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A B737 flight pilot is concerned that he busted the 250 KTS, 10000 ft rule, as aircraft accelerated to 300 KTS after cleanup to 10000 ft departure sju, pr.
| Attributes | |
| ACN | 598707 |
| Time | |
| Date | 200311 |
| Day | Mon |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | airport : sju.airport |
| State Reference | PR |
| Altitude | msl bound lower : 1500 msl bound upper : 10000 |
| Environment | |
| Light | Night |
| Aircraft 1 | |
| Controlling Facilities | tracon : sju.tracon |
| Operator | common carrier : air carrier |
| Make Model Name | B737 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Flight Phase | climbout : intermediate altitude |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| ASRS Report | 598707 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Events | |
| Anomaly | non adherence : far other anomaly |
| Independent Detector | other flight crewa |
| Resolutory Action | none taken : detected after the fact |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance Aircraft |
| Primary Problem | Flight Crew Human Performance |
Narrative:
During preflight, all data was entered into the FMC and verified. I was the PF (captain). Using the HUD for takeoff roll, climb, cruise, descent, and landing was made mandatory by the flight department. So, using the HUD for the takeoff and climb phase, I was following the command bars as advertised. When we reached 10000 ft I cycled the seatbelt sign and began to accelerate. Unfortunately, the command bars did not move from their position. I glanced over to the airspeed indicator which read 300 KIAS. Apparently the 250 degrees/10000 ft restr was not in the FMC. I believe that after aircraft clean-up, the command bars were commanded to 300 KIAS and I did not catch this error. Using the HUD is not second nature to me. I find myself with tunnel vision when I use the HUD. It is a great tool for takeoffs and lndgs in reduced visibility, but (in my opinion) not for other phases of flight. For future reference, I will go back to my old way of flying. It's worked for 30 yrs with no violation.
Original NASA ASRS Text
Title: A B737 FLT PLT IS CONCERNED THAT HE BUSTED THE 250 KTS, 10000 FT RULE, AS ACFT ACCELERATED TO 300 KTS AFTER CLEANUP TO 10000 FT DEP SJU, PR.
Narrative: DURING PREFLT, ALL DATA WAS ENTERED INTO THE FMC AND VERIFIED. I WAS THE PF (CAPT). USING THE HUD FOR TKOF ROLL, CLB, CRUISE, DSCNT, AND LNDG WAS MADE MANDATORY BY THE FLT DEPT. SO, USING THE HUD FOR THE TKOF AND CLB PHASE, I WAS FOLLOWING THE COMMAND BARS AS ADVERTISED. WHEN WE REACHED 10000 FT I CYCLED THE SEATBELT SIGN AND BEGAN TO ACCELERATE. UNFORTUNATELY, THE COMMAND BARS DID NOT MOVE FROM THEIR POS. I GLANCED OVER TO THE AIRSPD INDICATOR WHICH READ 300 KIAS. APPARENTLY THE 250 DEGS/10000 FT RESTR WAS NOT IN THE FMC. I BELIEVE THAT AFTER ACFT CLEAN-UP, THE COMMAND BARS WERE COMMANDED TO 300 KIAS AND I DID NOT CATCH THIS ERROR. USING THE HUD IS NOT SECOND NATURE TO ME. I FIND MYSELF WITH TUNNEL VISION WHEN I USE THE HUD. IT IS A GREAT TOOL FOR TKOFS AND LNDGS IN REDUCED VISIBILITY, BUT (IN MY OPINION) NOT FOR OTHER PHASES OF FLT. FOR FUTURE REF, I WILL GO BACK TO MY OLD WAY OF FLYING. IT'S WORKED FOR 30 YRS WITH NO VIOLATION.
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.