Narrative:

During climb out a non-associated annunciator to the event being described had illuminated and was being corrected by the pilot monitoring via the cockpit operating manual. During that time erroneous indications from the captains and first officer's artificial horizons made the pilot flying lose proper heading to the next fix. Throughout the next several moments both crew members communicated the indications being viewed on both sides of the flight deck. The captain (pilot monitoring) had a 20 degree bank to the right in his ADI and the first officer also had the same indication. The standby horizon was indicating wings level and a nose up attitude in the climb. Crew communications with ATC were made at that time to alert the controller of possible deviations from course but we believed we could still appropriately maintain altitude at all times. After minor trouble shooting it was believed that the standby horizon was the only instrument indicating the correct information. No circuit breakers or associated flags were popped nor flags in view of any guidance instruments. The crew contacted operations and received a diversion release for new fuel burns etc. For the rest of the intended flight. The flight was diverted to a destination other than the original destination due to the low IMC conditions at destination and were given several other locations to fly to in the event that the instrumentation got worse than what it was. The crew at times were still unsure of the proper heading and attitude due to the gyros not sending good information to the instruments. Because of this the crew asked the controllers several times to verify current track and to be aware that we could only follow the wet compass for the best heading and it appeared to correspond with the ground track of the GPS. Flight was continued to the new diversion airport with the assistance of ATC guiding the aircraft to a visual approach. All normal checklists were followed and a safe and uneventful landing was conducted.

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Original NASA ASRS Text

Title: DC-9 Captain experiences a Master Caution light during climbout due to ENG/Airfoil Ice selected by the flying First Officer with the OAT well above 10 C and thrust not reduced to accommodate the ice selection. After this problem is corrected the attitude indicator malfunctions require a diversion to a VMC airport.

Narrative: During climb out a non-associated annunciator to the event being described had illuminated and was being corrected by the pilot monitoring via the Cockpit Operating Manual. During that time erroneous indications from the Captains and First Officer's Artificial Horizons made the pilot flying lose proper heading to the next fix. Throughout the next several moments both crew members communicated the indications being viewed on both sides of the flight deck. The Captain (pilot monitoring) had a 20 degree bank to the right in his ADI and the First Officer also had the same indication. The standby horizon was indicating wings level and a nose up attitude in the climb. Crew communications with ATC were made at that time to alert the controller of possible deviations from course but we believed we could still appropriately maintain altitude at all times. After minor trouble shooting it was believed that the standby horizon was the only instrument indicating the correct information. No circuit breakers or associated flags were popped nor flags in view of any guidance instruments. The crew contacted operations and received a diversion release for new fuel burns etc. for the rest of the intended flight. The flight was diverted to a destination other than the original destination due to the low IMC conditions at destination and were given several other locations to fly to in the event that the instrumentation got worse than what it was. The crew at times were still unsure of the proper heading and attitude due to the gyros not sending good information to the instruments. Because of this the crew asked the controllers several times to verify current track and to be aware that we could only follow the wet compass for the best heading and it appeared to correspond with the ground track of the GPS. Flight was continued to the new diversion airport with the assistance of ATC guiding the aircraft to a visual approach. All normal checklists were followed and a safe and uneventful landing was conducted.

Data retrieved from NASA's ASRS site 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.