Altitude crossing restrictions not met on SID ATC clearance.

Attributes
ACN	108518
Time
Date	198904
Day	Thu
Local Time Of Day	0601 To 1200
Place
Locale Reference	atc facility : lax
State Reference	CA
Altitude	msl bound lower : 10000 msl bound upper : 13000
Environment
Flight Conditions	Mixed
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : lax
Operator	common carrier : air carrier
Make Model Name	Widebody, Low Wing, 3 Turbojet Eng
Navigation In Use	Other
Flight Phase	climbout : initial climbout : intermediate altitude
Route In Use	departure other departure sid : sid
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 : 225 flight time total : 8000 flight time type : 225
ASRS Report	108518
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : flight engineer pilot : atp pilot : commercial
Experience	flight time last 90 days : 220 flight time total : 15000 flight time type : 970
ASRS Report	108947
Events
Anomaly	aircraft equipment problem : less severe altitude deviation : crossing restriction not met non adherence : published procedure non adherence : clearance
Independent Detector	other flight crewa
Resolutory Action	aircraft : equipment problem dissipated controller : issued new clearance none taken : insufficient time
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation other

Narrative:

Chain of events: after takeoff from lax on initial climb the GPWS pull up warning activated, the master caution light illuminated, the flight director pitch bar pitched to -5 degrees (down), and the automatic throttles disengaged. Conditions were IMC. I flew the aircraft maintaining a normal climb profile and clean up while the captain and second officer handled the electrical problem which was a failure of phase a #1 AC bus circuit breaker. The GPWS came on again and the captain inhibited it, then once more and the captain inhibited it for the final time. By this time we were VMC and cleared direct lax VOR to cross lax VOR at 10000'. After the turn was completed and before reaching the VOR the captain advised ATC (lax departure control) that we would not be able to make the 10000' crossing. ATC acknowledged and instructed us to cross 7 DME east of the VOR at 13000'. Approximately 1 min later and before reaching 7 DME east the captain advised ATC we could not make that crossing. ATC acknowledged and switched us to ZLA. Shortly after this the captain and F/east solved the electrical problem and all systems returned to normal. Human performance considerations: I feel that I was distracted by the caution lights, GPWS, flight director failure, automatic throttle failure and electrical problem just enough so that I did not plan the turn or calculate the aircraft climb performance as quickly as I normally would have. More concentration and pre-departure planning may have prevented this.

Original NASA ASRS Text

Title: ALT CROSSING RESTRICTIONS NOT MET ON SID ATC CLRNC.

Narrative: CHAIN OF EVENTS: AFTER TKOF FROM LAX ON INITIAL CLB THE GPWS PULL UP WARNING ACTIVATED, THE MASTER CAUTION LIGHT ILLUMINATED, THE FLT DIRECTOR PITCH BAR PITCHED TO -5 DEGS (DOWN), AND THE AUTO THROTTLES DISENGAGED. CONDITIONS WERE IMC. I FLEW THE ACFT MAINTAINING A NORMAL CLB PROFILE AND CLEAN UP WHILE THE CAPT AND S/O HANDLED THE ELECTRICAL PROB WHICH WAS A FAILURE OF PHASE A #1 AC BUS CB. THE GPWS CAME ON AGAIN AND THE CAPT INHIBITED IT, THEN ONCE MORE AND THE CAPT INHIBITED IT FOR THE FINAL TIME. BY THIS TIME WE WERE VMC AND CLRED DIRECT LAX VOR TO CROSS LAX VOR AT 10000'. AFTER THE TURN WAS COMPLETED AND BEFORE REACHING THE VOR THE CAPT ADVISED ATC (LAX DEP CTL) THAT WE WOULD NOT BE ABLE TO MAKE THE 10000' XING. ATC ACKNOWLEDGED AND INSTRUCTED US TO CROSS 7 DME E OF THE VOR AT 13000'. APPROX 1 MIN LATER AND BEFORE REACHING 7 DME E THE CAPT ADVISED ATC WE COULD NOT MAKE THAT XING. ATC ACKNOWLEDGED AND SWITCHED US TO ZLA. SHORTLY AFTER THIS THE CAPT AND F/E SOLVED THE ELECTRICAL PROB AND ALL SYSTEMS RETURNED TO NORMAL. HUMAN PERFORMANCE CONSIDERATIONS: I FEEL THAT I WAS DISTRACTED BY THE CAUTION LIGHTS, GPWS, FLT DIRECTOR FAILURE, AUTO THROTTLE FAILURE AND ELECTRICAL PROB JUST ENOUGH SO THAT I DID NOT PLAN THE TURN OR CALCULATE THE ACFT CLB PERFORMANCE AS QUICKLY AS I NORMALLY WOULD HAVE. MORE CONCENTRATION AND PRE-DEP PLANNING MAY HAVE PREVENTED THIS.

Data retrieved from NASA's ASRS site as of August 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.