Narrative:

Our departure had been delayed due to a maintenance write-up by the inbound crew. They reported that the first officer's (first officer) airspeed indicator had malfunctioned during descent; and the electronic engine controls (eec) had reverted to alternate (altitude). Company maintenance spoke with maintenance control; and determined that both problems were caused by water collecting in a drain from the pitot/static system. The mechanic assured us that they had drained the water and fixed the problem; so the write-up was signed-off and we departed. Climbing through 11;000 feet; the same malfunction occurred: first officer airspeed failed; and eecs reverted to altitude. Additionally; whenever we leveled off; air traffic control (ATC) reported that our transponder was reporting that we were 500 feet high. Both my altimeter and the standby altimeter read the correct assigned altitude; but the first officer altimeter read 500' high as well; matching ATC's readout; regardless of which transponder position we used (one or two). Because the weather at our destination was 1/2 mile visibility and 200 feet overcast; I did not want to attempt an approach there with malfunctioning flight instruments. I therefore elected to divert; where the weather was VFR; because we could not be assured that we were flying at the correct altitudes. As we descended; the first officer airspeed returned to normal; after descending below clouds around 15;000 feet and the eecs also returned to normal. A normal approach and landing was made; and we were given another aircraft to continue.

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Original NASA ASRS Text

Title: After being assured by Maintenance that an issue was resolved the same problem occurred during climbout. The First Officer side had an Altimeter disagree and the Airspeed disagree on his display panel; the Captain's side was all normal and the Standby instrument read all normal. Air Traffic Control notified them that the altitude was 500 feet high. The only accurate instrument was the First Officer's Altimeter. During descent the First Officer's airspeed indicator returned to normal.

Narrative: Our departure had been delayed due to a Maintenance write-up by the inbound Crew. They reported that the First Officer's (FO) airspeed indicator had malfunctioned during descent; and the Electronic Engine Controls (EEC) had reverted to Alternate (ALT). Company Maintenance spoke with Maintenance Control; and determined that both problems were caused by water collecting in a drain from the pitot/static system. The Mechanic assured us that they had drained the water and fixed the problem; so the write-up was signed-off and we departed. Climbing through 11;000 feet; the same malfunction occurred: FO airspeed failed; and EECs reverted to ALT. Additionally; whenever we leveled off; Air Traffic Control (ATC) reported that our transponder was reporting that we were 500 feet high. Both my altimeter and the Standby altimeter read the correct assigned altitude; but the FO altimeter read 500' high as well; matching ATC's readout; regardless of which transponder position we used (one or two). Because the weather at our destination was 1/2 mile visibility and 200 feet overcast; I did not want to attempt an approach there with malfunctioning flight instruments. I therefore elected to divert; where the weather was VFR; because we could not be assured that we were flying at the correct altitudes. As we descended; the FO airspeed returned to normal; after descending below clouds around 15;000 feet and the EECs also returned to normal. A normal approach and landing was made; and we were given another aircraft to continue.

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.