE WERE NOT PRESSURIZING), AND SUGGESTED TO GO TO THE STANDBY MODE FOR THE PRESSURIZATION CTLR. I LOOKED BACK AT THE INSTS AND SAW WE WERE RAPIDLY CLBING OUT OF 5300 FT (WE WERE ONLY CLRED TO 5000 FT). AS THIS HAPPENED, THE CTLR (DEP) CALLED US AND ASKED ABOUT OUR ALT. I QUICKLY PULLED THE PWR BACK AND BEGAN A PUSHOVER TO TRY TO GET BACK DOWN TO OUR CLRED ALT. THE CTLR THEN CLRED US TO LEVEL AT 6000 FT, AND WE DID. I DON'T BELIEVE ANY LOSS OF SEPARATION OCCURRED. I BELIEVE, IN RETROSPECT, THE ALT BUST OCCURRED DUE TO MY LACK OF ATTN TO FLYING THE ACFT. I SHOULD HAVE TOLD THE CAPT, 'I HAVE THE ACFT AND THE RADIOS, IF YOU WILL CHK OUT THE WARNING LIGHT.' I ALSO BELIEVE A CONTRIBUTING FACTOR WAS THE LACK OF A CALLOUT (AT 4000 FT) FOR '1000 FT PRIOR,' AND THE LACK OF STANDARDIZATION IN THE COCKPIT.
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.